US889469A - Signaling system for railways. - Google Patents

Description

N S Q SQ. PATENTED JUNE 2,1908. G-SH. LAY.

SIGNALING SYSTEM FOR RAILWAYS.

APPLICATION FILED FEB. 27, 1908.

l vi/ilmooco UNITED STATES,

PATENT OFFIOE.

A OHARLES'H. LAY, oF'JEasEY orrY, NEW JERSEY, ASSIGNOR TO THE UNION swrron & SIGNAL GOMPANY,,,OF swIssvALE,PENNSYLVANIA, A CORPORATION OF. PENNSYLVANIA.

' SI NALING SYS EM FOR RAILWAYS.

Specificationof Letters Patent.

Patented June 2, 1908.

Application filed-Febru iaxy'r, mos. Serial No. 418,067.

To all whom it may concern.

Be it known that .I, CHARLEscitizen of the United States, residingin Jersoy (.ity, Hudson county, New Jersey, have T invented certain new and useful Improvements in Signaling Systems for Railways, of which the followi fis a specification. My invention 12% erally known in the art as overlap systems. In such overlap systems, as is generally known, the signal for a block section may be held inits danger position by a train, after I the train has passed out of the block section 15 for any desired lengthof track succeeding-the block section. For exam le, the signal fora j blocksection may be hel in its danger posi- .tionby a train while it-is passing throughany.

I willdescribe a signaling-systemembody-' 3o ing my-invention and sthen point out the novel features thereof m a claim.

. In the accompanying drawings,

wayhaving a signaling system applied thereto embodying my invention. Figs. 2 and? are similar views also embodying my invention. In Fig. 1 the overlap is forone block section; in Fig. 2,, for two blocks; and

' in Fig. 3, for five blocks. 40 Similar lettersof reference'designate corresponding parts in all of the figures. Referring HOW'i/O the drawings: 1, 2 and3 designate block sectionsof a railway A. Theblock sections' are formed in the usual manner by inserting suitable insulated joints i in one or both of the track-rails inv amanner well understood in the art. In the drawings I have shown both track rails as being insu j-' lated. Each block section 1, 2, 3, etc., is

provided with a track circuit which, as is well known in the art, comprises a. suitable.

source'of current, C, C G etc., whichmay be either direct or alternating current, and here diagrammatically illustrated as a batmay, the track rails of the blocksection or I LAY, a

ates toysignaling systems -for railways, and particularly to what is gen- Figure 1 is. a diagrammatic view of'a portion of a 'rallportions-of themyand asujitablerelay device r, 1' ,,etc., which is'operable by the current froin the source C, C C etc. The relay device r, etc., is here diagrammatically illus-' trated as an ordinary magnet constructed to attract. and release its armature a, according erably this railway signal will be anyof the well known automatic types which comprise a to whether'it is energized'or deenergizedl signal device (blade-and colored lenses) for givingindications during the day and night, and a motor device'for moving the signal device from one positionto another. An example of such a railway signal maybe found in U. S. Patents Nos. 600,385, granted March 8, 1898, to V. K. Spicen, 611,943, granted October 4, 1898, to J. G. Schreuder; 358,521, granted March 1, 1887, to G. Westinghouse, Jr.'; and 745,309, granted November 24,

. 1903, to J P. Coleman. In these-examples the signaldevice'is in. the form of acounterweighted bladewhichha'sa normal bias to a horizontal-position, which positionis ;termed the danger position'and is generally an indication to an engineman that the block sectionat which the signal is locatedis occupied'by a train. The motor device is employed to move the blade toan inclinedposi tion, which position is termedthe clear or safety position and is generally an indicaalonto-an engineman that the block section- .is free of trains.

. The operation of the motor device to move the counterweighted blade to its clear position, takes place when the "signaling circuit as it is termed,,is closed, and-in this ,point and armature ofseveral relays, as the case may be. Obviously, if the signalingsignaling circuit is included the front contact rCi-IOllit isopen at any point the .motor device will not operate to move the counterweighted .blade from its danger position. As is wellknown, solong as a pair Of wheels and their axle of a train bridges therails of any block section, they shunt. the current from thesource C, thuscausing the relay 11 ofthat block to be denergized and-release'its armalot 60 z'ontal or danger position. As soon as the placed beyond the signal at about the block section where the overlap is to end, and, if

desired, this arrangement of these sources of current may be followed in practice.

Referring to Fig. 1,-B, B B etc. designate the several sources of current (here shown asbeing batteries) in the .signaling circuits for the railway signals S, S S etc. The "signaling circuit'for the signal S may be traced as follows; Starting from one pole of the source B it is, wires 10, 11, front contact and armature of the relay 1' for block section 2, wires 12, 13 and 14,front contact and armature of relay r of block section 1, wires 15, 16, signal mechanism of-the railway signal S, and wire 17 back to the othersource B. The .fsignaling. circu1t fo'r'the railway'signal S ma be traced as follows:

'- Starting from one p0 e of the source B? it is,

" relay r for block section 3, wires 20, 21 and back to' the other pole of the source B wires 18, 19, front contact and armature of 11, front contact and armature of relay 1, for block section 2, wires 12 and 22 to signal mechanismof railway signal S and wire 23 circuits for the other signals may be similarly traced. It will be seen from this figure that with no train in any block section, all the circuits will be'closed and the counterweighted blades of the railway signals S, S S etc. will be in their clear positions. 'Assume now a train in blocksection 1. The relay 7" of .that section will be denergized by reason of the wheels and axles of the train shunting current from it. Hence,- it will release its armature, the signal circuit for the railway signal S will be broken at that point and the counterweighted blade of the railway signal S will be moved to its horizontal position. This condition will be maintained so long as the train is in block section 1.' When the train enters block section2 it will shunt current from the'relay r of that block section,

which relay, becoming deenergized, releases its armature and opens the signaling circuit .of railway signalS at that point, permitting its counterweighted blade to go to its horitrain leaves block section 1, the relay thereof pole of the:

The

,wire 34 to the sourceB. when a train is in any of the block sections 1-,

seen-e9 ism of this railway signal will not move its counterweighted blade to its inclined position because the signaling circuit is open at the front point in relay 1 of the block section 2. Thus the counterweighted blade of railway signal S will remain in its horizontal or danger position until after the train has completely moved out of block section 2. Thus the overlap distance which the counterweighted blades of railway signal S is held in its horizontal or danger position in one block section, and therefore the counterweighted blade will be held in its horizontal or danger osition so long as a train or any part of it 1s in either of two adjacent block sections. The same is true regarding railway signal S and the counterweighted blade thereof will not be moved to its inclined or; safety position until the train has comletel r assed out of block section 3 Referring now to Fig. 2, the signaling circuit for any one of the railway signals is carried through the front contacts and armatures of the relays for three block sections,

that is, through the front contact and armature of the relay of the block section for which the railway signal is rovided and through the front contacts an arinatures of the relays ofthe two succeeding block sec.

tions, thus making the overlap distance inwhich the counterweighted blade is held in'lits horizontal or .danger position two block sections. naling circuit of railwaysignal S. This circuit starting from the source of current B may be tracedas follows: Wires 24, 25, front contact and armature of relay 7' of block section 3, wires 26, 2] and 28, front contact and armature of relay r of block section 2, wires 29, 30 and 31, front contact and armature of relay 1" of block section 1, Wires 32, 33, opera ting mechanism of the railwa signal, and It w' be seen that 2 M3, therelay thereof will be denergized to release its armature and thus make a break in the signalin Take, for example, the sig-.- I

circuit for the railway signal S. -The signzfiing circuit for railway signal.

.S may be traced as follows: Starting from the source B it is, wires 35, 36, front contact and armature of relay 1" for block section 45,

wires 37, 38 and 25, front contact and arma-I ture of relay r of block section 3, wires 26, 27

and 28, front contact and armature of relay 1 T of block section 2, wires 29, 39, operating mechanism of the railway signal S and wire 40 to the source B The signaling circuits of the other railway signals may be correspondingly traced.

' Referring now to Fig. 3, the signaling circuit for anyone railway signal is carried throu h thefront contacts and armatures of the re ays of the five .succeeding block sections succeeding the block section for which the railway signal is provided as well as the front contact and' armature of the block sec-Y tion for which it is rovided. The signaling circuit for the railway signal S 'may' be traced asfollows; Starting from the source B it is, wires 41, 42 front contact, and arma ture-of relay 7" of block section v6, wires'43, 44

and 45, frontcontact and armature ofrelay of block section 5, wires 46, 47 "arid48, f'ront contact and armature of relay r 701.

block section 4, wires .49, 50 and 151,: front contact and armature of relay r fof-block section 3, wires- 52, 53,154, frontcontact and armature of relay r of block section'2, wires 1 55, 56 and 57, front contact'andarinature of 15 relay 1" of block section 1,,w'ires 58, 59 oper atiiig mechanism of railway signal- S, and

wire 60 to source B. Thus it will be seen that a train'in either 'of the-block sections ;1

to 6 will'causea break to be niad'e-"in the sig naling circuit, and hence the counterweighted blade of the railway signal will be" held its horizontal or danger n'aling circuit for the rai way signal-S niaybe traced as follows: Starting from the source Bf, it-is wires'fi'l, 62,1frbnt contact and armature of relay r ofblock section'7,

wires 63, 64-and 42, front'c'ontact and armature of relay r of blocksecti'onfi, wires 43,

44 and 45, front contact and armature ofrelay 1 70f block section 5, wires '46, 47 and 48, front contact and armature of relay 1 of block-section 4, wires 49, 5OJa'rid5-1, front contact and armature of relay ,r jofjblock sec tion 3 wires, 52, 53 and 54, front contact and armature of relay r of block section's, wires mental or .5 dan ger.

-;to-have an overlap;

Of course various 'modifications may be nal S and wire 66 to soi'irceB fl- Thus it will be seen that a train'in e'itherofblock sections 2 to? will cause a breakainfthe signaling circu it.'of railway si na1-S ,"thus' causin' its signaling circuit is carried through the relays of as many block sections as desired made by which the grinciple'ofi myiinven- 'tion m'aybe'embodie' in the nianydifferent signaling systems now well knowni-n theart.

-What I'cIaim as myinvention is'\ In'a" signaling system, the combination with a series of closed track circuits each cornprisi n g a relay having a single front contact and an armature a railway signal for 1 each block section, and a signaling circuit for; each railway signal comprising. an independent source of currentandfthe single contact points-of two or more'relays of the closed track circuitsj -1- In testimony whereof-I have signed my name toj thlsspeclficatlon in the presence of twosubscribed witnesses; I CHARLES H. LAY. .j Witnesses! 1 A. HAMILTON,

"C; W. VAN NOSTRAND.

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55, 65. operating mechanism of railway sig I

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