US1730314A - Combined train order and traffic signal - Google Patents

Description

Oct. 1, 1929. J. BENNETT 3 COMBINED TRAIN ORDER AND TRAFFIC SIGNAL Filed June 19. 1925 FIG. 1.

g IN V EN TOR.

Mum/13$, BY 2 2 v M'TTORNEY Patented @ct. l, 1929 Ultra" arias JERRY BENNETT, OF SCOTTSVILLE, NEW YORK,'ASSG1IQE TO GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, IxTEiT-J' YORK I COMBINED TRAIN ORDER AHD TRAFFIC SIGNAL Application filed. June 19, 1925. Serial No. 38,248.

This invention relates to semi-automatic signals for railways, and more particularly to a multiple aspect signal which by the number of distinctive indications available may be used to give the usual indications of traffic conditions ahead automatically and fur ther by reason of superimposed manual control give other info mation which L not likely to be mistaken for an indication of favorable traffic conditions ahead.

In the operation of trains on most of the railways, train orders are at times required to instruct the train crew as to how they shall reach their destination and where they shall meet certain other trains or shall. allow other trains to pass them from the rear. These train orders have generally been transmitted from the train dispatcher to the train crew in two difi'erent ways depending on the nature and importance of the train order. When the train order is such as to seriously endanger the train if it is not carried out, the train is required to stop to take the order in which event the engineer or conductor is required to sign an acknowledgement that he has received such order; whereas if the order is such as to facilitate traffic rather than to safeguard it, the order may be. given to the rain. crew without requiring them to stop to sign such receipt, and in which event the order is tied to a hoop, or the like, which is handed to a train man on a passing train. In transmitting train orders in thisway it is, of course, necess ry to inform the train crew properly as to when and how a train order is to be transmitted to them, and in the past a three-position signal has in some instances been used for this purpose. On account of the limited number of clearly distinguishable colors available, train order signals have in many instances employed the same color in dication as the usual automatic signals, namely, green, yellow and red, and even if color distinction were employed to distinguish train order signals from automatic signals confusion might easily result in mistaking a train order signal f an automatic signal on account of the limited number of clearly distinguishable colors. In any event it has happened that a train order signal has been mistaken as a proceed automatic or semiautomatic signals as a result of which awreck has occurred.

With the above and other important considerations in mind, it is proposed in accordance with the present invention to employ a signal which has a sufiicient number of distinctive combination color aspects, so that conditions of traiiic ahead as well as information as to the transmission of train orders can be given by the same signal, as a result of which there cannot be a confusion between the usual auto matic and a train order signalj As a further object of the present'invention it isproposed to display a caution signal at the next signal location in the rear of such combined train order and trailic signalunde'r traffic conditions which require the display of such caution signal and also when the train is required to come to stop to take a train order.

More specifically, it is proposed to provide a three-condition light signal for the purpose of indicating conditionsof traffic ahead, em-

ploy a two-condition light signal having a predetermined spaced relation to the auto matic signal for the purpose of indicating that a train order is to be transmitted to the train crew, and in employing a single aspect light signal having a different fixed relation to the automatic signal so that the traincrcw must either read theautomatic signal in con:

. nection' with the single aspect signal or must the indication which has been set up. c

Other objects, purposes and characteristic 7 features of the invention will appear from the following description and the drawings.

In describing the invention in detail refer- 1 aspects which are used in the particular arrangement in which the invention has been illustrated.

Referring to the drawings, the particular embodiment of the invention illustrated shows color light signals for carrying out the mult plicity of aspects for giving both conditions of traflic ahead and information as tov the transmission of train orders although position light signals or semaphore signals alone, or in combination with one or more light signals, may be employed instead of the particular arrangement illustrated.

Each of the light signal units shown consists of a closed compartment having darkeed walls and an openlng and preferably conta ning a lens therein, which 1s capable of converging a large spherical angle of light from a concentrated light source, such as the filament of an incandescent lamp, into a rather narrow beam having a color the same as that of the lens. This construction. avoids the reflection of light from the outside and thereby avoids a false or phantom indication, and at the same time constitutes an efficient light projecting unit. Also the incandescent lamps used in connection with these light signals each preferably have a concentrated fil ament which is located in the focus of such lens.

Referring to Fig. 1, a portion of the track of'a railway system is shown, in which the normal direction of traflic is as indicated by the arrow, which track has its rails 1 divided into blocks by insulating joints 2 of which the adjacent ends of the blocks II and I only have been shown. At the exit end of the block I there is provided a source of alternating current'potential (not shown) the instantaneous polarity of which depends on traflic conditions in the next block in advance of the block I, so that the track relay T connected across the rails at the entrance end of the block I is energized to its normal position, in which it has been shown, if both the blocks I and the block next in advance thereof are unoccupied. This relay assumes the reverse dotted position when the block in advance of the block I is occupied and assumes the pendent de-energized. position if the block I is occupied by a train which shunts the track phase winding of this relay T. This relay T 7 also has a line phase winding 8 which winding is connected directly across one secondary winding 9 of the track transformer 10, which transformer receives its energy from line transformer 11.

In the preferred embodiment of the invention illustrated the three-condition color light signal comprises a clear lamp 15 preferably colored green, a caution lamp ltlpref erably colored yellow, and a danger lamp 17 preferably colored red located on one side of the signal pole 18, the two aspect train order signal includes a lamp 19 preferably colored yellow and the lamp 20 preferably colored red, and the marker light comprises a red lamp 21 located a considerable distance below the train order signal. Each of the lamps just mentionedis connected in a separate circuit to the secondary windingof its individual transformer, which transformers have for convenience been numbered 24, 25,

26, 27, 28 and 29. These various signal lamps may be controlled in any suitable manner, but pro erably are controlled jointly by the track relay T and the desk circuit controller D6 which preferably one of the type more specifieally described in the application of R. C. Leake, