US950376A - Automatic block-signal system for railroads. - Google Patents

Description

L. 0. DIGKEY. AUTOMATIG BLOCK SIGNAL SYSTEM FOR RAILEOADS.

fig APPLICATION FILED SEPT.20, 1906. 3 5%,376.

Patented Feb. 22, 1910.

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HMJML y L. 0. DICKEY. AUTOMATIC BLOCK SIGNAL $YSTEM FOR RAILBGADS.

950,6- APPLICATION-PETE?) 7821 1220 1956.- I Patented Feb 22; ima- Save," l'mi sTATEs. P TE T oFFIcE.

LnsTEn. o. 'nIeKEY, I

Tn-nnIToBY.

OMAHA, NEBRASKA, ASSIGNQR, BY MESNE ASSIGNMENTS, To THE sToTTs sIeN-A ':QMPANY, or MARION, IowA, A CORPORATION or AnIzoNA nTomjATIo BLocK-sIeNAI. SYSTEM ron. RAILnoAns.

Speeificationof Letters Patent. Patented Feb, 22, .1910,

Application filed September 20, 1936. Seria1'I T o. 335,461. Q

To all whmn it may com-em:

Be'it known that I, LESTER O. DICKEY, a cit zen- 9f the United States, residing at Orri'aha,"m: the county of Douglas and State of Nebraska, have invented eertain new and i seful Improvements in Automatic Blockbignal Systems for: Railroads; and I do hereby declare the'following to be a full,

i. clear, and exact description'bfthe invention,

such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to "improvements in automatic block signal systems for railroads.

The invention comprises the production of a system of blocks having a plurality of intermediate blocks located therein, and mechamsm for'operating signaling devices from either end of the main block and for operating signals in the intermediate sections of the mam block as a train passes therethrough.

The invention further comprises the projl duction of a plurality of intermediate blocks the main block, .electrically operated cans for throw ng signals-to danger or to safety in'said intermediate blocks asa train passes therethrough, and means for holding the signal at danger at each end of the main block while a train is in said block.

The object in view is the production of a block signaling system in which a signal is thrown to'danger ateach .end of-the block when a train enters the same and also tion while the train is in that block regardless of whether or not any other train runs past the signal at either end of the block and enters the same.

lVith these and other objects in view, the

invention comprises certain novel construe tions, combinations, and arrangements of parts as will be hereinafter fully described and particularly pointed out in the claims.

In theaccompanying drawingsi Figure .1,

represents a diagrammatic view of a block with my invention applied thereto. 1 1g. 2

is an enlarged detail view of one of the in;

,termediate signalthrowing mechanisms.

Fig. 3 is an enlarged detail View of one of the signal throwing mechanisms positioned at one end ofthe main block.- Fig. 4 is an enlarged detail View of a signal throwing mechanism positioned at the end of the main block opposite the mechanism shown in Fig. 3. Fig. 5 is a detail view showing how certain contacts are mechanically broken when the signaling devices are thrown into operation.

'The present invention may be used with any desired form of signaling devices or semaphore, but I have shown as a matter of illustration, simply a semaphore in which the vblades of the signaling device are in a vertical pesi-tion when not set for danger and are lowered by electrical devices to a horizontal position when it is desired to indicate a closed track.

- Referring more particularly to the drawings, 1 represents a railway track of any usual construction.

2; 2, 3, 4-, 5, 6, '7, 8, 9, 10, 11,12. 13, and let, represent insulations used in dividing the main block into comparatively small. subdivisions, which, in actual practice, are preferably about one-half milein length.

