US1160993A - Railway signaling system and apparatus. - Google Patents

Description

C. J. COLEMAN.

RAILWAY SIGNALING SYSTEM AND APPARATUS.

APPLICATION FILED SEPT. 22. 1908. RENEWED OCT. 27, I910.

1,1 60,993. Patented NW. 16, 1915.

CLYDE J. COLEMAN, OF NEW n shares a NT QFIQt I RAILWAY SIGNALING SYSTEM AND APPARATUS."

Specification of Letters Patent.

Patented Nov. 16, 191.5.

Application filed September 22, 1908, Serial No. 451,215. Renewed October, 27, 1910. Serial No. 589,422.

T0 at whom it may concern:

Be it known that I, CLYDE J. COLEMAN, a citizen of the United States, residing in New York, county and State of New York, have invented certain new. and useful Improvements in Railway Signaling Systems and Apparatus, of whichthe following is a specification.

My invention relates to electric signaling systems for railroads, and is especially adapted for use with railroads employing electric traction.

My invention is further especially adaptable for use in block systems wherein there are abnormally long blocks. i

In prior systems many difiiculties have been met within causing the proper operation of the signal when the block is abnormally long. In order to avoid these difiicul ties I have provided a system in which the signal will operate equally as well in an abnormally long block as in a short block, and yet the system is so arranged that only a minimum signal controlling current in the track is required and the whole system is very economical and effective.

I have shown my invention and have especially designed the same in connection with a system in which movable arms or semaphores are automatically operated to advise the, engineer as to the condition of the track in the block or blocks that he is approaching.

In making use of the terms signal and signaling system I do not intend to suggest that my invention is limited to this particular type of system but wish it to be considered that by such terms,- which I have for purposes of simplicity used throughout this specification and throughout the claims, I include systems in which the automatic devices may operate alarms or set switches or act upon a train circuit or act upon any other apparatus in such a way as to automatically give warning to an operator or control the operation of the cars.

In carrying out one form; of my invention I provide a bond of negligible impedance between the track rails at each end of the blocks and also one near the middle of the blocks. Approximately half way between these bonds I apply to the track rails a sou-roe of electromotive force, preferably alternating, and in close proximity to the bonds I place coils in inductive relation to the track rails. These coils are so connected and arranged that the current therein will operate electromagnetic devices which in turn control the operation of the 7 signal or signals. The coils at each side of a bond that is intermediate the block ends supply current respectively to the two coopcrating members of a single relay, so that the relay places the signal to danger if either of said coils is deprived of current by the short-circuiting action of a train.

Further and more specific features anc advantages of my invention will more clearly appear from the detailed description given below taken in connection with the accompanying drawing which shows diagrammatically one form of my invention.

In the drawing 1, 1, represent track rails which are continuously electrically conductive throughout the portions of the track shown. These track rails are shown di vided into blocks A, B and C, and at the ends of the various blocks the track rails are connected with each other by bonds 2. Intermediate the bonds 2, and generally substantially half way therebetween, I connect the rails, 1, 1 with a similar bond 3.

4 and 5 represent swinging semaphore arms placed at substantially the entrance to the blocks B and C respectively. These arms may be of the ordinary construction of such ,arms, being arranged to have a gravity danger position, except as controlled by electro-responsive devices acting directly or indirectly upon them. Each of these arms is to stand atthe danger position when there is a train on the track in the block beyond the arm, or when there is any other condition that takes away the current from the electro-responsive devices governing the same, The bonds 2 and 3 are of relatively low or negligible impedance so as to afford so small an opposition to current that a signal controlling current supplied to the rails at one side of such a bond will not pass beyond the bond in sufficient quantity to have any material effect upon devices there located. Preferably the bonds are simply straight conducting bars of ample cross-section thoroughly connected with both-rails. Where, as in this case, a signaling system is used employing alternating current, it is im portant that the bonds between the rails be of low impedance.

6'represents1-a main source of signalcontrolling current which in the present instance is shown to be an alternating current dynamo. Referring to the vblock B "the source 6 is connected to primaries 7 and 8 of transformers, the secondaries 9 and 10 of V which supply the track rails, substantially half way between the various bonds, with signal'controlling currents; Thus the current furnished by each transformer secondary is normally divided into two circuits, one through the rails toward and through the bond 2 and the other through the rails toward and through the bond 3.

