US1222583A - Railway signaling. - Google Patents

Description

H. S. YOUNG.

RAILWAY SIGNALING.

APPLICATION FILED IuLY 22.19I3. 1,222,530

RENEWED dcT. 13,1916.

Patented Apr. 10, 1917.

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H. S. YOUNG.

RAILWAY SIGNALING.

Patented Apr. 10, 1917.

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INVEWTOH WITNESSES Patented Apr. 10, 1917.

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PATENT HENRY S. YOUNG, OF BROOKLYN, NEW YORK, ASSIGNOR TO THE UNION SWITCH &

SIGNAL COMPANY, OF S'WISSVALE, PENNSYLVANIA, A CORPORATION OF BENN- SYLVANIA.

RAILW'AY SIGNALING.

Specification of Letters Patent.

Patented Apr. to, 191W Application filed July 22, 1913, Serial No. 780,464. Renewed October 13, 1916. Serial No. 125,529.

To all whom it may concern;

Be it known that I, HENRY S. YOUNG, acitizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Railway Signaling, of which the following is a specification.

My invention relates to railway signaling for stretches of single track over which traffic moves in both directions, such for eX- ample as for stretches of single track between passin sidings.

I will describe one for-in of railway signaling system embodying my invention and will then point out the novel features thereof in claims.

In the accom oanvin drawin s Fi ure 1 w b c L) is a diagrammatic view showing a stretch of railway track having applied thereto one form of railway signaling system embodying my invention. Figs. and 3 are views similar to Fig. 1, but showing the operation of the signaling apparatus during the passage of a car or train through a portion of the stretch. Figs. land 5 are views showing in detail the structure of certain relays which may be embodied in the system shown in Figs. 1, 2 and 3.

Similar reference characters refer to similar parts in each of the several views.

Referring to Figs. 1, 2. and 3. A designa es a stretch of railway track between two passing sidings C and D. The stretch A is divided by insulated rail joints into a plurality of track sections aa, ao and (L2(3. Connected with the track rails of each section are two track relays T, T T T T T. which track relays are so arranged that during the passage of'a car or train through a track section, the relay which is first opened remains open until after the other relav of the same section has opened. As here shown, each section is divided into two sub-sections by insulated joints. For example, section. aais divided into sub-sections a-o and (r -a. Each sub-section is provided with a track circuit com arising a battery 5 and one or the other of the track relays for the section. It is understood, however, that any other desired arrangement of track circuits for the sections may be employed.

Tral'lic through the stretch A from west to east is governed by signals S, S and S and tra'liic through the stretch A from eas to west is governed by signals S S and. S As here shown, a pair of opposing signals is located adjacent each junction (4 and a of two track sections, and a signal is located adjacent each end of the stretch, although I do not wish to limit myself to this particular location of the signals.

lVith the arrangement 01": signals as just described, it is desirable that when a car or train enters the stretch A from either end, it should cause all or" the signals governing trailic in a direction opposite to the direction of movement of the car or train to indicate stop, thereby prohibiting the entrance of a car ortrain into the stretch A in the direction opposite to the direction of the movement of the first-mentioned car or train. It is desirable, however, that succeeding cars or trains moving in the same direction should be permitted to enter and pass through the stretch, but that cars or trains thus moving in the same direction should be separated by at least the distance between two successive signals; that is, it is desirable that as the car or train proceeds through the stretch A, each signal behind the car or train governing trafiic in the direction of movement of the car or train should change to proceed indication as soon as the car or train leaves the territory which is protected by such signal. This operation of the signals is effected by means which I will now describe.