' 15 is a battery of any desired construction,

but preferably of the closed circuit type and is adapted to keep the track between the insulations 2', and 2' continually charged and the mechanism connected therewith. In this way, the magnet 16, holds the armature 17 in contact with wire 18. hen the armature 17 is thus contacting with the wire 18, a circuit. is completed from battery 19 through wire '20, armature 17. wire 18', and

between 2 and 3. B .thus closing the circuit of the battery 19, the magnet 21 1s kept energized, WlllCll, in turn will hold its armature 22 down and contact with a wire 23. 7 By thus holding the armature 22 in contact with the wire 23, the circuit of the battery 24 is closed and permits a current therefrom to flow through wires 25. armature 22, wire" 23, and that part of the track that is located between the insulations 3 and 4:. and magnets 26 and 27, and then back tothe battery 24. When the current thus flows through the magnets 26 and 27, the same will 'be energized and magnet 27 will operate arma-tures 29 and 31 so as to cause {armature that part of the track only which is located .30 matures 29, 31, and $0, and magnet l1, but

31 to correct with wire 33, When contact is'thus ma le with the armature 31, a circuit is completed through wires 3%, 35, battery 36, a motor 37, and wire 38, for permitting motor 3? .to be' operated When the current l S completed through the motor 37, the signal 39 is thrown to safety and is held there as long'as current flows through the'motor or holdlng magnet. As soon the magnet 27 releases the armature 31 andpermits the same to break contact with the wire 33, the a motor 37 will be deprived of its current and will consequently permit the signal 39 to assume a danger position. In ordertto permitvthe armatureBl to break contact with the wire 33, the armature 4-0 must be removed from contact with'the end of the, armature '29 of the magnet 27. In order to remove the end of the armature fl-l-O, from the armature 29, .it will be necessary to energize the magnet 41 which. wlllat'tract the armature 40 and consequently disengage the ends of the same from the armature 29, as will be clearly seen in Fig. 2 of the drawings. blagnet 41 is energized by a battery through con necting means, which will be hereinafter fully described. 28 and 30, together with armatures d2," and magnet l3, all act in the same manner and by similar mechanism as the magnet 27, ar-

only for a train running through the block I toward the section lying between K At the right of insulation at, will .be seen a battery 44 which is adapted to normally keep charged tie track between insulations 4 and 5, and consequently keep.- energized a magnet 45, which in turn normally holds an armature 46 in contact.wit'hiwire H. The contacting of the armature 46 with the wire {17 closes the circuit of battery l8 and theretore permits the same to keep charged that portion of the track lying between insula tio'ns 5 and 6, and also keep energized the magnet 49. The magnet 49 holds in contact the armature 50 with the wire 51,.and consequently permits .the battery, 52 to keep charged the track lying between insulation's 6 and 7. .The current from the track will flow through magnets ,fi -and 54 and will operate the armatures 55 and 56 in a similar manner to .thearmatures 28 and 29, as clearly shown in Fig. 2. The operation of the mag nets 53 and 54: and surrounding mechanism is identical with the operation of the nets '26 and 27and willntherefore .needino furtherdescription] They. are, howeverg placed. at, any predetermined distance l:'r in- "1'nagnetsif26a1id27 so as to .0 state suitable s'ignals57 "amiss, e'lo the rig t of the insu' latiou-"l, is another battery, or a source of:

electricalcnrrent. 59vwhich charges the track between -insulat ions7 and 8 and also enerrgizes magnet 60: Magnet'fiO being energized,

will close the'circuitof battery 63 which in The magnet 26, armature; v

camera tu-rnkwill keep charged the track between insul-aftions 8 and 9. The magnet 6 also will be energized with current from batteries This magnet will act in a similar manner to magnet 60 and close the circuit of battery (54 which in turn will keep charged the track between insulations 9 and 10'. The.

magnet 62 is energized by current from battery 64 when the circuit of thesarne is kept closed by magnet 61. As willbe clearly seen that magnet 61 keeps closed the circuit of battery 64; The battery 65' will keep charged the track between insulations 10 and from the drawings magnet 62 keeps the cir- I cuit of battery 65 closed in the same manner 11- and also furnish current for magnets'GG and 67. As the battery 65 forces. ,currentthrough the track located between insulations 10 and 11, it will also energize magnets 66 and 6: ',;which in turn will operate the surrounding mechanism in a similar manner to magnets 26 and 27. The magnets 66 and67, and surrounding mechanism are identical 1n structure with magnets and 54: and surrounding mechanism, and also identical ,with magnets 26 and 27 and surrounding mechanism. When the armature 66 of magnet (36 is operated it will close the circuit of battery 69 which is similar to that described in relation to battery :36, and will operate the motor T0 which isidentical in structure with motor and'issadapted to throw and hold to safety-signal 7 net (38 is adapte d otery (39 closed gized. c v

Between the insulations 11 and 12, is a battery which. normally keeps charged hold the circuit of batnagnet 68 is deenerthe railslying between insulations 11 and 12 and also keeps energized the magnet 73 :Armatnre 110 of'rnagwhich in turn closes the circuit of battery 74 i by means of holding armature 75 in contact vices forv throwing the various signals to danger or to safety and also for more clearly presenting the various paths through which the current flows, I will describe the action "oi ia train as the same passes through 2. blods iiifuvided-withmy'invention.

When the first pair or wheeisipasses over insulation 2; as the train enters thefblocln-it will short circuit orshunt a-n ajor part of the current of battery 15; from" the magnet to release" the armatures Hand 17'." hen the armatures 1-? andl'? are thus released,

1G and conscque'ntly'permit the magnet 16- .blQCkWYlll be d'eiinergized. v As the relay or magnet 88 is die-magnetized by shortcir- 5* theywill break 'contaet with ivire 18 and tery 83, which normally supplies current to be short circuited. The current" Krill. byreason-of this'short' circuit, shunt magnet 8811111132185'101 a short fc'li'stancealong wire 89 through switclr'or Contact "member 81,

avire 85'. armature li'i wire yarmature St",

and through magnet 87 back to the battery. Bythus shunting-the current from battery '83 the magnet 88 at the opposite end of the cuiting, or by open'ing' the circuit. it releases theflarmatures. 95, and 9th which in turn opens the. circuit or battery 97, and

thusdeprires the n otorQ -S of electrical energyQnhich will consequently permit the semaphore SO; to fall'to danger and consequently close meclianica lly the contact 99,

which -is' of a similar leonstruction as that. shown in Fig. 5 at S t. At the same time thatthe contact 99iisclosed; the contact 108 oi'xa similar construction to contact 99, is broken, In Fig.- 5 of the drawing, will be .seen one form of device that discloses a mechanical means for making contact at this point- At the. sametirne that the 011'- cuit of battery 97 is opened. the battery 100- .is opened by the armature 9'5 breaking contact with, wire 101.. Before the contact with 'wire 101' was broken, the current from battery 7- 100 flowed through: armature 9 \vire- 101, magnet 102, wireglO fi, magnet (38, Wire 1011, magnet 105 wire-106 magnet ll, and back through a eommoirreturn.93, wire 92 back to the battery 100. W hen the circuit of thebattery 100 is broken. the magnets 102, 68, 1'05; and all are .de-magnetizet'l and'c'onsequently' allow the armatures 109. 110, 111, andz t0, to saving into-the path of movement of the armatures of magnets '77;

651; and 27, and consequently prevent the same from operating. All, I these .magnets v and armatures arehc'ldout of operation until'the train has proceeded, entirely through the block and has allowed battery 8? to energize the magnet '88, and consequently close the circuitof the-battery 100. is the train proceedsthroughwhhe prelnninary section be tI'u-Isdenei g gee th A 21 is thusdeenerg y i lease the. arni ih' vopen the circuit aue'n'tly deenerglze as 'Whi'elrhas been thrown into the danger position, as heretoto described, .ts' the first .pair, of Wheelspassgoi er the joint oriusula-j ,t'ionat 2. the batt'er 'lfi will be short C11 cuited or hunted i" .ii the magnet -21'and '1\'hen.t'lie i iagnet The armatures on "the relaythrough which the train is passing.

