US855727A - Electric signaling system. - Google Patents

Electric signaling system. Download PDF

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Publication number
US855727A
US855727A US33299406A US1906332994A US855727A US 855727 A US855727 A US 855727A US 33299406 A US33299406 A US 33299406A US 1906332994 A US1906332994 A US 1906332994A US 855727 A US855727 A US 855727A
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circuit
train
controlling
track
contact
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US33299406A
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Edward L Orcutt
Richard Sheldon
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RAILWAY ELECTRIC SIGNAL Co
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RAILWAY ELECTRIC SIGNAL Co
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/10Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using current passing between devices along the route and devices on the vehicle train

Description

No. 855,727. PATENTED JUNE 4, 1907. E. L. ORGUTT & R. SHELDON.
ELECTRIC SIGNALING SYSTEM.
APPLICATION FILED $EPT1, 1908.
i WITNESSES INVENTORS M M M UNITED STATES PATENT OFFIGE.
- EDWARD L. OBCUTT AND RICHARD SHELDON, OF NEW YORK, N. Y., ASSIGN- ORS TO RAILWAY ELECTRIC SIGNAL COMPANY, 'AQCORPORATIO N (,PF
N EW JERSEY. i
ELECTRIC SIGNALING sYs'rEm.
/' o mill-1011 01 it may concern:
Be it known that we, EDWARD L. OR- cc'r'r and RICHARD SHELDON, both citizens of the United States, and residents of the borough of Manhattan, county, city, and State of New York, have invented certain. new and useful Improvements in Electric Signaling Systems for Railroads, of'wl'u'ch the following is a specification.
systems for railways.
This invention relates to electric signaling It seeks to provide a system economical in installation, maintenance and operation, coupled with general elliciency and reliability.
The invent-ion is particularly characterized by the local operating and controlling circuits carried on the train.
The invention also seeks to provide an ellicient, reliable and economical-arran e ment whereby a train-may be automatically stopped before entering a dangerous block.
la the accompanying drawings forming part of this specificationz-the figure is a diagram illustrating the circuits and devices appliedto two protected blocks.
liel'erring now more particularly to the drawings, the track is divided into four blocks, in which rails 1 and 5 constitute the [list block; rails 2 and 5 the secondblock;
rails 3 and 5 the third block; and rails 4 and ,1
5 the fourth block. Rails 1, 2, 3 and 4 are insulated from each 'other while rail 5 is electrically continuous.
6 and 8, and 37 and 35 are airs of track contacts associated with the -b ock to which rails 2 and 5 belong. (30 are similar contacts butiare associated with the succeedingblocl. These track contacts consist preferably of short rails spaced apart and fixed to the road bed in advance of the protected block. The contacts of each pair are electrically connected, as=b v an'insulated wire.
12 is a transformer located at the end of the block and connected as will be disclosed. Contact 8 is connected by wire 9 to the primary coil 10 of the transformer 12. The coil 10 is then connected through wire 11 with rail 5. This constitutes a circuit which will be termed the-track supply circuit, as it supplies the energy for the transformer 12. The power for this circuit is supplied by a generator 13 which iscontinu- Specification of Letter: PQtabnt.
Application filed September 1, 1906- Ml! 9- 832,994.
57 and 5S, and 5S) and Patented une 4, 19075 move with the train and make contact with track contacts 6 or 8, etc. The return from the track supply circuit is from rail 5 to truck 16,"wires 17, 18,' back to generator 13.- 6o Generator 13 also normall energizes the local controlling circuitont e train which is traced as follows:'13, 19, compensatin resistance 20, wire 21, contact 22-, circuit 0 oser 23, wire 24, back cont'act25,'circuit break- 6 5 I ing contact 26-, wire 27, controlling circuit controller 28, wire 29, safety-danger device controller 30, wires 31, 18 and back to'generator 13. This circuit, however, is broken by the circuit breaking train contact 26 when this contact en agesone of the track contacts 37 or 35. Tliese track contacts 37 and 35- are connected together by the conductor 36 and then to therail 2 by wire 34;
Rail 2 then connects with one terminal of the secondary 32 of transformer 12 through wire 33. The other terniinal of the secondary 32 is then connected by wire 38 with return rail 5. This completes a second track circuit which will be termed the controlling track circuit. 4
Lamps 42 and 45 and magnet 48 with its cooperating mechanism are safety-danger devices located on the train and n erated by the generator 13 as follows:- trohcr 30, normally energized as described above, normally holds its armature 52 in contact with the contact 50 thus there is a normally closed operating circuit from generator 13, wire.39, to point 40, branching 90 there through one branch; 44,'safetylamp 45, 1
wire 46, contact 50; and in a secondbraneh; wire 47, magnet 48, wire ,49, contact 50, thence through armature 52, wire 53, back to generator 13. lingmagnet 30', is deenergized, this armature 52 leaves contact 50 and connects with con-' tact 51 completing the danger operating eireuit from generator 13, wire 39 to point 40, wire 41, lamp 42, wire 43, contact 51, 10
armature 52, wire 53, back togenerator 13. The train contacts 15 and 26 are so arranged on the train that they will engage the track eontactsjfi and 37 or Sand 35 respectively in the order named. former 12 will be energized before the local i ain. Generator 13 is connected 55 e con- However, if control- 5 Thus the trans- 1o5 controlling circuit through the circuit breaking train contact 26 is broken. Then the controlling track circuit will be connected with the controlling train circuit as follows:- "lrack contact 37, circuit breaking train contact 26, wire 27, controlling circuit controller magnet 28, wire 29, controller 30, wire 31, wire 17, truck 16, rail 5, wire 38, secondary 32, wire 33, rail 2, wire 34, contact 35, wire 36 back to track contact 37.