Each signal is provided with a signal relay for the control of the signal. For ample, signal relay R controls signals 53, signal relay R controls signal S etc. For each signal I provide a controlling circuit which circuit is controlled by the signal relay fer the signal and also by the track relay for the sub-section immediately in advance of the signal, except that as here shown, the end signals S and S are controlled only by the corresponding signal relays R and R? respectively. signal S is from battery B through wire 38. contact 1 of relay R wire 2, contact 3 of track relay T wire 4, signal 8*, wires'5 and 17 to common wire O and battery Bv It will be seen that this circuit is controlled by signal relay R and also by track relay T which track relay is included in the track circuit for the subsection oh /1. 10-

For example. the circuit for catcd immediately in advance of signal S; The circuits for the other intermediate signals are similar to that just traced for sig nal S. The controlling circuit for end signal S is from battery B through wire 39, contact 33 of relay R wire 34, signal S wire 35, common wire 0 to batterv B. The circuit for the other end signal S is similar to that for signal S Each signal relay is provided with a con trolling circuit, each of which circuits is controlled by both track relays for the track section through which the corresponding signal governs traiiic and by the track relay for the sub-section next in advance of said section, and each of which circuits is also controlled by the signal relay for the signal next in advance governing traflic in the same direction. For example, the circuit for signal relay R is from battery B through wire 40, contact 6 of track relay T wire 7, contact 8 of signal relay R wires 9 and 10, contact 11 of track relay T wire 12, contact 13 of track relay T wires 14. and 15, signal relay R and wires 16 and 17 to common wire 0 and battery B The circuits for the other signal relays are similar to that for relay R except that the circuits for relays R and R are not controlled by track relays for track circuits located in advance of sections a -a and aa respectively. The circuit for each signal relay (except those for the relays for end signals S and S is provided with a branch around the contact of the track relay included in the track circuit for the sub-section immediately in advance of the corresponding signal. For example, the circuit for signal relay R is provided with a branch around contact 13 of track relay T*, which branch is from wire 12 through wire 18, contact 19 of relay R wire 20 to wire 15. It will be seen that this branch is closed when relay R is closed, and that consequently when this relay is closed it will not be opened by the opening of track relay T The circuit for each of the other signal relays, except relays R and R is provided vith a similar branch.

It will be seen from the foregoing that when any signal relay except relays R and R is deenergized, it opens the circuit of the signal relay for the signal next in the rear governing traflic in the same direction, thereby causing the last-mentioned signal to indicate stop; and that the opening of the signal relay for the last-mentioned signal will in turn open the circuit for the signal relay for the signal next in the rear governing traffic in the same direction, thereby causing that signal to indicate stop, and so on. It is evident, therefore, that when a car or train enters the stretch A from either end, it causes all of the signals governing traffic in the direction opposite to the directi on of the movement of such car or train to indicate stop.

Thecircuit for each signal relay except relays R and R, is provided with a branch around the armature contact of the signal relay and the armature contact of oneof the track relays which control that circuit, and this branch is controlled by an auxiliary relay X, X X or X*. For example, the branch for the circuit of signal relay R is controlled by auxiliary relay X, and is as follows: From wire 10, through contact 21 of relay X, wire 22 to'wire 10. The branch for each signal relay circuit is similar to that just traced for signal relay R Each auxiliary relay X, X etc., is provided with a pick-up or closing circuit, and also with a holding circuit, which latter circuit includes a front contact of the auxiliary relay itself, and is, therefore, closed only after the relay has been closed by the pick-up circuit. For example, the pick-up or closing circuit for relay X is from battery B through wires 40 and 41, contact 23 of signal relay It, wire 24, back point of contact 25 of track relay T wire 26, auxiliary relay X, wires 27 and 5, to common wire 0 and battery 13 It will be seen that this circuit is closed only when signal relay R is closed and track relay T is open. The holding circuit for relay X is from battery B through wires 40 and 41, back point of contact 23 of signal relay R Wire 28, contact 29 of relay X, wire 30, relay X, wires 27 and 5, common wire 0 to battery'B It will be seen that this holding circuit is closed only when signal relay R is open and auxiliary relay X is closed. The pick-up or closing circuit and the holding circuit for each auxiliary relay are the same as those just traced for relay X.

With the arrangement of pick-up and holding circuits for auxiliary relay X as just traced, and with the type of signal relays R, R, etc., shown in Figs. 1, 2- and 3, there is a brief interval of time between the opening of the front point of contact 23 of relay R and the closing of the back point of this contact, during which interval of time relay X is deenergized. I have found by experience that when relays R and X are of the usual commercial types, having the usual contact adjustment, relay X remains closed during this interval; hence, it is not absolutely necessary to provide special means for holding relay X closed during this time interval. If desired, however, relay R may be constructed as shown in Fig. 4; that is, the contact 23 may be so con structed and adjusted that When the relay opens, the back point of this contact closes before the front point opens. Or, if desired, contact 23 of relay B may be of the usual commercial construction and adjustment, and relay X may be made slow-acting, as

indicated in Fi 5, so that relay X will not open during the time interval. between the opening of the front point of contact 23 and the closing of the back point of this contact.

The operation of the apparatus is as follows:

Referring particularly to Fig. 1, it will be seen that when the stretch A is unoccupied by a car or train, each signal relay R, R etc., is energized so that each signal S, S etc., indicates proceed.

Referring now particularly to Fig. 2, when a westbound car or train I enters the stretch A from the end 0, it first opens track relay T, thereby opening the circuit for signal relay R which latter in turn opens the circuit for signal S at contact 33, so that this signal changes to stop indication. The opening of track relay T also opens the circuit for signal relay R at contact 31, thereby causing signal S to change to stop indication. The opening of signal relay R opens the circuit of signal relay R at contact 32, thereby causing signal S to change to stop indication. Similarly, the opening of signal relay R causes signal S to change to stop indication. As the car or train enters sub-section a-=-a and leaves sub-section aa-, it causes track relay T to open and permits track relay T to close. The opening of track relay T opens the circuit for signal relay R at contact 11 so that this relay R remains open and signal S consequently continues to indicate stop. The opening of track relay T does not affect relay X because the pick-up or closing circuit for this relay is already open at contact 23 of relay R The opening of relay T holds relay R open at contact 36, so that this relay remains open even though track relay T closes.

Referring now to Fig. 3, as the car or train W enters sub-section aa it opens track relay T thereby opening the circuit of signal S at contact 3, so that this signal then changes to stop indication. The opening of this track relay does not open the circuit of signal relay R4. The opening of track relay T opens the circuit of relay R at contact 37 but the opening of track relay T closes the pick-up or closing circuit of auxiliary relay X which relay then closes thereby closing the branch for the circuit of signal relay B so that this relay then closes. The closing of signal relay R closes the circuit for signal S so that this signal then changes to proceed indication, and a following westbound car or train may then enter the stretch from end C.

As the car or train proceeds into sub section a a and leaves sub-section (V -a it opens track relay T and allows track relay T to close. The opening of track relay T opens at contact 11 the circuit for signal. relay R which latter therefore opens;

and in so doing it opens the pick-up circuit for relay X and closes the holding circuit for the same relay.

It will be seen that the pick-up circuit for relay X is closed when a car or train enters subsection aa but that this picloup circuit is not opened and the holding circuit closed until the car or train reaches subsection acz Hence, there is ample time for relay X to become fully closed before its pick-up circuit is opened, and the accurate operation of this relay is therefore assured.

The operation of the signaling apparatus during the passage of the car or train W through the remainder of the stretch will be evident from the foregoing explanation, hence, it is unnecessary to trace this operation any farther.

The operation of the signaling apparatus during the passage of an eastbound. car or train through the stretch A is similar to that hereinbefore explained.

Although I have herein shown and described only certain apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims, without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track divided into a plurality of sections, a pair of opposing signals located adjacent each junction of adjacent sections for governing traiiic in opposite directions through the stretch, a signal. relay for the control of each signal, a circuit for each signal rela each of which circuits is controlled by the signal relay for the signal next in advance governing tral'lic in the same direction, track circuits for the sections including trach rclays for the control of said sign l relay circuits. a branch for each signal re ry circuit around the signal relay contact which controls such circuit, an auxiliary relay for each signal relay for controlling the branch around the contact thereof. a pick-up or closing circuit for eaca auxiliary relay in cluding a front contact of the corresi ionding signal relay and a back contact of a track relay for a section in advance of the section whose signal the auxiliary relay controls, and holding circuit for each auxiliary relay including a back contact of the corresponding signal relay and a front contact of the auxiliary relay. 1