that they will not-[be alloit e'd tobreak contact with the 11933. "The locking-ofthe armature of magnet 27 is accomplished... H v p v V when the current ofbatterv 83 is cutofi magnet 88 at the opposite end of the block. E u

from the magnet 88, which inconseque'nce Opens the circuit of the battery 100jwhichis used to energize the magnet 1-1 and conse-; quentlyhold the armature -10. out ofithepath of movement of the armaturefof magnet 27. The armature of magnet '27 is thus not permitted to move but the armature of-niagnet 2 6 is allowed to move and break Contact with the wire 32' (see Fig. 2) as the magnet -18 is f-still energized by current from battery' 112; As the armature of magnetfZGoPens, the contact is broken from wire 32-, thus opening the circuit of battery 113 through the Wire 114, wire 115, wire 116, magnet 117, and the common return 93.1 As the magnet 11'? isthusdeenergized, the circuit of battery SI} through magnet 87, is opened,- and the armature 118 being thus released opens-the circuit of battery 119 and consequently deprives motor 120 ofcurrent, which in turri will allowthe green or caution signal arm 121 at the entrance of the block to -fall to danger, and thus warn trains in "the rear'of the presence of a train inthe block. As the armature of magnet 26, is, moved or'opened and breaks contact witlrwire 32,'it) will at the same time contactwith uYire122 which is in electrical contact with w1re'90 and. thus continue to short circuit; the current of battery 83b means of wires 90 and 93 from the magnet 88 at the opposite end of the block. By thus keeping the current of battcry 83 from the magnet S8, the danger signal is kept at danger at theend of the block As the last wheel of the train passes the ink sulated joints 2, the battery again energizes the magnet 16 and operates the ar matures 17 and 17'. As the armature 17 breaks contact with wire 82, it wouldper-' 1n-i t-..current from the battery 83 toa'gain energize the magnet 88 itlthe armature of magnet 26 had not brokenthe current that normally passes through magnet 11Tgwhich in turn opens the shuntcircui't of batterf. 83 by means of releasing the armature S6."

Asqthe front pair of Wheels oif'lthe train passes the insulation,ate. the current from l. -attcry;,,.r shunted iron-i I magnet 45 through the wheels of the train. thus opening or releasing armature- 413. By thus releasing aruiature ltl the circuit of battery 1-8 is opened and magnet-i9 is deenergized. which in turn relea its armature 750.

iYhen the armature 50h: thus'relea'sed. the

circuit of battery 52 is. openedv and consequently the magnets and itiwill be de energized. The armature of the reams is which in turn is similar to ui agnetl and isloc'ke d by the armature ofzthe magnet; 103.

7V operated identically withfthe. magnet th more particularly" described heretofore. The armatures' ofmag'net 5 k however, are permitted to'operatwso as to "break the contact with wire 123 and close contact with wire 124, as't he armature 56 opens the circuit of battery .12-5,'thro ugh line wire 126, motor 12?, wire 128,- the common return 93, wire 1.24, armature 56' and wire 128. When this circu t Isopen; as just described, the motor. 1.27 is deprived of its current and consequently a lows the intermediate green or caution arm 39Ito fall to danger and pro-.

' tects the rear end. of the train from any train following through the next intermedimagnet 26' in'opening after the magnet hasate section and cannot-be cleared or returned to safetyuntil every wheel 'of the train is out of-that section.- The armature 30,- of

- become deenerg'ized contacts withwire 122,

which, by means of'the common return 93, and line wire 90cont1nues to short circuit.

' the current of battery 83 from the relay of ma net, 88, antl-thiscontinues to leave in position the danger signal at'that end of the block. As the rear wheelsof the train pass. "over the 'inshlations 4;, the battery T 24 again energizes thefmagnets 26 and 27.- As-the magnet 26 is thus energized, the armatures 2S and 30 are operated {so asftolbreakcon tactwlth, w re 122 which opens the; shunt- 1 circuit ofbattery 83 at this point and closes the circuit of battery 113 through magnet 117. The relay 117 being thus energized, closes the circuit of battery 83 through inag-.

net 87, which, in turn closes the circuit of battery 119 by means of the armature 118.