11,12 18, 14, 15 and 16 are coils placed in.inductive'relation to the rails so as to have a current produced therein when the signal controlling current is fiowlng through the rails adjacent to said coils. I prefer to place these coils at points adjacent and the currents from coils 13 and 14 are supplied to a relay l9. 'These'relays' 17, 18land19 control the local signal circuit-20.

The relays 17 and 18 are shown as solenoidal coils which act to draw downcontact levers 21 and '22 respectively in opposition to springs23. The relay 19is shown as a motor arrangement having its field 2ft supplied bythe coil 13 and its armature 25 supplied by the coil 14. Attached to the armature 25 is a contact lever 26. WVhen the current at the right hand side of the bond 3' is diverted therefrom, as through the axles of a train truck on the track, no current'will be produced in the armature 25. When the current at the left hand side of the bond 3 is diverted therefrom no currentwill be produced in the field 24;. If a train is so located that the current is diverted from both coils 13 and 14 simultaneously, both the armature 1 25 and field 24; will be deenergiz eda In' any of these cases the turning 20 so that the magnet 27 will become deenergized causing'the semaphore arm 4 to move by gravity to the danger position. Similarly when the signal controlling-current is diverted from the track rails near either of the bonds 2 and coils 12 or 15, the corresponding solenoid 17 or 18 will be come denergized so that the spring 23 will V bonds at the ends of the-block, a bond incause the corresponding contact lever to open the local circuit and set the signal at danger as before. It will therefore be seen that thelbloclrB is divided into four parts a, b, 0, and d, the dividing points being at the bonds 2, 3, and transformer secondaries 9 and 10. When a train or car enters any one of these four parts of the track the current furnished by' the transformer secondary to that part is diverted through the axles of the train or car from the rails adjacent the coil at that part of the track, thus deenergizing said coil in inductive relation with that part of the track. This causes the corresponding relay device to become deenergized so that the local circuit 20 is opened and the semaphore set at danger. The blocks A andC may have a similar or the same arrangement as that shown. in

101001; B. Coil llis shownlocated in block' A and coil 16 and semaphore 5 and solenoi 28 are shown located in block At 29 *I have shown in dotted lines the axle and wheels of a truck just leaving the .blockli' Thus the current in portion cl ofthe trackfurnished by the transformer secondary 10 is diverted from those portions of the track adjacentthe coil 15 and no current is" derived from said coil. Consequently the lever arm 22 will assume the position shownin dotted lines, thus opening the circuit 20 and causing the semaphore arm 4 to'assume the position shownin dot- V ted lines. The solenoid 27 andrcircuit- 20 receive energy from the source 6 by means of a transformer 33; r

The energy for traction purposes may be supplied by a generator 30herein shown as furnishing a direct current, and one side of the gene-ratoris connected to the track rails as at 31, so that they may be used for the return traction current. Since the bonds 2 and 3 have a negligible impedance andresistance the traction current returns equally through both rails and thus'does not affect the coils 11, 12, '13, let, 15 or 16. The traction current may be fed to a third rail or to a trolley as by conductor 82'.

It is evident from the above that I have provided a system which is especially'adaptedfor exceptionally'long blocks. By providing a bond and various sources intermediate the ends of the block I am enabled to operate the relays with small signal controlling currents and at small voltages.

I have described specific'embodiments of my improvements and in some detail, but

I desire it to be understood that 1nyinvention is broader than'such details; and is not limited to any particular embodiment nor 'to the specific details of construction and arrangement shown and described.

I/VhatiI claim and desire to secure by Letters Patent, is: I

1. In a railway block signaling system whether or not the current fromthe said rails is divertedfrom therails between a source and one of said. bonds, and signal controlling devices operatively related to said electro-responsive devices and governed thereby. I

53. A railway block signaling system having bonds at the ends of the block, bond intermediate the ends of the'block, sources of electromctive force applied to the rails intermediate .the bonds, signal Controlling devices at points along said track and electro-responsive devices for governing said signal controlling devices.

A railway block-signaling system having bonds at the endso'f the block, a bond intermediate the "ends of the block, means for supplying current to the rails, signal controlling devices at points along said track, and electro-responsive devices. ar-

. ranged and connected to govern said signal controlling devices. i

a. A railway block signaling system, having'honds atthe ends of the block, a bond intermediate the ends of the block, means for supplying signal controlling current to the rails, and electro-responsivedevices at points in said block for controlling .theop-' eration of the signal.

A railwayhlock signaling system having bonds at theends of the block, a bond intermediate the ends of the block, means for supplying signal controlling current to the rails between the intermediate and end bonds, signal controlling 'means and an electro-responsive device arranged at each head for governing said signal controlling means.

6. A railway hlock signaling system having a bond at each end of the block, abond intermediate the ends :of the blocl-z, sources of signal controlling current applied to the rails intermediate the bonds, signal controlling means and an electro-responsive device arranged at each bond for governing said signal controlling means. 1

7. A railway block signaling system having a bond at each end of the block, a bond intermediate the ends of the block, means for supplying a signal controlling current to the rails intermediate the :bonds, a coil in inductive relation with the track rails at each bond, signal controlling means, and devices electrically responsive to said coils for governing said signal controlling means.

8. at railway block signaling system having a bond at each end of the block, a bond intermediate theends of the block, sources of signal controlling current applied to the track rails between said bonds, signal controlling means, a coil in inductive relation with the track rails near each bond and an electro-responsive device connected to each coil and operating independently, for governing the signal controlling means and ardirection or the other according to whether or not the current from the source is diverted from the: rails between a source and one of said honds.

9.. In a railway block signaling system, a

, conduct-ively continuous traclr, bonds of mg ligible impedance connectingthe rails of the ranged and connected to be actuated in one I track at each end of a block, a bond of negligihle impedance connecting the rails in termeeiate .the ends of the block, sources of ling devices.

10. In a railway block signal system, an electro-responsive device at each end of a block, an electro-responsive device intermediate the ends of the block, said devices being in inductiverelation to the track rails, I

and signal controlling means governed by said devicesl.

11. In a railway block signaling system,

track rails, means for supplying current thereto, coils in inductive relation with the rails the ends of thehl ock, a coil in indnctirerelation with the rails intermediate the ends of the block, a signal and means for actuating the signal responsively tocurrent changes in said coils. 1

12. In a railway block signal system, track rails, coils in inductive relation with the track rails at each end of the block, coils in inductive relation with the rails near the center of the block, means for supplying a signal controlling current to the track rails at points between said coils near the center of the block and the coils at the ends of the block, a signal, means for governing the operation of said signal responsive to the current in said coils.

r 13. In a railway block signaling system, track rails, bonds connecting the track ralls at each end of a block, a bond connecting.

the track rails intermediate the ends of the block, means forsupplying a signal controlling current to the rails between the intermediate and end bonds, a coil responsive to current in said rails near one end of the block, a coil responsive to current in said bonds, a coil responsive to current in said rails near one end of the block a coil responsive to current in said rails near-the other end of'th'e block, a coil responsive to current in saidfrails at one side of the intermediate bond,"a coil responsive to current sponsive devices connectedto said coils; and controlling the operation of said signal.

' 16. In; a railway block signaling system,- track rails, bonds connecting-the track rails vso in said rails at the other sideof said intermediate bond, a signal and means for operatinglsaid: signal responsive :to current cha'nges in said coils.

-15.' In a railway block signaling system, I track rails, bonds connecting the track rails at each end of a block, a bond connecting the track rails intermediate the ends of the vblock, means for supplying a signal'con trollingcurrent to the}rails between the bonds, a coil responsive to current in said rails near one end of the block, a coilresponsive to current in said rails near .the other end of the block, coils responsive to currentin' saidrailsonboth sides of the intermediate bond, a signal, and electro-reat each end of a block, abond connecting the trackrails intermediate the ends of the blocks, means for supplying a signal controlling current to the rails between the in termediate and endhonds, a coil responsive to current in saidrails near one end of the block, a coil responsive to current insaid railsnear the other end of the block, coils responsive to current in "said railson both sidesof the intermediatebond, a signal, a

circuit, electro-responsive means in said circuit controlling the operation of said signal and electro-responsive devices so arranged that any one of said coils may control the operation of said electro-responsive means. 17. In a railway block signaling system,

.conductively continuous track rails, means for supplying current to the track ra ls, coils responsive to current in said rails at the endsof a block, coils responsive to'current in the track rails intermediate the ends of the block, a signal controlling circuit and devices responsive to current changesin said coils for controlling said circuit.