2. In combination, a stretch of railvmy track divided into a plurality of sections, a pair of opposing signals located adjacent each junction of adjacent sections for governing traffic in opposite directions th ough the stretch, a signal relay for the control of each signal, a circuit for each signal relay each of which circuits is controlled. by the signal relay for the signal next in advance governing traflic in the same direction, track circuits for the sections including track relays for the control of said signal relay circuits, a branch for each signal relay circuit around the signal relay contact which controls such circuit, an auxiliary relay for each signal relay for controlling the branch around the contact thereof, a pick-up or closing circuit for each auxiliary relay including a front contact of the corresponding signal relay and a back contact of a track relay, and a holding circuit for each auxiliary relay including a back contact of the corresponding signal relay and a front contact of the said auxiliary relay.

3. In combination, a stretch of railway track, a plurality of sign als governing tra'llic in one direction through the stretch, a plurality of other signals governing traffic in the other direction through the stretch, a signal relay for the control of each signal, a circuit for each signal relay each of which circuits is controlled by the signal relay for the signal next in advance governing trafiic in the same direction, track circuits for the stretch including track relays for the control of said relay circuits, a branch for each signal relay circuit around the signal relay con tact which controls such circuit, an auxiliary relay for each signal relay for controlling the branch around said contact thereof, a pick-up or closing circuit for each auxiliary relay including a front contact of the corresponding signal relay and a back contact of a track relay, and a holding circuit for each auxiliary relay including a back contact of the corresponding signal relay and a front contact of said auxiliary relay.

4.. In combination, a stretch of railway track divided into a plurality of sections, two track relays for each section located adjacent the ends thereof, the track relay for each section first opened by a car or train passing through the section remaining open until after the other track relay for the same section has been opened, means for energizing the track relays, a pair of opposing signals located adjacent each junction of adjacent sections for governing traffic in opposite directions through the stretch, a signal relay for each signal, a circuit for each signal relay each of which circuits is controlled by a contact of the signal relay for the signal next in advance governing traffic in the same direction, the circuit for each signal relay being controlled also by both track relays for the section through which the corresponding signal governs trafie and by the first track relay for the section next in advance, a branch for each signal relay circuit around the signal relay contact which controls the circuit and around the contact of the track relay for the section in advance of the section through which the corresponding signal governs trailic, an auxiliary relay for each signal relay for controlling the branch around the said contact thereof, a pick-up or closing circuit for each auxiliary relay including a front contact of the corresponding signal relay and a back contact of the first track relay for the section next inadvance of the section whose signal the auxiliary relay controls, and a holding circuit for each auxiliary relay including a back contact of the corresponding signal relay and a front contact of said auxiliary relay.

5. In combination, a stretch of railway track divided into a plurality of sections, two track relays for each section located adjacent the ends thereof, the track relay for each section first opened by a car or train passing through the section remaining open until after the other track relay for the same section has been opened, means for energizing the track relays, a pair of opposing signals located adjacent each junction of adjacent sections for governing traflic in opposite directions through the stretch, a signal relay for each signal, a circuit for each signal relay each of which circuits is controlled by the signal relay for the signal next in ad- Vance governing traflic in the same direction, each circuit being controlled also by both track relays of the section through which the corresponding signal governs traffic, a branch for each signal relay circuit around the contact of the first track relay of the section over which the corresponding signal governs traffic, said branch including a front contact of the signal relay itself, means for controlling each signal by the corresponding signal relay and by the first track relay of the section through which the signal governs traffic, and means for each signal relay for removing from said relay its control of the signal relay for the signal next in the rear governing traflic in the same direction.

6. I11 combination, a stretch of railway track divided into a plurality of sections, two track relays for each section located adjacent the ends thereof, the track relay for each section first opened by a car or train passing through the section remaining open until after the other track relay for the same section has been opened, means for energizing the track relays, a pair of opposing signals located adjacent each junction of adjacent sections for governing trafiic in opposite di rections through the stretch, a signal relay for each signal, a circuit for each signal relay each of which circuits is controlled the signal relay for the signal next in advan ce governing traffic in the same direction, each of said circuits being also controlled by both track relays for the section through which the corresponding signal governs traffic and by the first track relay of the section next in advance, a branch for each signal relay circuit around the contact of the track relay adjacent to the corresponding signal, said branch including a contact of the signal relay itself, a second branch for each signal relay circuit around the signal relay contact which controls said circuit and around the said contact of the track relay for the section next in advance to that through which the corresponding signal governs tratlic, an auxiliary relay for each signal relay for controlling the said branch around the said contact thereof, a pick-upcircuit for each auxiliary relay including a front contact of the corresponding signal relay and a back contact of the first track relay for the section next in advance of the section whose signal the auxiliary relay controls, and a holding circuit for each auxiliary relay including a back contact of the corresponding signal relay and a front con tact of said auxiliary relay.

