US1300082A - Signaling system for single-track railways. - Google Patents

Description

. S. N. WIGHT. SIGNALING SYSTEM FOR SINGLE TRACK RAILWAYS.

APPLICA'HON FILED u Ec.1,1915.

Patented Apr. 8,1919.

INVENTO R Wwga 1 XWUZW ms "emu: rsvcn: m. pmmurua, msumcmn.

SEDGWICKN'WIGHT, 0E mcaasm mwy sx, s1 aon p GENEEIAE A Lw AiQ SIGNAL COMPANY, 0E GATES, NEW Yonmaoonronarron OF KEWYO Q L' of the city of Rochester, in'the county of Monroe and State of New York, have invented a new and useful Signalin System for Single-Track Railways, of whic thetollowing is a specification.

This invention relates to electrically operated signaling systems for governing railway traffic, and more particularly to block of the type commonly known as absolute permissive block signaling systems;

Heretofore, signaling systems for single track railways, such as disclosed, for exam- 753,892, filed March 13th, 1913, have been devised to afford adequate protection against head on and rear end collisions, without unnecessarily restricting the movement of the trains. Although a system such as disclosed in the prior application above mentloned satisfies practically all of therequirements I for safety and facility, there is oneunusual movement which a train may make under certain traffic conditions in which the trains are not as fully protected as they might be. To illustrate, when a train, having entered a stretch of single track between passing sidings, changes the direction of its movement for some reason and attempts to return to the siding from whence it came, the controlof the signals are not designed'to take care of a move of thls character; and 1t is possible, as fully explained hereinafter, to have two trains enter the same track section bothtraveling under caution signals. This invention is in the nature of an improvement upon the signaling system disclosed in my prior application above mentioned, and deals particularly with the unusual train move ment above, described. v

One of the objects of this inventlon is-to devise a signaling system for single track railways which will affordadequate protection for; a train which has entered a] stretch of single track and attempts to make a reverse movement back to the siding from whenceit came. r v A further object of this lnvention is tode vise a signaling system for single track rail ways which strain making areverse movement of the aha-raster above mentioned Specification of Letters lfaten'tQ i I Application filed December 7,1915.Spiia11 o; 65,460. i i l and other trains it will be properly prodelay".

tected by p the system, without unnecessary to devise af-signaling system which willattam the abovement1oned' objects and other obj ects, which will more fully appear hereinafter; by'means o' f controllingdevices and circuits. arranged and constructed in accordance with the principlesfof railway signaling found to besa-feand reliable. signaling systems for single track railways *Patented hpr, 8, 19119.

J A. still further objectofithis invention is as the description of the invention "progresses, and the novel features ofothewin-vention will be particularly pointed out in the appended claims. ple, 1n my prior application, Serial No. 3

Generallylstated, the invention consists in" tful'ly 5 set forth hereinafter;

illustrated in the accompanying drawing part oiia complete signaling'slystemffor single track railways, and the circuits and. conmjore particularly deals are combined with ever, that the "particular application-shown in the diawiingis representative of only one;

trolling deigices with which this invention 4 this system; It is to; be understood,-how I i physical embodiment of the means contemplated-by this invention, andt'hat this inven'i tems of appropriate constructionn In. describingthe invention in detail, ref erenceis' had to the accompanying drawing, -avherei1iIhave illustrated a'preferred physical embodiment of'myinvention, and wherein likecharacters of reference designate cor responding parts throughoutthe several views, and-in which:

portionfofastretch of single. track adjacent tion can be applied to other signaling 'sys- The' figureis a-diagramma'ticview of a" to one passing siding, and shows the signals,

controlling devices and controlling circuits therefor, which constitutes a practical fsigv naling system" suitable for this portion of the trackway, the system illustrated in this figurebeing: founded on the disclosure in my prior application above mentioned, and' be- A ing-merely a rearrangement ofthe location of thersigna'ls and controlling circuits fully V shaman-d; deseribee in vsaid prior appliea tion; and this. figure also'illustrates the particular featuresof this invention applied to located another signal S governing trafiic such a system. I

