US1081925A - Railway signaling system. - Google Patents

Description

BEST AVAILABLE CGPY A. V. T DAY. RAILWAY SIGNALING SYSTEM.

APPLICATION FILED JULY 24, 1906.

Patented Dec. 16,1913.

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wi iueoo eo BEST AVAILABLE CQPY Assam v. a. Day, or new YORK, N. Y., HALL sw-rron & SIGNAL com an name.

assrcnon, BY mnsm". Assroimnurs, momma:

OF NEW YORK, N. Y., A CORPORATION 01.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

Application filed July 24. 1908. Serial No. 327

Patented Dec. 16,1913.

,seo.

To all whom it may concern Be it known that I, ALBERT V. T. DAY, a citizen of the United States, residin in the borough of Brooklyn, city of New i ork, in

5 the county of Kings and State of New York,

aveinvented certain new and useful Improvements in Railway Signaling Systems,

0 which the following is a specification,

reference being had therein to the accompanying drawing, forming a art thereof.

My invention ielates broa ly to railway triadic-controlling apparatus, suc h as railway signaling apparatus, and certain features of my invention relate particularly to combined railwa electric traction and electric trafiiccontro lingsystems such as exemplified in the illustrated embodiment of my invention.

but particularembodiment of my presentinvention which I am'about todescribe inclutles'various features already disclosed and broadly claimed in my anplication for United States patent filed July 24, 1906, Serial No. 327,559.

Broadly designated, the objects of my in- 5 vention are reliabilityand economy of operation, and econom struction. 4 V

I will now describe that particular embodiment of my broad invention which I have illustrated in the accompanying drawing. This embodiment is a'com'binedrailway electric traction and home-and-distant electric block signaling system. I have illustrated four successive home-aud-distant block signaling apparatuses, A, B, C and D, located substantially at the termini of three successive signaling blocks or sections A B, B C, and D of a single railway track. The signaling-blocks or sections of the 40 track are demarcated by suitable insulations interposed in a well known manner in both the track railsK and L. The opposite rails of the various blocks arecross-connected or cross-bonded at the advance ends of such blocks b of stepown supply transformers, mary coils 18 18 and 18 of such supply transformers being fed with alternatin current in a manner described hereinafter. The -opposite rails ofthe var' the priious blocks fare also cross-connected or cross-bonded at the rear ends of the blocks by the primary coils 16?, 16", 16 and 16 of step-up receivingtransformers, the's'econdary coils 14f, 14*, 145 and 14 of such receiv" y and simplicity of conthe secondary coils 17 17 and 17"- mg transformers being arranged in control of th home signals in a mann after. The prima the receiving and cross-bonding resp advance termini blocks, have their by conductors su forming block-bonding connec the adjacent track sections.

The traction current generator, which, in the present instance, is an alternating current generator, has one terminal connected to a neutral point of one of the rail-bonding transformer coils near the generator, the generator, in the present instance, being thus connected bye track feeder G to the primary coil 16 of the receiving transformer of the 'si naling station A. The opposite terminal o the traction current. generator is connected with a line conductor 1 common both to the traction current transmission line and the signalingv current supply transmission line and in'thc diagram a'e'pr'esented as an ordinary trolley wire feeding tract-ion current to the trolley wheels m and n of two trains or railway vehicles M and N located respectively in the signaling block A B and the eir respective local or described hereinry and secondary coils of ectively the rear and the 6 of the rails of adjacent neutral points connected ch as 19, 19 and 19,

The traction circuitfor the train M is as follows: from one terminal of the traction generator E through the trolley wire I trolley wheel m conductor m, motor fields m motor armature m and conductor m to the axles and wheels of the train M, and thence in parallel through both the track rails K and l rearward throu h the block A B and in parallel through tic two halves of the rail-bonding primary coil 16 of the receiving tr:m:-:ior1ner at-the rear end of the block, such parallel branches through the rail-boncling coil 16 being united at the neutral oint in the coil, from whence the circuit continues through the conductor G back to the oppo--- site terminal of the traction generator E. Similarly the traction circuit of the train N .is traceable as follows: from one terminal of the traction generator E, through the trolley wire I, trolleywheel nof the train N, 0011- ductor n, motor fields n, motor armature nF, conductor n, axles and wheels of the train N, and thence rearward in parallel through the opposite rails Kand L of the tracksection in advance of the signaling apparatus D and in parallel througl'i the two 1 supply transformers, thus tions between block in advance of the signaling station D.

pensatin sections of the primary coil 16 of the receivin transformer at the signaling station D, an from the neutral ointof such coil 16 through the block-hon ing conductor 19 to the neutral point in the rail-bonding seconda coil 17" of the supply transformer of the signaling station D, and from such neutral point of the coil 17 through the two sections thereof in parallel,- and thence rearward in parallel throng? the opposite rails K and L of the block C and so on through the rail-bonding transformer coils at the signaling stations C, B and A, and, of course,-

and L are included 1n parallel in the return circuit of the traction current and how the primary and secondary coils of the receiving and supply transformersact both as crossbonding conductors to bond the opposite rails of the blocks and .also as block-bonding conductors to connect the rails of the adjacent signaling blocks together for the return transmission of the traction current.

The signaling current supply generator which, in the present instance, is an alternating current generator F, has one terminal connected to the trolley wire I and has its other terminal connected with an additional signaling current transmission line wire or conductor J, the trolley wire I and the line conductor J thus constituting the signaling current supply transmission line. The primary coil of the supply transformer at the advance end of each block is bridged across this signaling current supply transmission line in connection with an inductance-comand current-limiting condenser, the special functions of which will be described hereinafter and whichis connected in series with such primary coil. For example the circuit of the primary coil 18 of the supply transformer at the signaling station D is traceable as follows: from the trolley wire I through the conductor 4, condenser 21, primary coil l8 of the supply transformer and conductor 7 tothe signaling current transmission line conductor The alternating currents in such primary coils of the supply transformers induce alternating currents of lower potential in their respective secondary coils, such as 17, bridged across the rails of respective signaling blocks at the advance ends of the blocks. Thereby the secondary coils of the'supply transformers deliver alternating currents from the advance ends of the various blocks to and through the rails of the blocks and rearward to and through the receiving transformer is connected with the movable coil of the home-clearing relay at its respective signaling station and is connected with an inductance compensating condenser, such secondary coil, movable relay coil and inductance-compensating condenser being, in the present instance, all in.

series with one another, and such local relay circuit, being traceable, for example at the station C, as follows: from one terminal of the secondary coil 141 of the receiving transformer, throughthe conductor 13, movable relay coil 12, inductance-.compensatin condenser 11", and conductor'15 back to t 1e opposite terminal of the secondary coil 14.

The movable coil of each relay, such as the coil 12, is pivotally mounted in connection with a contact finger such as the contact finger 9 constantly subjected to gravity or any other suitable retractile force tending to withdraw the contact finger from position of contact with its cooperating contact stop such as 8. Each movable rela coil, such as the coil 12 co-acts with a stationary .relay coil, such as 6, disposed with its magnetic axis substantially in the plane of the movable coil, or otherwise conveniently disposed so as to effect a substantially non-inductive relationship of movable and stationary coils, that is to say, a relationship or relative disposition whereby an alternating current in either coil cannot induce any considerable secondary E. M. F. in the other coil. This coorganization of movable and stationary coils without mutual induction, is, however, but one special form ofrelay adaptable to the system which constitutes my broad invention, such special relay bein in no wise essential to the invention broad y.

The stationary coil of each relay is connested with an inductancecompensating condenser, which, in the present instance, is in series with the coil, and such coil is supplied with current from the signaling current supply transmission line, the local supply branch including such astationary coil being traceable, for example at the station C, as follows: from the signalin current supply transmission -conductor through the conductor 7, stationary relay coil 6 inducfence-compensating condenser 5 and conductor 4 to the trolley wire 'Each home-signal semaphore is actuated by a local semaphore vactuative branch also bridged across the signaling current supply transmissionline and traceable, for example at the station C, as follows; from, the line conductor J, through the conductor 7, sta tionary contact 8, relay contact finger 9, and thence through a connecting wire to the actuative apparatus of the home-signal semiiphore 2 and conductor 4 to the trolley Wife I. Each distant-signal semaphore is actuated by a semaphore actuative branch also brid'ged' across the signaling current supply 'transmissionlinc, for example such actuative circuit for the distant-signal sem iip'hoi'e 3 of the signaling station B, being traceable as follows: from the transmission line conductor J through the branch cnductor 7 at the signaling station C, relaycontrolled contacts 8, 9 at such station, and thence by conductor 10 rearward through the block B C and through the aetuative apparatus of the distant-signal semaphore 3*, and thence'by-the branch wire 4 to the trolley wire I. A

From a consideration of the two foregoing home and distant semaphore actuative ranch circuits, it will be apparent that both the home-signal and the distant-signal semaphores of the system are actuated by alternating current from the signaling current generator F, and that the actnati've appa'ratus for each distant-signal semaphore 1s controlled in parallel with the act-native apparatusfor the home-signal semaphore of the s1 aling apparatus next ahead and by the re ay-controlled contacts of such appa- 'ratus next in advance. By virtue of this arrangement, closure of the relay contacts of any signaling apparatus will effect simultaneous clearance of the home signal of such position.

apparatus and of the distant signal of the apparatus next in rear, and whetherthe home signal of such apparatus next in rear be in its clear or its danger position. This condition is exemplified in the diagram in the signaling apparatuses A and B, the lock in advance of the signaling apparatus B beingcl'ear so that the home signal 2 of such apparatus and the distant signal 3 -of the apparatus next in rear are both in their clear positions, although the main pancy of the block A. B by the train M maintains the home-signal semaphore 2 at the rear end of such block in its danger I am aware that it is customary to control each distant-signal semaphore blade by the home-signal semaphore blade of the same signaling apparatus, and generally also by the hom'e-signal semaphore blade of the signaling apparatus next in advance, so that the distant-signal semaphore blade of a given apparatus can only be cleared when its collateral home-signal semaphore'blade is in clear position, or when such homesignal semaphore blade and the home signal -next in advance are both in their clear positions. Obviously the distant-signal semaphores of my system'can be thus controlled by the home-signal semaphores by the employment of the well known means generally applied to this purpose. But I believe such practice is not the most advantageous since, under such regime, an engineer approaching an occupied block will find both the home and distant signals at the rear end of such block standing in their danger positions, even if the second block in advance is clear of trailic. I believe it is most desirable that the engineer should be accurately advised of the condition of the block second in advance, since, under some conditions, such as greatly congested trailic, it might be necessary and proper for an engineer to pull his train slowly under control into an occupied block, it he were assured of the clear condition of the block second in advance and thus assured that the train ahead of him would receive a clear signal permitting it to enter such second block in advance.

I will now describe the functions of the indiictancc-compcnsating and current-limiting condensers, such as '21 at the station I), which condensers, in order to discharge both the foregoing functions, are preferably connected in series with the primary coils of their respective supply transformers as in the specific embodiment of my invention which is illustrated. This coo-rganization of condensers and trzmsformer coils, which I am about to describe, isbroadly covered in my application filed July 24, i906, Serial No. 327,559, for which reason the following description will be comparatively brief. The capacity of each condenser, such as 2 may be adjusted relative to the re-actance or cu-cllicicnt of self-induction in the primary coil. such as 18 of its cooperating supply transformer and relative to thc frequency of the alternating current delivered by the signaling current supply generator F, so that the. counter OlQ(.i.l'()lll()l.lV(-3 force of the condenser will cll'cctually oppose, balance or neutralize the counter electro-motive force of sclf-indlu't-ion in the primary transformer coil. so as to greatly augment the ulcclro-motive force. which may be developed in the sccoiulary coil of such transformer. For instance, assume for the 1no ment that the circuit of the secondary coil 17 is completely open so that no current can flow in such secondary coil to modify the magnetic fiu'x or induction produced in the transformer core by the current of the primary coil, and assume that with the secondary circuit thus open the capacity of the condenser 21 is adjusted relative to the re-actance of the resonance with the alternating current dclivercd to the supply transformer by the signaling current supply transn'iission line. Under these conditions, if the current wave be sinusoidal or. approximately so, the

primary eoil 1.8 in exactefiects of re-actance iii the primary coil 18 and capacity in the condenser 21 will substantially counterbalance or neutralize each other so that the current in the primary coil will have substantially its full ohmic value greatly exceeding the intensity of current which would flow through such primary coil if the re-actance-compensating condenser 21 were omitted. Therefore such condenser greatly augments the flux density in the transformer core, which may also be of large cross-section so that the total magnetic induction through the secondary coil will )have an extraordinarily high value. There fore such secondary coil may consist of a comparatively short and lar e conductor so as to introduce small railonding resistance while yet delivering sufficient electromotiveforce to operate the rail circuit.

I have above considered the current and electro-motive force values in the transformer when its secondary circuit is open. Now assume for a moment that a train is present in the block C D, as shown in the block A B, so as to completely short-circuit the secondary coils 17. This will have the effect of removing substantially all the reactance or self-induction of the primary coil 18 so that such primarycoil will no longer develop counter eleetro-motive force to oppose or substantially neutralize the counter elect-ro-motive force of the condenser 21 under which condition the current through the primary coil will be greatly reduced by the unbalanced opposition of the current-li1niting condenser. Thus, when my current-limiting condenser is employed, the primary transformer current is subjected to a marked diminution by short-circuiting the rails of its secoudardy circuit. in lieu of being subjected to an increase by such shortcircniting of the rails when a train is present in the block. Oi course, the diminution of the primary transformer current when the track rails are short-circuitcd prevents an excessive current in the secondary transformer circuit under such condition.

It will be understood that the normal condition of the rail circuit or secondary transformer circuit under which condition the supply transformer delivers current through such rail circuit to the receiving transformer at the opposite end thereof, is a mean or intermediate condition between the two extreme conditions above considered, to wit, completely open condition of the secondary transformer circuit, and completely shortcircuited condition of such secondary transformer circuit. The block C D may he assumed to represent this intermediate normal condition of the rail circuit. Here the secondary transformer coil 17 delivered alternating signal-controlling current to the rails K, L, which, in return, deliver such current to the primary coil 16 of the receiving transformer at the rear end of the block. When the primary coil 16 of the trans former is thus excited, its secondary coil 14 delivers alternating signal-controlling current to the movable coil 12 of the signalcontrolling relay of the signaling apparatus G. Since the magnetic circuits of the relay coils 12 and 6 are preferably filled with soft laminated iron, these coils will generally possess very considerable re-actance and the re-actance-compensating condenser 11 in series with the movable coil-12 is adjusted in opposition to the re-actance of such movable relay coil soas to augment the alternating current which flows through the movable coil from the secondardy coil 14 of the receiving transformer. For instance, the capacity of the condenser 11 may be adjusted so that the condenser and relay coil l2 are substantially in resonance with the alternating signal-controlling current, in which case, the current through the relay coil 12 will be opposed only by the ohmic resistance of the coil and will hence be far stronger than if the inductance-compensating condenser were omitted. "The inductance-compensating condenser 5, connected in series with the stationary relay coil 6, is also adjusted to oppose the re-actance of such stationary coil so as to augment the alternating current flowing through the 0011 from the signaling current supply transmission line, and such inductance-compensating condenser 5 and stationary relay coil 6 may be adjusted relative to each other in resonance with such alternating current so that such current will attain its full ohmic value in the relay coil. Thus the movable and stationary relay coils 12 and 6 are subjected to alternating currents which may be augmented by the influence of the inductancecompensating condensers, and which currents are of common frequency since they are derived ultimately from a common generator. The plane of the movable coil is disposed substantiallyin the magnetic axis of the stationary coil, or otherwise suitably disposed relative to the stationary coil so as to be subjected to a torque or turning moment by co-action of the two coils or re-action of such coils on each other, such torque or moment being, of course, a function of' the phase relation of currents in the two coils, and, with a given phase relation, being proportionate to the product of such currents. The torque or turning movement developed on the movable coil is substantially nil when the currents in the respective coils are substantially in quadrature, that is'to say, when the two currents have a base difie'rence of ninety degrees; and w en such two currents correspond exactly in phase, that is to say, when the two currents rise and fall and reverse exactly together, the torque or turning mollt ment will haveits maximum value with given values of such currents. The coorganization of the three rc-actance-compensating condensers 21, 11 and 5., all co-acting to determine, the values of the alternating currents in the two relay'coils and to determine their phase relationship, produce a most flexible arrangement for adjusting the values and phase relation of such currents to attain the greatest turning moment in the movable coil 12, since such adjustment may be effected by varying or adjusting the ca acity of one or more of these condensers.

t Wlll be noted that the traction current passing through each rail-bonding trans-- former coil flows in parallel differentially through the two sections of such rail-bonding COll demarcated by its neutral point; that is to say, the components of the traction current which flow in parallel through the two sections of'a given rail-bonding transformer coil, are opposed to each other in their electro-magnetlc or inductive relation to the common'transformer core on which they are wound and are hence opposed to each other in their electro-inductive influences on their complementary transformer coil. Therefore, if such two sections of a given railbonding transformer coil are closely superposed upon their cpmmori core, the traction current will flow through such two sections of the rail-bonding coil non-inductively, that is to say, without self-inductive re-actancc or impedance to the traction current, wherefore the foregoing arrangement is advantageous in avoiding the introduction of considerable impedance in the return circuit of the alternating traction current. 'Also the flow of traction current in parallel equally through the two sections of a given rail-bonding transformer coil and in neutral differentiation or opposed relationship to its compie-- mentary transformer coil, makes it impossible to operate the signal-controlling relay by such tractioncurrent. For instance, the two equal components of traction current passing in parallel through the two sections of the primary coil 16 of the receiving transformer above considered, cannot induce any elcctro-motive force in the secondary coil 14 of such transformer, and hencecannot excite 1 the movable coil, .12 of-the relay. The s ig naling appayatus will be thus non-responsive to the return/traction currents, even thoigghsuch traction currents have the same reuency as thc'signaling current employed in the rail circuits of the vario 5 blocks. But if one of the rails of a given lock, should he accidentally broken, for instance, if the rail L of the block C D were broken in rear of a train standing in the block, substantially all of the return traction current would then pass through the rail K and from such rail through one-half oft'the primary coil 16 to the neutral p'oint thereof, and thence onward through the return track circuit, and such traction current flowing in but one section of the primary coil 16 would of course, not be balanced by a neutralizing differential component of traction current in the opposite section of the primary coil, and

would, therefore, excite the secondary coil 14 and, under certain conditions of frequency phase and intensity, might operate to clear the relay of the signaling apparatus C even with a train present in the block C D, as above noted, at a point in advance of the rail break. Such an accident, however, can be absolutely prevented by either or both of two 'expedients, both-of which are present in the preferred embodiment of my invention as illustrated, and which I will now describe. The traction generator E delivers an alternating current different in frequency from the alternating current delivered by the generator F, and since. in order to produce an etl'ectual co-action of the two coils, the freuency of currentin the movable coil 12 of t e relay must correspond with the frequency of current. delivered to its cooperating stationary coil 6, it is impossible for any traction current. flowing in the return track circuit and not having the frequency of the traction generator to effect response of the relay by exciting its movable coil. Also, the movable coil 12 and its reof such frequency by receiving or conduct-' ing such current much more readily than a current of any other frequency which must needs be opposed by the re-actance of the coil or the counter electro-motive force of the condenseraccording as such other frequency is higher or lower than the given frequency. Therefore the relay will re spond in resonance to signaling current but will not respond to traction current of different frequency. This selective receptivity or responsiveness by resonance is available without the co-action of a complementary relay coil, for instance when the coil 12 is employed to excite an ordinary or laminated relay magnet to actuate the contact finger 9 by ordinary magnetic attraction.

To those versed in the art it will be apparent that the rudiments of m invention may be utilized in various cmbm 'ments differing ment, all such other embodiments coming,

however, fully within the broad principles, scope and purpose of my broad invention.

\Vhat I claim and desire to secure by Letters Patent is 1. A combined railway electric traction and traiiic-controllin s stem comprising one transmission line inc uding the railway track and a line conductor extending along the railway, a second transmission line including a second line conductor extending along the railway and including the line conductor already mentioned in common with the first transmission line, a trac tion current source connected in one transmission line, a traflic-controlling current source connected in the other transmissionline, and electrically controllable trafliocontrolling apparatus disposed along the railway in control 'of. trafiic thereon and arling current connected with both the lineconductors as a trafiic-controlling currrent transmission line having one line conductor in common with the traction current transmission line, and electrically controllable trailic-controlling apparatus disposed along the railway and arranged in control of traffic thereon and connected with both line conductors to receive traffic-controlling current therefrom.

3. A combined railway electric traction and traffic-controlling system com rising two line conductors extending along t ie railway, a source of traction current of given characteristics connected with therailway track and with one of the line conductors, a source of traffic-controlling current of different characteristics connected with both line conductors, and electrically controllable trafiic-controlling apparatus disposed along the railway line in control of traffic thereon and connected with both the line conductors to receive energizing current therefrom and including the track rails'in traflic-controlling circuits local to given sections of the railway.

4. A combined railway electric traction and traffic-con rolling system comprising a source of alternating traction current of given frequency connected with the railway track as a return path, a line conductor connected with such source of traction current and extending along the railway, a source of alternating Hallie-controlling current of different frequency connected with the line conductor already mentioned, a second line conductor connected with such source of trafficcontrolling current and extending along the railway, and traflic-controlling apparatus disposed along the railway in control of 5. A railway traction and traflic-controlling system comprising a traction-current transmission line including two conductors extending along the line of the railway, a second .or traiiic-controlling current supply transmission line including one conductor of the traction-current transmission line and including another conductor extending along the railway, a generator of trafiic-controlling current connected with the-second transmission line, traffic-controlling circuit branches each leading from a given'point of connection to one conductor of the second transmission line and thence along the railway to aidistant point of connection with the other conductor of the second transmission line, traific-controlling apparatuses controlled by the respective circuit branches, and. circuit-controlling means in control of the circuit branches to govern the trailiccontrolling apparatuses controllable by such branches respectively.

6. A combined railway traction and signaling system comprising a traction-current transmission line including two conductors extending alongthe line of the railway a second ensignaling currentsupply transmission line including one of the conductors of the traction-current transmission line and also including an independent conductor extending along the railway, a number of home-and-distant block signaling apparatuses disposed in succession along .the railway, signal-controlling rail circuits in control of the various home signals and each including the rails of a block or section of the railway track, distant-signal-controlling c rcuit branches in control of the various distant signals and each leading from a point of connection with one conductor of the second transmission line and thence through the distant signal and thence forward along the railway to a given point of control by that rail circuit which controls the home signal next in advance and thence to the opposite conductor of the second transmission line, and means for controlling each distantsignal-controlling circuit branch at athe given point of control and subject to that said signal-controlling rail circuit which controls the next advance home signal.

In testimony whereof I have aflixed'my signature in presence oftwo witnesses.

ALBERT V; T. DAY. Witnesses:

HENRY D. WILLLAMS, BERNARD COWEN.

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