28 is a magnetic controller" connected in the train controlling circuit and operating the circuit closer 22, 23 and is designed so as to be operated by alternating current as are also the other magnetic devices illustrated. The circuit closer 22, 23,. when closed, which is its normal condition, completesa local train or signal controlling circuit as follows :-Generator 13, wire 19, resistance -'-20, wire 21, contact 22, circuit closer 22, 23, wire 24, back stop 25, circuit breaking train contact 26, wire 27 controller magnet 28, wire 29, controller 30, wires 31, 18 and back to generator 13. 1 1
20 is a resistance roperly to proportion the flow of energy in t e normal local controlling circuitdirect from the crater 13 and closed at 25, 26 to the flow 0 energy through the controller portion of that' circuit when said controllingl circuit is supplied from the secondary of t e transformer by cutting in the track-controlling circuit eta-26, 37 and! cutting out the generator 13 and resistancei 20 on the o ening of 25, 26.
If desired the controller 30 may operate not only its own circuit chlmger'52, 50, 51 but maybe designedto operate the circuit closer 23, in-which case a single armature would suflico.
56 is a valve which is designed to control the air brakes or the steam supply on $0 train and isoperated when the contro er 48 is denrgized. The spring "55 retracts the armature 54 and releases the valve by means of the link 64 and'lever 63.
The signal 42, 45, may be of any a proved type to give a safety and danger in ication. It is shown as two lamps .42 and 45 each. giving a distinctive color. j
61 indicates a transformer identical with transformer 12- but associated with the succeeding block, Each succeeding block to be protectedv is likewise provided with a i transformer.
The 0 erationof thds'ytem and ap aratus is as fol owsz-As described above t e local Econtrolling circuit on the train-is normally tact 25 26, and also the circuit 0 oser 22, 23,
which together with the magnet 28 constii tute a controller for this controlling circuit and form an important feature of this invention. Obviously a break in this controlling circuitiiiay occur either at 22,23 or at.25, 26 or at both localities. As the train advances the train contacts 15 and 26 st engage the first pair of track contacts 6 and 37,
respectively in the order named and make previously engaged track contact 6 and energized the supply track circuit. The sup ply track circuit is completed by train contact 15 engaging track contact 6 and the truck 16 engaging rail 5. If the block is clear and the rails are, intact, the controlling track circuit is one ized' by the transformer and is connected t ougl; a portion of the train controlling circuit by means of train contact 26, 'etcras previousl v( ii-ascribed. In this manner t e local contro ling circuit controller 28 is energizedby the track controll' circuit (is is also the magnet 30. 28 lib l ds 22, 23 closed and 30 maintains the safety indication on the train. As the train contact 26 leaves the track contact 37, 26 closes against co'ntact25 restoring the local controlling circuit to its normal condition. A second test of the block in advance of the train is made when train contacts 15 and 26, respectively, engage the second pair of track contacts 8'and 35. ,The operation of this second testjs precisely-similar to that of the first test described, In fact, similar tests may be repated wherever desired merely by providing additional pairs of track contacts similar to .6, 37 and 8, 35. ,i a
The operation of the circuits just described has been for. a clear block. However, if when the train contacts 15 and 26 engage the track contacts 6 and 37, the block 2, 5 is dan erous', the local, controlling circuit. contro lcr 28 will not be energized by the track controlling circuit, since a train in bldck 2, 5 would shunt this controllin current through its-wheels and axles or a heck in the rails would form a break in thetraek'controlling circuit. Thus in case of danger when train contact 26breaks the local controlling circuit at 25 this local controlling circgit is als broken by circuit closer 22, 23 whidh'operates to lock the circuit at danger even after the contact 26 rengages contact 25. ll this' see,
would be false and obviously highly danger- I 'ous'altliougl a second test of'the block would be obtained upon reaching the track con tacts 8 and 35. v
- If a'safcty indication were obtained at a first test at track contactsfi and 37, and after passing these contacts the block- 2, 5 had becomedangerous, this dangerousicondition would be communicated to the engineer upon reaching the second set of track contacts 8,
- 35. Upon leaving these track contacts 8,
the controller 22, 23 and would operate to lock the controlling circuit and the signals controlled therelyy' at danger. J
Z-iIt is preferable to locate the first set of test contacts 6 and 37 considerably in advance of the block protected while the second set of contacts 8 and 35 may preferably be located at the entrance to the block, thus two tests. one considerably in advance of the block and one made upon entering the block are insured. Control of the .operating circuits for the safety danger dev ces is obtained through the magnet 30 in the local controlling circuit which operates the armature 52. VVhe'n. tliisniagnet is energized the local-operating circuit includesthe contact 50 and the safety portion ofthe safety danger devices. Whem the magnet-30 is denergized, its armature 52 is in contact with front cclnt'act 51 and the local operating circuit is through the danger portion of the safety danger devices.