lVhen the; circuit of battery 119 is thus closed, the motor'120 is operated to th'row the green or caution signal 121 to safety and when so thrown to safety. is held in such position by the motor 120-unti1 the circuit of" battery 119 is againbroken, The train is thus protected in the rear bythe green or by battery 4S,-but the relay or magnets 53- 'caution signal 39 and in front .by the red or danger signal 80 at the opposite end of the block. As-the train continues to move throughithe block and passes the insulated joints at relay or magnetffi, the same is again energized-by the battery 4-1. The

inagnet-eh'i being energized closes the arma= tare 46 to battery 48 but the current therefrom is shunted from magnet 49 by the train and therefore magnet -.l9 'is not operative until the train passes over the insulation positioned near the magnet 19. 1t will'bc evident therefore, that whenthe train passes the insulation 6, the magnet will be energized and are still held out of operation be H cause the current of battery '2' is shunted 1' away from the same through thetra'm. As

the train proceeds through the block and the front wheels thereof pass the insulation 7, similar operations of the circuit are had by means of relays or magnets 66 and 6t danger and battery 83 is again shunted from the same is shunted as the train nets 26 and 27.

green or cautionsignal ar'm3 91 is brought to ,safety but the-train'is protected in the rear sulation 17. At the same time; t e red or danger signal 80i'sstill held at danger by jfiowing to the'niotor for operatihg thesaid signal, V-pSimilar; operations as those 'per: -formed at magnets 26 and 27 and magnets caution arm is thrown to safety, the green or caution arm 132 is brou ht to dan er and "by reason of current froinbattery'83, being shortcircuite'd, as already stated.k,.As the magnet or relay 133 is shunted through the ntrain and consequently the-armatures of the relay are permitted to o m and make con .tact with-wires 134 an 135. The upper armature which contacts with the wire 134 vices because of fthe' meehanica'l circuit breaker 1 ()8|inter osed in the circuit and which is held. ope by the signal arm 80 when said arm is at' danger, The. lower contactwith the wire l35,.which,fby means -.of w.ire"13-7 and the mechanically operated circuit breaker 99, still. maintains the shunt,

of the current of battery green or cautionarm 132, and the" red ordanger arm 80 to remain at hanger until [the last wheels of the train have passed theftirely cleared the block. \Vhen the train has. thus cleared the block,.the battery 139 135i and thus open the circuit that had been previously clo'scd and the battery 74 'isperand consequently: permit it e magnet 88 to become energized and bring; the .,'other de-. vices accord ngly into operation for throwreason of the magnet 86 being inoperative and therefore preventing current 1 from 58, and 54 are performed asfthe train passes .tion .7. At the same time that the green or and 78 thus deprmedof current allow the "will energize magnet l33 causing the arinatures thereof to breakgcontact .with' wire' and the-green or caution-arm" 58 set for the relay. or magnetSS similarly to the way passed mag-j As the tram passes-the insulatlons 7 the by the caution or signal arm 53 which: was v thrown to dangerv as the train! assedin thus protects the rear of "t e-trai l W ;ile-the red or danger arni'80 is sti-ll held at danger vtrain passes thei last intermediate section' I over the insulatio'n13, the current fromthe makes no change in the signals orotherde- I armature, i of magnet 133, however,- closes 74 from the ma s-; nets or relays 77 and 78. The magnets 17"".

insulations 11 and-the train has thus en-.

mitted to ener ize the ma pets 77 and "8 ing to safety the signal It will be oba;sa

BIYBd that the train enters the first prel m narv section bet weei12 and 2 all-the armatures of the same against movements.

The relays 26, 54, 67 and 78- are adapted to only operate the signal on the left of the track. except the signal 80. Positioned opposite relays i3, 105, 68" and 102 are relays or magnets 4-1, 105, 68 and 102 which act in a' similar manner to those just described, but are used to operate the signals on the right of the track as the train passes from signal 80 to 140.

-As will be evident the red or danger signal-is always operated atthe preliminary section of the block and is held at danger .as long as a train is passing through the block. In case a train. enters the block from will be protected by a danger signal on the left side of the track in front and a caution signal in the rear on the right of the track. It will also be noted that" it would be impossible for a second train which might enter the block in front of the firsttrain and run pastthe red or danger signal. to operate any of the signals to the left of the first train because they were locked by the first train at the moment it entered the preliminary section. A t'ain which enters the block at signal 80 and sets the danger or red signal 140 to protect itself from the front, will cause by the operation, the mechanical circuit breaker 11.4 and Si to be mechanically'opened and held open during the passage of such train through the block, the same being made similar to circuit breaker 84, Fig. 5, and is attached to arm 140. The

circuit breaker 84: being open prevents the operation of the green or caution signal 121 by any train which may deliberately. run