7 Referring tothe accompanying drawing, the two track-rails 1 and 2 of the stretch of single track adjacent to the passing siding S are divided by insulating joints 3 into a se ries'of track sections A, B, C, D and E, of which there are shown three complete track sections, B, C- and D, with the end portions of the two adjacent track sections A and E. Each of these track sections has a track battery, 4: connected across the track rails 1 and 2 at one end of said section, and at the other ends of said sections, track relays 9, 10, 11, 12 and 13 are connected. The track battery 4 and the track relay of each of said track sections, together with the track rails thereof, constitute the well known normally closed track circuit, the operation of which will be clearly understood by those skilled in the art, without further description. Traffic over this stretch of single track may be in either direction, as indicated by the arrows and.

At the right-hand end of the track section A is located a signal 6 for governing traliic in the direction indicated by the arrow X; and located at the right-hand end of the track section B is another signal 7 for governing traffic in the same direction. At the left-hand end ofthe track section B is located a signal 5 for governing traliic in the direction indicated by the arrow Y, and at the right hand end of the track section D is inthe same'direction. The signal 6 at the entrance to the stretch of single track, for

governing traiiic in the direction indicated by the-arrow X, is of the type commonly known as airabsolute si nal; whereas the other slgnals 5, 7 and 8 are of the type commonly known as permisslve signals. The

. characteristics of these different kinds of signals are wellknown in the art, and it is deemed unnecessary to further discuss the signlficance of these dilferent signals, or to describe in detail the mode of causing these signals to assume different aspects, so as to enable the engineer to differentiate between them, since it is obvious that this invention is in nowise dependent upon the particular character of signals used.

The signals illustrated are of any well known or suit-able type of semaphore signal.

' adapted for use either in single or double track signaling systems. This type of signal primarily comprises an operating motor of appropriate construction for moving the semaphore from a biased position, which may be termed the stop or danger'position to one or more operated positions; and further comprises means to retain the semaore in its operated position or positions- {the particular embodiment of the invention illustrated, the-semaphore signals are assumed to be three-position signals, that is, these signals have a vertical or 90 degree position, indicating full clear or proceed at unlimited speed; :in'inclined or 45 degree position indicatingcaution or proceed at limited speed; and a horizontal or zero degree posit-ion indicating stop or danger. However, this invention is fun damentally in nowise dependent upon threeosition signals, and may be used, without material change or modification, with two two-position signals arranged as home and distant signals, instead of three-position signals.

Associated with each of the signals (i, 7 and 8 is a relay, hereinafter termed a line relay, said relays for said signals being designated 14, 15, 1G and 17 respectively. Associated with each of the signals 6, 7 and 8 'is a relay, hereinafter termed a stick relay,

7 and 8 is a pole changing circuit controller,

which arranged to be operated in any suitable way by the movement of the corresponding signal, said pole changing circuit controllers being designated 26 and 27. Each of these pole changing circuit controllers 25, 2G and 27 is in the position shown in the drawing when the corresponding signal is in its 90 degree or proceed position, and said circuit controller remains in this position even after the respective signal moves to its e5 degree or caution position, but shifts quickly to its other position (in dicated by dotted lines on the drawing) when the corresponding signal moves from its caution position to its stop position, said circuit controller remaining in its other position so long as the corresponding signal remains in its stop position. Associated with each oi the signals (3, 7 and S is another circuit controller, which'is represented accord ing to established convention, said circuit controllers being designated 28, 29 and ll). respectively. Each of these circuit controllers is closed during the movement ot the correspondin signal from its vertical pro coed position to a position near its caution position. the exact extent oi? the angular movement of the corresponding signal during which said circuit controller is closed.

being dependent upon the operating charcauses its armature 61 to interrupt the circuits which operate and hold the signal 8 in its 15 degree and 90 degree positions, said circuits being'easily traced by analogy to circuits numbers two and three hereinbefore traced, whereby the signal 8 is caused to assume its zero degree or stop position. The deenergization of the line relay 17 also causes its armature 106 to drop and interrupt a circuit which controls the line relay associated with the next signal to the right of the signal 8 and governing traffic in the same direction. Only part ofthis last-mentioned circuit is shown in the accompanying drawing, said circuit being analogous to circuit number one for the line relay 15 and being apparent to those skilled in the art by a consideration of the part shown, which is as follows: conimencing at the common wire 35, conductors 100 and 101, armature 102 of the stick relay 19 in its lower position, conductor 103, lower conducting arm of the pole changing circuit controller 27, conductors 51 and 49 batteryo24, conductors 48 and 4:7 upper conducting arm of the pole changing circuit controller 27, conductors 4:6 104 and 105, armature 106 of the line relay 17 in its upper position, conductors 1.07 and 108, armature 109 of the track relay 13 in its upper position and conductor 110.

The deenergization of the above mentioned line relay (not shown) which is associated with the signal next to the right of the signal 8 and governing traflic in the same direction, in turn causes the deenergization of the line relay associated with the next signal to the right of that signal, and so on through the stretch of single track up to and including the absolute signal governing the ena trance of trains upon the stretch of single track from the next right hand passing siding. 7

From the foregoing it can be seen that when the train in question first enters the track section B in the stretch of single track, the signal 6 behind it assumes its stop or danger position, and all-of the opposing signals, such as 8, are also caused to assume their danger or stop positions. 7

As the train in question proceeds and enters the track section C, it causes the deenergization of the track relay ,11. The dropping of the armature 76 of the track relay 11 opens anotheribreak in the circuit number four for controlling the line relay 17, so as to hold the signal 8 and the other signals to the right thereof governing traffie in the same direction in their danger or stop positions. The dropping of the armature 113 of the track relay l1 interrupts a circuit which normally energizes the line relay 16, said line relay 16 being controlled by the track relays of the track sections between the signals 7 and the next signal to the right governing traffic in the same direction, and the line relay, corresponding to the line relay 16, which is associated with said signal to the right. Only part of the controlling circuit for the line relay 16 is shown but this circuit may be readily determined from analogy to circuit number one for the line relay 15. The part of the circuit for the line relay 16 which is shown is as follows: commencing at the common wire 35, conductors 100 and 111, line relay 16, conductor 112, armature 113 of the track relay 11 in its upper position, conductor 114;, armature 115 of the track relay 12 in its upper position, conductor 116, armature 117 of the track relay 13 in its upper position and conductor 118.

The deenergization of the line relay 16 causes its armature 61 to drop and interrupt the circuits, analogous to circuits numhere two and three, which operate and hold the signal 7 in its 15 degree and 90 degree positions thereby causing said signal 7 to assume its zero degree or stop position. When the track relay 11 was deenergized, the signal 7 was in its 90 degree or proceed position; and during part of the movement of said signal 7 to its zero degree or stop position a circuit for energizing the stick relay 19 is established as follows:

C'z'rcuz't member five.

Commencing at the battery 23, conductors 48 and 120, circuit controller 29, conduc tor 121, armature 122 of the track relay 11 in its lower position, conductors 123 and 1241, stick relay 19, conductor 125 and thence by either one of two paths, one of said paths being along conductor 126, armature 127 of the track relav 12 in its upper position and conductors 128, 129 and 49 back to the battery 23; the other of said paths being along conductor 130, circuit controlling arm 131 and conductors 132, 129 and 49 back to the battery 23.

e circuit controlling arm- 131 is operatively connected to the signal 8 and is constructed so as to be closed while the signal 8 is in its zerodegree or stop position and to be opened when the signal 8 is in any one of its other positions. In the case under consideration, when the train in question enters the track section C, the signal 8 is in its zero degree or danger position for the reasons hereinbefore explained, so that the circuit number five for the stick relay 19 is closed.

After the stick relay has been energized,

it is inaintained energized by the" follow-1 ing circuit.