Obviously it would be possible to combine the magnets 30 and 28 so that a single magnet, such as 30, would control not only the circuits 52, 50 etc. and 52,51 etc.. but also the circuit through 22, 23 etc.
Altho h generator 13 is designated 5r being of fiie alternating ty e as are likewise the transformer at the bloc s, never the less, under some conditions, it might be desirable to employ a-D. C. generator and rotary converters in place of the transformer. Also the generator for the sup ly circuit may he located' as desired witliin the scope of the claims. V
It will be understood that the details of "this invention may be variously modified nal operating circuit on a train; a signal controlling circuit on a train; a track circuit; and a controller on a train for the signal controlling circuit operated and controlled by the track circuit.
ways, the combination of a signal; a train troller operating circuit; acontrollii g circuit; a track circuit; and'a controller for the controlling circuit operated and controlled by.
the track circuit.
3. In an electric signaling system for railways, the combination of a signal on atrain; a train-controller on a train a combined signal and train-controller operating circuit on a train; a controlling circuit on a train; a track circuit; and a controller operated and controlled by the track circuit.
2. In an electric signaling system for railcontroller; a combined signal and train-con- 4, In an electric signaling system for rail- 'ating circuit,'thcrefor; a. signal controlling circuit; and a controller for the signal controlling circuit operated and controlled by the controlling track circuit.
Ways, the combination of a supply track circuit; a generator therefor locatcd..on the train; a controlling track circuit; a signal; anoperatiiig circuit therefor; a signal controlling circuit; and a controller'for the signal controlling circuit operated and controlled by the controlling track-circuit.
7. In an electric signaling system for rail- ,ways, the combination of a supply track circuit including a. transformer; a generator 'tlierefor; acont-rolling track circuit; a signal; an operating circuit therefor; a signal controlling circuit; and a controller for the signal controlling circuit operated and controlled by the controlling track circuit.
ways, the combination of a supply track circuit including a transformer; a generator therefor; a controlling track circuit including a transformer; a signal; an operating circuit therefor; a signal controlling circuit;
circuit operated and controlled by the controlling track circuit.
9. In an electric signaling systenr for railcuit including a transformer; a generator therefor on a tram; a controlling track .cii
cuit including a transformer; a signal; anop- 8. In an electric signaling system for rail-.
ways, the combination of a supply track (lll controlling track circuit; a signal; an oper- 6. In-an electric signaling system for railand a controller for the signal controlling at the entrance to the prece crating circuittherefor; a signal controlling circuit; and'a controller for the signal controlling circuit o,eratcd and controlled by the controlling track circuit.
10. In an clectric signaling system for railways, the combination of a signal; an operating circuit therefor; a controlling circuit therefor including a controller for the 0 erating circuit; a controller for the control 'ng circuit; a circuit breaking train contact and a controllercircuit closer in the controlling circuit;
11. In an electric signaling system for railways,-the combination of a signal; a signal operating circuit; a normally closed signal controlling circuit; a controller for thesignal operating circuit; a controller for the signal controlling circuit; a circuit breaking train contact operating to breakthe normal con-f trolling circuit when the train reaches a predetermined point.
12. In an electric signaling system for railways, the combination ofa signaling circuit; a controlling circuit therefor normally including a generator; a controller for the controlling circuit; and -a circuit breakin traincontact and a circuit closer operated y the controller in the normal controlling Qcircuit.