7. In combination, a stretch of railway rack, a plurality of signals located at intervals through the stretch for governing traffic in one direction, the space between each two adjacent signals constituting a section, a plurality of track relays for each section operated successively by a car or train passing through the section, means for energizing said relays, a signal relay for each signal, circuit for each signal relay each of which circuits is controlled by the track relays for the section through which the corresponding signal governs trai'lic and by the signal relay for the signal next in advance, a branch for each signal relay circuit around the contact of the first track relay of the sec tion through which the corresponding signal governs traffic said branch including a front contact of the signal relay itself, means for controlling each signal by the correspond ing signal relay and by the first track relay of the section through which the signal governs traffic, a branch for each signal relay circuit around the signal relay contact which controls said circuit, an auxiliary relay for each signal relay for controlling the branch around the said contact thereof, a pick up circuit for each auxiliary relay including a front contact of the corresponding signal relay and a back contact of an adjacent track relay, and a holding circuit for each auxiliary relay controlled by the corresponding signal relay.

8. In combination, a stretch of railway track, a plurality of signals located at intervals through the stretch for governing traffie in one direction, the space between each two adjacent signals constituting a section, a plurality of track relays for each section operated successively by a car or train passing through the section, means for energizing said relays, a signal relay for each signal, a circuit for each signal relay each of which circuits is controlled by the track relays for the section through which the corresponding signal governs tratlic, and by the signal relay circuit for the section next in advance, means for each signal relay opera tive when the relay is energized for removing it from control by the first track relay of the section through which the corresponding signal governs traffic, means for controlling each signal by the corresponding signal relay and by the first track relay of the section through which the signal governs traliic, means for each signal circuit including an auxiliary relay for removing said circuit from control by the circuit for the sig nal relay next in advance, means for energizing each auxiliary relay when the signal relay for the section in advance is energized and the first track relay for the said section in advance is deenergized, and means for each auxiliary relay including a contact thereof for keeping the auxiliary relay energized.

9. In combination, a stretch of railway track, a plurality of signals located at intervals through the stretch for governing traffic in one direction, the space between each two adjacent signals constituting a section, a plurality of track relays for each section operated successively by a car or train passing through the section, means for energizing said relays, a signal relay for each signal, a circuit for each signal relay each of which circuits is controlled by the track relays for the section through which the corresponding signal governs trailic, and by the signal relay circuit for the section next in advance, means for each signal relay operative when the relay is energized for removing it from control by the first track relay of the section through which the corresponding signal gov erns trailic, means for controlling each signal by the corresponding signal relay and by the first track relay of the section through which the signal governs traflic, means for each signal relay circuit including an auxiliary relay for removing said circuit from control by the circuit for the signal relay next in advance, means for energizing each auxiliary relay when a car or train occupies the rear portion of the section in advance of the section for the signal which the auxiliary relay controls, said means being controlled by the relays which control the signal next in ad Vance of the signal controlled by the auxiliary relay, and means for each auxiliary relay including a contact thereof for keeping the auxiliary relay energized.

10. In combination, a stretch of railway,

ing said relays, a signal circuit for each signal controlled by the track relays for the corresponding section and by the first track relay of the section in advance and by the signal circuit for the said section in advance, and means controlled by the track relays for removing each signal circuit from control by the first track relay of the section in ad- Vance and by the signal circuit for the said section in advance. 10

In testimony whereof I affix my signature in presence of tWo Witnesses.

HENRY S. YOUNG. Witnesses A. M. LINDENSTRUTII, HERBERT W. HAMMATT.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C.

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