Gz'rc'utnuoielger size. L

Commencing at the battery 2 3, c onduc torse8 and '60 armature 61 \oi:'- the line relay 16 in its lower position, conductor 185, armature 1860f the stick relay 19' in its upper position, conductors 137"and'124,

stick relay 19, conductor 125 and thencealong either of the conducting; paths arranged in parallel and set forth hereinbefore in circuit number five, back 'to the'battery28i When the stick relay 19 is energized its armature 139 in its upper position estab lishes a shunt comprising conductor 138,

said armature 139 and conductor 14A} for, the armaturei3 of the line relay 16, which armature 43 controls thecircuit number one for the line relay 15. Consequently, although the track relay 11 is deenergized and the line relay 16 is denergized, the: circuit for the line relay 15includes the shunt 1 established by the armature 139 of the stick relay 19, so that said line relay .15

is energized to raise its armature 61. sinc the signal 7 is in its danger position, the pole changing circuit controller 26 operated thereby is reversed so as to, reverse the di rection of the fiowof currentin the line relay l5. The'arinature 61 of said line relay 15 is raised regardless of the directionof flow of current, but the polar armature 66 is opened; and the signal -6.is operatedto its 15' degree or caution position. 1 x I The clearing of the signal6 to 1ts'45' degree position as'soon as the train,moving in, the direction indicatedgby the'arrow X,

passes entirely into the track section G,-is

characteris lie of the system disclosed in ny prior application hereinbefore mentlo'ned, and'is also characteristic of the particular improvements in this system disclosed in m application, Serial No, 65,458 filed of even I date herewith, which improvements are tended to prevent the occurrence of the same undesirable condition hereinbefore described arising from the unusual reverse movement of the train. In the arrangement of control ling circuits shown and described infmy above mentioned prior applications, the

termediate signals corresponding to the signals 7 and 8 governing traffic in opposite directions are located opposite to'eachfothenfso that the signal 6, 1n belng responsive to'the presence of a train traveling 1n the directlon indicated by the arrow X anywhere between thesignal 6 and the signal 7, is also responsive to the presence of such a train anywhere between said signal Gandits opposing-sig- 11221. In ceitain arrangements orlocatio'ns of signals,however, it has been found eX-' pedi ent to locate correspondingintermediate, signals governing traflic in opposite d rec rela y ,section'fC will not cause the signal 6"to as surnefits 'stbpJposition; Gonsequently,- in 3 the unusual condi-tioncftraflic resulting 'f-ro'ni the pecnliar reverse movement hereinbefore tions a staggered relation, that is, in the relative positions illustrated in the accom g panying drawing; and n systems' in' which the slgnalsare arranged 111 "this staggered;

rel ns-a,- faccorfding' to the practice best known to me, the s1gnal6 does not-control as-far s its opposing signal 8, in -fact,-not Y' even beyond the signal 7 that is, a train anywhere n the track section B will "cause i said slgn'alelt time its stop "position, even tl'iough said train is traveling in the direc:

tion' ii'ldicate d by the arrow and the stick 7 me ian atrain in thetrack described, a train,'-travelingfin the direction indicated by the arroi'v after having @11- tered the track section and then reversed the direotion of itsjniovement, wou d; have to move clear back into thetrack section B before rtflwould cause'the'sirgnal 6 to assume lts dai1ger"pos1't1on.-"

For this reason it is necessary-to'malie the controllingfcircuits forthesignal '6 such that this signal 6 will a'ssuniejits stop position as soon as a train,having entered the track Section E traveling in thedirection indidated by the arrow X,freverses the direction of its movement and enters'the track sectionarmature 4-3 interrupts the circuit for the suniea' stbppositioir Referring particu arly to the energizing circuit number a forthestick relay 1 9,it can b'e seenthat this circiiitisf closed i'f eithelr-the armat re 1 27 orf th e track rel ay 12- is, iiiits up per 1 V or theisign al 8 is in its "stop position."

- Beargin mind this} control ofthe'stick relay '19,? nd resuming 'thedescription-of the J operati ,-assurne that the train in "question I traveling 'inqthet direction of the-arrow X assesentirely fromithe track section ;D into the track section E. "As scams 1 the train leaves the tracl: section (I) the trackxrela y *12 is energized 3 and its armature "'127 raise'cl. and, disregarding the action of the -auafil-f relay Z and assumingthearmature-Z4 s hi upper P itiOmthe circuiti number four for controlling the linerelay 17 is reestablished, therehyf permitting the nal S to more to its 90 degree orproceed. po-

sition-znid interrupt"the second path for he flowfof current in circuits nuihbersufiv and six through the circuit controlling arm 131.

