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Патент USA US2105905

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Jan. 18, 1938.
2,105,905
S. M. DAY
AUTOMATIC BLOCK SIGNALING SYSTEM FOR RAILROADS
Filed Sept. 6, 1934v
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BY'
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ATTORNEY
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Patented Jan. 18, 1938
UNITED STATES
2,105,905
AUTOMATIC BLOCK SIGNALING SYSTEM
FOR RAILROADS
Salisbury M. Day, Rochester, N. Y., assignor to
I(general Railway Signal Company, Rochester,
. Y.
'
Application September 6, 1934, Serial No. 742,953
5 Claims. (01. 246-39)
This invention relates to automatic block sig
61 and 11, extending to the next signal in advance
naling systems for railroads.
Generally speaking, in accordance with this in
in the usual way. This line circuit for signal S
includes front contacts 8 of .the track relay TR
at the signal Sin question, and contacts of slow
release relays associated with the signal next in
vention the control from one signal to the next
signal in the rear to provide for clear and caution
indications is transmitted over a polarized line
advance, and controlling the energization of this
circuit, and this line circuit is controlled at the
line circuit in the same Way as illustrated at sig-'
‘
nal S for controlling the energization of the line
wires 6 and ‘i by relays 9 and iii.
Each line circuit is energized by alternating 10
.
‘nal ahead in such a way that, if it fails to give
.cp indication in response to the entrance of
train into the adjoining track section or block,
1‘ e line circuit is opened and the signal in the
is held at stop, thereby affording a safety
c .eck against the signal failure.
'
r
Fig. l of the accompanying drawing illustrates
‘n a simpli?ed and conventional manner one spe- }
current from the secondary of a transformer T,
havingits primary supplied with alternating cur
rent from a transmission line or other suitable
source. One line wire ‘I is connected to a mid
blocks in the usual way, each provided with one
tap of the secondary of this transformer, and the 15
other line wire 6 is alternately connected to the
opposite terminals of opposite polarity of this sec
ondary by the operation of the relays 9 and H3.
Each‘ signal S operates movable contact ?ngers
I l and I2 attached to the counterweights 2—-2a to" 20
di?ferent positions to engage stationary contacts
indicated by arrows, in accordance with the ‘posi
tion of the color screen and indication displayed
by the signal, in the manner disclosed in said
25. or more track circuits, each comprising a track
Field patent. Figs. 2, 2A, and 2B illustrate the 25
ci?c embodiment of the invention as applied to
one type of color light signal operated by alter
nating current over a line circuit; and Figs. 2,
2A, and 2B are explanatory diagrams illustrat
20 ing the positions assumed by the contacts of such
type of signal when displaying its different indi
cations.
It is assumed that the track is divided into
relay TR and a track transformer TT. The cir
cuits associated with each signal are the same;
and an explanation of such circuits for the signal
S will be suiiicient to make clear the nature of
30 the invention and its application to a number of
successive blocks.
The signal S is assumed to be a color light sig
nal having a movable color screen, such as dis
closed, for example, in the patent to O. S. Field,
35 No. 1,835,150, December 8, 1931. The movable
color screen i is illustrated diagrammatically and
is biased by counterweights 2 and 2A to a middle
position to bring the red roundel R opposite the
lamp L and lens unit, so as to display a red or
40 stop indication, as shown in Fig. 2B. This screen
I is operated by an alternating current motor de
vice diagrammatically illustrated as comprising
a rotor 3, a local winding 4, and a control wind
ing 5. Upon energization of the control winding
45 5 with alternating current having one instan
taneous polarity relative to the local winding 4,
the color screen I is operated in one direction to
provide a green or proceed indication; and when
_
said control winding 5 is energized with the oppo
50 site polarity, a yellow or caution indication is
given. When the control winding 5 is de-ener
gized, the color screen I assumes its biased or
stop position.
The control winding 5 of each signal is ener
55 gized by a line circuit comprising line wires, as
positions of these contact members ii and i2 for
the different signal indications of clear, caution,
and stop respectively; and it will be noted that
these contacts, control the energizing circuits of
relays 9 and ill in such a way that these relays 30'
are energized if signal '8 indicates clear or can
tion, and are de-energized when the signal indi
cates stop. The energizing circuit for relay Ii!
also includes a front contact i3 of the track re
lay TR.
_
Under normal clear conditions, the track relay
TB. is energized, and the contacts l'i—l2 of the
signal S are in the position shown in Fig. 1 to
energize both relays 9 and it, closing their front
contacts it and E5 to connect the line wire 6 to
the right-hand terminals of the secondary of the
transformer T, which may be assumed to bev (~+).
Thus, the line circuit for the signal next in the
rear is energized with a polarity which causes that
signal to indicate clear.
‘
45
When a train passes the signal S and drops‘
the track relay 'I'R, the front contacts 8 of this
relay act to de-energize the control winding 5 of
this signal, and as shown also establish a short
circuit around this winding.
Assuming that the Li. C).
signal is in proper operating condition and indi
cates stop, the contacts li-i2 open the energiz
ing circuit for relay 9 very quickly after the ener
gizing circuit for relay in is opened at the front
contact i3 of the track relay TR, so that both _
2
2,105,905
transformer T, thereby reversing the polarity of
movable color screen type having contacts oper
ated by said screen in accordance with the indi
cation displayed by the signal, a track circuit next
in advance of each signal and having a track
the line circuit to the signal next in the rear and
causing that signal to indicate caution.
signal for controlling the signal next in the rear,
Assuming now that for some reason the signal
and means associated with each signal and at
all times including and dependent upon the con
relays 9 and ID are deenergized and close their
back contacts l4 and "5 to connect the line wire
6 to the other terminal of the secondary of the
S fails to indicate when the track relay TR drops,
relay I0 is de-energized by the opening of the
10 front contact 13 of the track relay TR, but relay
9 is maintained energized through the contacts
H—l2 of the signal which is assumed to have
failed. Consequently, the line circuit to the signal
in the rear is held open, and that signal indicates
In this way, in the event of a false clear
15 stop.
signal, advance warning is given at the signal
next in the rear.
The relays 9 and ID are made slow releasing
so that, when a train advances into the second
block beyond the block for signal S and that
signal S changes from caution to clear, a tempo
rary opening of the contacts H and E2 of signal
S in changing from the caution position shown
in Fig. 2A to the clear position shown in Fig. 2
will not cause deenergization of either of relays
9 and I0 and so cause signal S0 to momentarily
change from its clear position. The relay It has
operating characteristics so that it picks up and
drops substantially with the relay 9. It is im
30 portant that the relay l0 should at least pick up
at the same time as relay 9 when a train leaves
the block for the signal S and the track relay TR
picks up, otherwise there would be an out of
correspondence of relays 9 and I0 and more than
a harmless temporary opening of the line circuit
relay, a polarized line circuit associated with each
tacts of two slow release relays controlled by the
contacts of that signal and the track relay for 10
that signal for at all times controlling the con
tinuity and polarity of energization of said line
circuit for the signal next in the rear.
2. In a block signaling system for railroads, a
signal, atrack section in advance of the signal
having a track relay, contacts associated with
said signal and closed only if said signal indicates
clear or caution, a slow-release relay having an
energizing circuit including a front contact of
said track relay, another slow-release relay hav 20
ing an energizing circuit including said contacts
of said signal, a line circuit for controlling the
signal next in- the rear of said signal, and means
including contacts operated by said relays for
energizing said line circuit only If said relays are 25
in corresponding energized or de-energized con
ditions.
3. In a signaling system of the character de
scribed, a ?rst signal, two slow-release relays
associated with said signal, a track section in ad
Vance of said signal having a track relay, one
slow-release relay being de-energized only if ‘said
signal indicates stop, the other slow-release relay
being de-energized when said track relay is de- ‘l
energized, a polarized line circuit for controlling
for the signal S0 in the rear, which otherwise the signal next in the rear of said signal and
might cause that signal to give a momentary causing that signal in the rear to indicate stop
whenisaid line circuit is opened, and means in
stop indication or “?ash of the red.”
cluding contacts operated by said slow-release
The lamp L for the signal S is preferably con
nected across the line wires 6 and 1 in series with relays for energizing said line circuit with one 40
a suitable resistance 20, so that this lamp is lighted polarity if both relays are energized and with the
opposite polarity if both relays are de-energized,
only while the relays 9 and II] are in correspond
ing energized or de-energized positions. If the and for opening said line circuit if said relays
signal S should fail to indicate stop and this line are not in corresponding energized or de-energized
conditions.
45 circuit is deenergized as already explained, the
4. In a block signaling system, a color light
lamp L'is extinguished, and the signal S does not
display any indication. In other words, in the signal having a movable color screen and a lamp,
event of a false clear failure of the signal S, a
train advancing by the signal S0 in the rear at
stop will not receive an improper clear indication
at the signal S, but rather will ?nd a dark signal.
From the foregoing it will be apparent that the
organization of devices and circuits in accordance
with this invention provides for controlling three
55 indication signals for an automatic block signal
ing system in a simple and e?icient manner by a
polarized line circuit, and in such a way that a
false clear failure of a signal is manifested by a
stop indication at the signal in the rear, and the
60 absence of any indication at the signal that has
failed.
The particular structural organization illus
trated and described is merely illustrative of the
invention; and various adaptations and modi?ca
65 tions may be made without departing from the
invention. For example, direct current instead of
alternating current may be employed for the track
circuits, signals and the relays 9 and Hi.
What I claim is:
1. In a block signaling system, signals of the
70
a track relay associated with a track circuit next
in advance of said signal, a polarized line circuit
for controlling the signal next in the rear of said
signal, and means controlled by the position of
the color screen and by said track relay for con
trolling the continuity and polarity of energiza
tion of said line circuit, said lamp for the signal
being energize-d from said line circuit.
5. In a block signal ‘system having color light
signals adapted to give three distinctive indica
tions and each having an electric lamp, a track
section having a track relay next in advance of
each signal, a line circuit extending from each (ll)
signal to the next signal in the rear for controlling
the indications of said signal in the rear, the lamp
for each signal being connected across the line
circuit extending to the next signal in the rear,
and means associated with each signal for de
energizing the line circuit to the signal in the
rear whenever the track relay associated with
the ?rst signal is de-energized and that signal
fails to indicatestop.
.
SALISBURY M. DAY.
DISCLAIMER
2,105,905.——Salisbu1'y M. Day, Rochester, N. Y. AUTOMATIC BLOCK SIGNALLING
SYSTEM FOR RAILROADS. Patent dated January 18, 1938. Disclaimer
?led May 18, 1940, by the assignee, General Railway Signal Company.
Hereby enters this disclaimer by disclaiming from claim 1 any system of auto
matic block signalling, except wherein the slow release relays act to energize the line
circuit for the signal next in the rear with current of one polarity if the color screen
of the signal assumes the stop position when the track relay of the track circuit
next in advance is deenergized and open said line circuit when the color screen of
the signal fails to assume the stop position in response to deenergization of said
track relay.
[O?icial Gazette Jane 11, 1.940.]
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