' past the red or danger jsignal 1-10. .Though a train running past the red or danger signal 140 will not be able to throw to danger the green signal 121, it will, howeyer. be

able to throw to danger green or caution signal 39, and thus protect itself from the coming train which may be passing between either insulations l0 and 11; 7 and 10, or 4 of signals and adaptability of'the same for remaining batteries of the system to operate the signal operating motors for bringing "block and enter the second intermediate; section 'trom the signal H0 and operate the green or caution signal 39 in the taco of the oncoming train and pi'olectitself therefrom. 01 course, the reverse of theabove is true, that is, 'when the first train enters the block at the signal and sets the red or danger signal 140 passing By the red or danger signal 80, which is at danger, it would setthe caution signal against the on coming train. Of course, these operations 8" various purposes, present a structure that is adapted to prevent as far as possil'ile accidents even when only an ordinary amount of care is exercised. In actual practice, of. course, any engineer under ordinary circumstances would not run by a red or danger signal, but, as above indicated, in case an engineer did run by,he would be able ,to see at short intervals the condition I of the track just ahead. of him; When the 9 block is entirely clear of all trains, the various batteries in contact with the track are permitted to energize the various magnets connected thereto,- and in'turn permit the.

the same to a safety position, and holding the-same lll'ihiltpOSltlOlT.

If any oft-he intermediate sections should break. or for any reason, the electrical cir euit should become interrupted, the caution signals at each end of the intermediate sections where the break is located and also the danger signals at each end of the block will be set-,to danger. This is brought about by the fact that the various batteries which keep constantly charged the rails of the. track, will constantly energize the 'various magnets. which in turn hold various armatures outof contact. with variouscircuits heretofore described. and when any rail is brokem or electrical cmmcction broken. the

various batteries cannotkeep energized the particular magnet to which the same is normally connected. By the breaking ot'a rail. the magnet is deenergizcd. which in turn will permit the armature thereof to make circuit contacts. heretofore described. which in turn will close the circuits of the signal at each end of the block andeach end ot'the intermediate block in which the break is located. Incase a rail is broken in a preliminary section atcither end of the block. only the danger signal at the opposite end would come to danger.

Haring thusfnlly described my invention. what I claim as new and desire to. sccure l Letters Patent is: v

1. A block signaling system comprising a signal at each end of said block, a plurality signals. positioned atregular intervals interniediate the ends insaid bl0ck,.1ne1a 1 s for Q erati-ng: the signals at each end-o said,

ock when a'train" enterssanie and for hold:

andytmeans for holding inthe' danger position iea'i h of said intermediate signals inthe qlreafiof said tram until, the same has cleared Qthe corresponding section cram block and forthrowing itto safety after the train has v passed said section. a

block afplurality of caution signals ..-positioned 1 ithin v said block at pre-deter-"- gier signal at oneend and the caution 20 ssi'gnalqatthe other, as the train enters said -.'.bl0ek,' and means for successively throwing .lto'dah'ger and to safetv the variousca'ution dfdis tances, means for operating the d. A block signaling system cornprising a prnnary block, intermed ate sect ons pos tioned llLSflld block, preliminary sections ateach end of said block signals positioned at cach'end of said primary block, a signal p0 sitioned' at one end of eachof said'intermedi' ate sections, nieans for throwingto danger" ,the'signal'at one end of the primary block and holding thesame at danger-daring the Ipassage of a train throagh the blocky n'ieans for throwing to saJfetysaid last mentioned signal, after {the train hascleared theiblock,

w y means for throwin the interniediate signals 2. 1Ablock s gnal ng system comprislng a .15.;danger1andfacaution signal at each end of as the'train approaches each of the signals,

;andv means for throwing said intermediate signals to safety when the train has passed the same.

I In testnnony whereo f I afii'x'my signature 'in presence of two Witnesses.

v 4 Lnsfrnn oL ingiKnY.

\Yitnesseszfl E. L. STATES, R. A. SHULnR.

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