- track section D, the stick relay 19 will be deenergized, for the reason that the track relay '12 is denergized and its armature 127 has broken the only remaining path for the flow of current in the stick circuit'number six for the stick relay 19. When the stick relay 19 is de'e'nergized, the shunt around the armature- 43 of the line relay is broken, so that the line relay 15 is deenergized in correspondence with the denergized condition of the line relay 16, and the signal 6 assumes its stop position; In this way, as soon as a train makes a reverse movement into the track section D it causes the signal 6 to assume its stop position. This is only true for trains traveling in tlie direction indicated by the arrow X and making a reverse movement in the direction indicated by the arrow Y, and rightly so, since for trains traveling in the opposite direction, the control of the signal 6 by the presence of a train'on the track section D is unnecessary, there being an intermediate signal 7 This contingency is provided for by the operation of the stick relay 19, which, for trains traveling in the direction indicated by the arrow X and making a reverse movement, is energized and causes the signal 6 to be controlled by the track section D in the same way as hereinbefore explained; whereas, for trains traveling in the direction indicated by the arow Y, said stick relay 19 is not energized.

Referring to the control of the signal 8, it can be seen from circuit number four that the line relay 17, controlling said signal 8, is controlled by the track sections B, C and D, by the pole changer magnet 32, and jointly by the armature 74 0f the auxiliary relay Z and the armature 91 of the stick relay 19. The pole changer magnet 32 is controlled by the circuit controller 31 associated with the signal 5 and certain other controlling devices at the left, which are-not necessary to consider,the part of the circuit for said pole changer magnet '32 which is shown being as follows commencing at the common wire 35, conductors 36, 133 and 134, pole changer magnet 32, conductor 141, circuit controller 31 and conductor 142.

Assume that a train occupies the track sec tion A, and disregarding for the moment the action of the auxiliary relay Z, it can be seen that the signal 8 will assume its 45 degree or caution position, since the signal 5 assumes its stop position and opens the circuit con-- troller 31, which in turn deenergizes the pole changer magnet 32 and reverses the direction of flow of current in line relay 17. Consequent1y, at the time the train in the track section E is about to make a reverse movement, a train may occupy the track section A and the signal 8 will only indicate cau tion. Likewise, until the first train actually enters the track section D the signal 6 will only indicate caution. In this way still remembering that the action of the auxiliary relay Z is disregarded, it would be possible to have two trains proceeding under caution signals entering the same space between two adjacent opposing signals, that is, two trains would enter the same stretch of track traveling in opposite directions without any in termediate signals to stop them.

In a system embodying this invention, however, the above mentioned undesirable condition cannot occur by reason of the action of the auxiliary relay Z, in connection with the armature 91 of the stick relay l9 and an armature 95 of the track relay 9 of the track section A. Assuming the same conditions as before, namely, that a train, traveling in the direction indicated by the arrow X, has passed along the trackway into the track section E and desires to make a reverse movement; and that another train occupies the track section A. The stick relay 19 was energized by the passage of the first train, and one of the paths for the flow of current in the circuit number four for the line relay 17 is broken by the armature 91. The controlling circuit for the auxiliary relay Z is as follows:

Uircuit number seven.

Commencing at the common wire 35, conductor 88, armature 34 of the pole changer magnet 32, conductors 84 and 85, battery 21, conductors 86 and 87, armature 33 of the pole changer magnet 32, conductors 143, 82 and 96, armature 95 of the track relay 9 in its upper position, conductor 94, relay Z and conductors 93, 68 and back to the common wire 35.

From the circuit last traced it can be seen that the auxiliary relay Z is deenergized and its armature 7 4 is in its lower position whenever the track relay 9 is deenergized, that is, when a train occupies the track section A. Consequently, under the conditions assumed, both paths for the flow of current in circuit number four for the line relay 17 are interrupted, so that, regardless of the fact that the track sections B, C and D are unoccupied, the signal 8 will assume its stop position, thereby indicating to the engineer of the train in the track section E that he cannot make the reverse movement contemplated. It is considered preferable to arrange the signaling system so as to prevent the train intending to' make the reverse movement from so doing rather than to causev delay to any following train.

One important feature of this invention consists in arranging the controlling circuit for the line relay 17, which controls the signal 8 and which is drawn in heavy lines in the drawing so that, when the stickrel'ay 19 is energized by the passage of a: train travel}. ing-iii the direction indicated by the arrow K, said line relay 17 will be subject to the control of the trackrelay 9 of the trackv s ection A, or of the track relays of other track sectionsto the left. It should also be noted that the stick relay19 performs thefunction of selectively determining whether the stop indication ofthe' signal 8 shall be con trollediby the track relay 9 of the track sec.

tion A or by the track relayslO, 1 1 andl2 of the track sections B, C andiD, and'thisxselective action of the stickrelay' 19is necessary, since for-trains traveling in the direc tion indicated by the arrow Y the stop indication of the signal 8 should be under the .control of the track sections B, G andD only, whereas for trains traveling in the direction indicated by the arrow X and mak;

ing the reverse :move of the character before described, the stop indication of the signal 8 should be controlled by thetrack section A, as well as the track sections B, C and D;

One way of accomplishing the result above described is illustrated in the accompanying drawing; but, obviously, "other modified ar.

rangements of controlling circuits can be used; and in my co-pending application, Serial No. 6 5,458, filed the same date herewith, I have illustrated and described other ways of accomplishing the same result. 'I wish it to be understoodthat Icontemplate the use of any one of the different arrange-"i ments of controlling circuits shownin said application in every case where such ar rangenients are applicable, including asys tem employing staggered intermediate signals. It is considered unnecessary to show 1 in detail the circuits showing the application of said modifications to the systemhaving" the armatures of one of the stick relays will, for some reason, fail to drop when it should.

The necessity for such checking will be .apparent from a simple illustration. Assume a train is traveling in the direction indicated by the arrow Y from the track section E into i the track section D. Under these conditions, the energizing or pick up circuit ,for the tick relay 20 is established, said circuit being as follows:

Circuit number eight.

Commencing at the battery conductors 418 41:7 and 145-, circuit controller '30,.con-

.next "signal" to theright corresponding to the.

proceeds over the track section B through R i v X enters the track section'B. The deenergi ductor. 146, armature 147 thetrack relay in-:;its-.lower position, conductor 1&8, 'ai' mature 1490f the track relay 13 in .itslower position, coiiductoi=s150 and 151, stickrelay J0 and. conductors 152 and- 19 back to the battery .24.;

I, L The armature 154; of stick relayiQO closes' a shunt comprising conductors 153, said armature loaiand' cond'i ctor 155' forithearmature 106 and its cooperating contacts controlled by thelinejrelay 17; and consequently,although-the line relay 17 1118)) "be lonergized' and its armature 106; in its I lower 'position, the line relay controlling the signal 8 and governing tralfic in'the direction'indicatedby the arrow Y, may be 811 81 gi'z ed; Supposethatthe trainin question;

the tracksections G and B and on to the sid ing S,-and further suppose that thear'ma' tures of thestick relay 20 do not drop when the should, and that another train, travel- 'ing in the direction indicated by the arrow zation ofthe track relay v 10 and the dropping ofitsarniature 10 would interrupt the circuit number four for energizing the line relay '17 as-exp'lained her'einbjefore; andvthe armature 106 of said line relay should drop and cause the deenergization of the line i'elay controlling the signal next to the right i of the signal Sand-governing trafiic inthe samedirection but, since thearmature 15 l E of thestick relay 20, is assujinedto have 1'6-10'0 .mainedin itsfupper'position, the armature 106 of said line relay 17 is shunted, and the signal to the right of the signal 8 does not assume itsdangerpositicmfas it should To avoid this objection, the controlling circuit for the line relay 15 is arranged toinclude the armature 53 ofthe stick i'elayfZO in its lower position, so that, ifwthe armatures' of V said stick relay should improperly remain,

intheir upper ,pesitionythe signalb could '11 0 i not assume its proceed-position. In the same way, circuit-number fourv for the line relay 1? includes the armature 80 of the'stickqre lay, 18in' its'lower position. In short, the

' circuitfor controlling each line relayasso-flis.