18. In a railway block signaling system, conductively continuous track rails, bonds at the ends of the blocks, a bond intermediate the ends of the block,means between the intermediate and end bonds for supplying current to the track rails, coils responsive to current in said rails at the ends of a block, coils responsive to current in the track rails intermediate theends ofthe block, a signal controlling circuit, and electro-magnetic devices for opening said signal'controlling circuit responsive to current changes in said'coils. I

19. In a railway block signaling system,

continuously conductive track rails, bonds of negligible impedance connecting the track rails at the ends of a block, a bond of negliwith the track rails.

22. In a railway block signaling system, track rails having blocks, each block 'hav-r gible impedance connecting thetrack rails vinterin'ediate the ends of the block, sources of electric;currentsupply intermediate the bonds and at' substantial distances there from, a signal, signal controlling devices and means for supplying currentthereto,

responsive to current variations at given 1 points in the rail.v circuit.

- QOLIn a. railway block signaling system, track rails,bonds of ne ligible'impedance at the ends of a block, a signal, signal con-' trolling devices, means for operatingipart of said-devices from either end of a block, and means for operating .part of said de- V1068 located at a point intermediate the ends of the block. 7 I r ,5 .21. Ina railway block signaling system,

track rails, a signal, signal controlling de:

*vices, means for supplyingla signal controlling current to the rails at a plurality of points intermediate the; ends of a'block, means ior operating part of said devices located near the ends of the block and 1 means for operating part of said devices located near the "center of t-he'b lock, said means embracing coils in inductiverelation ing-four parts, two sources of signal controlling current supply, each supplying two of said parts, coils each responsive to current in one of said parts and in inductive relation with the. track rails, a signalyand devices for operating said signal responsive to current changes in said coils.

-23QIn a railway block signalingsystem, track rails having blocks, bonds of negligible impedance at each end of a block, each block having four parts, two sources of sig nal controlling current supply, each supplying twofof said parts, electric devices'responsive to current changes in said parts of the block, and a signal controlled by said' devices. 7 v

24. In a railway block signaling system, track rails having blocks,eachj;block hav ing. four parts, two sources ofsignal 0on5 trolling current supply, each supplying two of said parts, coils, each responsive to cur-' rent changes inone of said parts, a motor arrangement responsive to .each coil in'two of said parts, and a signal controlled by' each of said arrangements. I

25. A railway block signaling system responsive thereto, a signal, a signalrcontrolling circuit and a plurality of switches having continuously conductive track rails,

arranged to be operated by said devices to open the signal controllingcircuit,

26. In a railway block signaling system, a block of track rails having four parts, coils, each responsive to current changes in the rails in one of said parts. a signal, an independent device for controlling the operation of the signal responsive to current changes in one of said coils, an independent device for controlling the operation of the signal responsive to current changes in another of said coils and another device for controlling the operation of the signal responsive to current changes in either of two of said coils.

27. In a railway block signaling system, track rails, means for supplying to the track rails a signal controlling current, coils responsive to currents in portions of said track rails at substantially the ends of a block, coils responsive to currents in portions of said track rails intermediate the ends of the block, said last mentioned coils forming the field and armature coils of a motor arrangement.

28. In a railway block signaling system, track rails, means for supplying to the track rails a signal controlling current, coils responsive to currents in portions of said tions of said track rails intermediate the ends of the block, said last mentioned coils forming the field and armature coils of a motor arrangement, a signal, a circuit, a magnet in said circuit governing said signal, and means on the armature of said arrangement for opening said circuit.

29. In a railway block signaling system, track rails, means for supplying to the track rails a signal controlling current, coils responsive to currents in portions of said track rails which are approximately at the ends of a block, coils responsive to currents in portions of the track rails near the center of the block, a motor arrangement connected to and operated by said last mentioned coils, electro-responsive devices operated by said first mentioned coils and a signal controlled by said motor arrangement and by said electro-responsive devices.

In testimony whereof, I have signed my name to this specification, in the presence of two subscribing witnesses.

CLYDE J. COLEMAN Witnesses E. B. HOBARD, H. J. MEACHER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, I). 0.

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