13. In an electric block signaling system for railways, the combination of I a supply track circuit; a generator therefor;'a contro ling track circuit comprising a'track contact" ing block, a see- 0nd track contact at the end of the precedin block, one rail of the block, -a transformer an a return rail;a signal operating circuit on a train; a signal controlling circuit on a train; a controller for the signal controlling circuit operated and controlled by the controlling track circuit.
-14, In an electric signaling system for railwa s, the combination of a local signal contro lin circuit including a controller for said controIling circuit; a circuit closer operated. by said controller; an equalizing shunt resist'- ance associatedwith said circuit closer; and a circuit breaking train contact for said controllin circuit. i A j 15. In an electric signaling system for railways, the combination of a signal controllin" circuit on a train normally includin a loca generator; a track circuit; a circuit breaking. traincontact operating to cut out the local generator from the controllim circuit and to cut in the track circuit when the train reaches a predetermined point. V
16. In an electric block signaling system for railways, the combination of asupply track circuit including a track contact one coil of a traiisformer and one rail of the block; a generator: therefor on a train; a controlling track circuit including a track contact, the other-coil nffthe transformer and both rails of the block; a signal on the train; a signat operating circuit on the train; a signal controlling circuit on the train normally includin and closed through the generator, a Signa controller, a controller for the controlling circuit, a circuit breakin train contact, and a circuit closer operated y the said controlling circuit co troller; and said circuit breaking train contiact, when the train reaches a predetermined point, operating to'cut out the generator from the controlling circuit and 'cut into the controlling circuit the controlling track circuit. j
17-. In an electric signaling system for railways, t ecombination of ageneratoron a train; a ransformer in the block arranged to foe energized by said train generator; 8. controlling track circuit including said transformeranda track contact; a sign'al and a sigtrollingcircuit on the train normal y closed through a signal controller, a magnetic controller for the controlling circuit, a circuit ated by said magnetic controller, and the generator; said circuit breaking train contact operating-when the train reaches a predetermined point, to cut the controlling track circuit into the said controllin circuit on the r train and to breakthe norma controlling circuit onthe train at two points in case of danger. a i j '18; In .an electric signalipg' system for railways, tliecombinationof-a generator on a trainira controlling track circuit operated by said generator, including two separated track contacts; a'si al controlling circuit on the train normally mcludin the train generator, a controller for the sai controlling circuit on the train, a circuit closer o erated by said .controller'and a circuit brea 'ing train contact; saidtrain contact operatively .engaging each ofthe track contacts when the train reaches predetermined poinxs, then breaking the normal'signal contrdling circuit on the tiain and cuttirf the controlling track circuit into said sign controlling circuit on the train and in case of danger breakin said controlling circuit on the train at two points.
' 19. In an electric blocksignhling system for railways, the combination of a controlling controlling circuit on a train; means in advance of each protected block tovbreak the normal signal controlling circuiton the train at two points and to cut the controlling track circuit into said signal controlling circuit on the train. j Y 20.- In an electric block signaling system track circuit for. each block; a normally closed separated means in advance of each protected block eachto-break the normatlsignal connal operatingcircuit on the train; a si nal conbreaking train contact,.a circuit closer opertrack circuit for each block; a normally closed for railways, thecombination of'a controlling controlling.circuihcn a train a plurality of l ently to operate the signal controlling circuit trolling circuit on the train at two points and to cut the controlling track circuit into said signal controlling circuit on the train.
21. In an electric block signaling f'fTStBIH tor railways, the combination of a normally closed signal controlling circuit on a train; means on the train to break the normal signal controlling circuit at two points when the train reaches a predetermined position in advance of a protected block; a controlling track circuit at the protected block independon the train and then cause it to assume its normal condition when and only when the block is safe.
In an electric signaling system for railways, the combination of a supply circuit; an alternating generator therefor; a controlling track circuit; a signal; an operating circuit therefor; a signal controlling clrcuit; and a g magnetic controller for the signal controlling circuit operable and controllable by alternating current from the controlling track circuit.
.23. In an electric signaling system for railways, the combination of a supply track rircuit; an alternating generator thercl'or on a train; a controlling track circuit; a signal; an operating circuit therefor: a signalronlrolling circuit; and a 'n'iagnctic controller tor the signal controlling circuit operable and con-- trollablc by alternating current from the (ontrolling track circuit.
In testimony whereol',\\'e have signed our names to this specification, in the presence of
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9309209B2 (en) 2010-09-30 2016-04-12 Solvay Sa Derivative of epichlorohydrin of natural origin

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9309209B2 (en) 2010-09-30 2016-04-12 Solvay Sa Derivative of epichlorohydrin of natural origin

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