ciated withi each signal includesjan arma? I ture in its lower position controlled" byithe stick; relay associated withfthe next l opplosing signal. f

Variouschanges may be made in the par{ .ticular arrangements'of circuits and control- 1 ling devices 1 shown and described without departing from the invention or the .physi cal embodiment thereof illustrated, and; also this invention ,may heapplied to other sig naliiig systems. Also, although the particu I lar embodiment of the, invention shown, is

designed to be operated by direct current,

simple modification-s apparent to those skilledinthe artof railway signaling, may 13c and other signalsfor protecting the sidings,

preliminary sections, and other expedients known in the art of railway signaling may be combined with this invention.

Although I have particularly described the construction of one physical embodiment of my invention, and explained the operation and principle thereof; nevertheless, I desire tohave it understood that the form selected is merely illustrative, but does not exhaust the possible physical embodiments of the idea of means underlying my invention.

What I claim as new and desire to secure by Letters Patent of the United States, is:

1. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated track circuited sections, each having a track relay; a first signal and a second signal governing traffic in opposite directions over said stretch; a circuit controller governed by said second signal'and closed when it is in its stop position; a shunt for said circuit controller which is closed when the track relay of the section adjacent to said second signal and protected thereby is energized; and a controlling de vice for said first signal having an operating circuit including said circuit controller.

2. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated track circuited sections, each having a track relay; a first and a second signal for governing traflic in opposite directions over said stretch; means controlled by the track relay of the section succeeding the section protected by said first signal for causing said first signal to assume its stop aspect; mean set into operation by the movement of a train in the direction of traflic governed by said first signal for renderingsaid first means ineffective; and

a circuit for controlling said sec-0nd means,

said circuit being controlled jointly by said second signal and by the track relay of the section protected thereby, said circuit being brokenv and said second means being idle when said second signal assumes an aspect other than its stop aspect and said track relay is deenergized.

3. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated track circuited secsite directions over said stretch; means controlled by the track relay of the section succeeding the section protected by said first sign l for causing said first signal to assume itsstop aspect; means set into operation by the movement of a train in the direction of traffic governed by said first signal for rendering said first means ineffective; a circuit for controlling said second means, said circuit being controlled jointly by said second signal and by the track relay of a section protected thereby, said circuit being broken and said second means being idle when said second signal assumes an aspect other than its stop aspect and said track relay is deenergized; mean governed by the track relay of a section in advance of the second sig nal and beyond the first signal for exerting a controlling influence suitable for causing the second signal to indicate stop; and means operated by said second mentioned means for rendering said last-mentioned means to be effective to control said second signal when a train travels in the direction of trailic protected by said first signal.

4:. In a signaling system for railroads, the combination with a stretch of single track having a passing siding and divided into track seC i DS each provided with a track circuit, of a signal located adjacent to one end of the siding and governing traffic away from the siding, a second signal in advance of the first signal and governing traliic in the same direction, a third signal in advance of the second signal and governing trafiic in the opposite direction, and controlling circuits and devices for causing the stop control of the first signal to extend up to the second signal when a train travels away from the siding and up to the third signal whenever a train passes the third signal while traveling toward the siding.

5. In a signaling system for railways, in combination: av stretch of trackway divided into electrically isolated track circuited sections, each having a track relay; a first and a second signal for governing traflic in opposite directions; a device for controlling the first signal; a controlling circuit for said device having two conducting paths arranged in multiple; means for interrupting one of said paths by a movement of the train along said stretch entirely by said second signal in the direction of trafiic governed by said first signal; and means for interrupting the other of said conducting paths by the presence of a train on the section adjacent to said second signal and protected thereby.

6. In a signaling system for railroads, the combination with a stretch of track divided into a plurality of track sections each provided with a track circuit, of a stick relay, a pickup circuit for said stick relay acting to cause energization thereof when a train travels in one direction over said stretch, a stick circuit for maintaining said relay energized after it has been initially energized and so long as a train occupies said stretch, and means for controlling the continuity of device for governingsaid signal, controlling circuits and apparatus for causing said device to change from its normal condition only when a train travels in the direction of trafiic governed by the signal and to remain in its changed condition until such train 'has advanced a prcdetermlned'distance 1n 1 advance of the signal, said controlling circuits. and apparatus also automatically causing said devlceto resume its IIOIIIlill COHdl- 12.]111 a signaling system'for single track 7 railroads provided with track circuit sections,the combination vWith a first signal andfa second signal for governing traflic in opposite directions, a,stic'k relay associated with the first signal, means for energizing said stick relay when a train'travels inthe direction of 'traffic governed by the first signal, a stick circuit for said relay' controlled by the" track' circuit sections 'protected by the first signal and including tW'ofb'ranches in multiple, a circuit controller included in one of said branches and opened when; a particular track circuit section adjacent to the second signal and in advance thereof is occupied, and a slow'acting circuit controller included in the other of said branches and closed when any one of a plurality of track sections in advance of the second signal and including said particu lar track "circuit section is occupied.

V 'l3 .1I n a signaling system'for railroads,

the combination with a stretch of single track divided into track circuit sections having'fa passing siding, of a signal located ad jacentto one end of the siding and governing traffic away from the siding, a second signal in advancepf the first signal and g'overning-trafiicfin the same direction, a

tion, means tending to cause thefirst signal to s indicate stop when any portion of the track between the second and third signals is'ocoupied, an electrically operable device "responsive to the direction of movement of trains and acting when changed from its normalcondition to render said 'me'ans injfefl 'ective, said device beingautomatically cha ed from its normal condition when I a train travels in the direction ofr-tralfic governed 'by the first and second signals and "being maintained in its changed condition' until such train has advanced to a predetermined point inadvan'ce of the second signal and beyond the third signal,

means for causing said device to automatij cally resume its normal condition when such train causing such change'reverse's' its direction of movement after passing the third signal, means capable o-fexerting-a controlling influence suitable for causing the third signal to indicate stop when a train occupies a portion of the track adjacent to the siding and between the ends thereof, and means acting when said device is in its changed condition to permit said last mentioned means to exert its controlling effect on the third signal efiectively.

14:. In a signaling system for railroads, the combination with a stretch of single track divided into track circuit sections and having a passing siding, of a first signallocated adjacent to one end of the siding and governing traflic away from the siding, a second signal located in advance of the first signal and governing traffic in the same direction, a third signal located in advance of a the second signal and governing trafiicin the opposite direction, and controlling circuits and apparatus for governing the first signal and acting to cause the stop control of said signal to normally extend only up to the second signal for trains traveling in the direction away from the siding, said controlling circuits and apparatus including 7 means for. automatically causing the stop control of said signal to extend up to the third signal when a train travels in the direction away from the siding entirely beyond the'third signal and then reverses its direction of movement.

g 15. Ina signaling system for railroads, the combination with a stretch of single track divided into track circuit sections and having a passing siding, of a first signal located adjacent to one end of the siding and governing traflic away from the siding,

a second signal located in advance of the first signal and governing trafiic in the same d1rect1on,a thlrd signal located in advance of the second signal and governlng traflic in the opposite direction, controlling cirthird signal advance of the second signal and governing tra'flic in the opposite direccuits and apparatus for governing the first s gnal and act ng to cause the stop control of said slgnal to normally extend only up to the second signalfor trains traveling in the direction away from the siding, said controlling clrcuits and apparatus including means for, automatically causing the stop control of said signal to extend up to the third signal when a train travels in the dii1'ect1on away from the siding entirely beyond the third signal and then reverses its direct on of movement, a controlling 'circult for the third signal which is normally causing said controlling, circuit to be also {governed by a track circuit section adjacent to the siding'and between the ends thereof. '16. In a signaling system for single track railroads provided ith track circuit sections, an electrically'pperable device, controlling circuits and apparatus ferv ceusi ng' its changed condition so long as such train occupies a predetermlned portion of the track, means for causing said device to imtomatically resume its normal condition Copies of this patent may be obtained for in cents each, by" addressing the Commissioner 0"! Patentl. v i

mal condition reverses its direction Of movement after having entered said predetermined portion of, track, anda, 'circuit for signaling centrolled by said device.

SEDGWICK N. WIGHT.

Washington, D. G."

Images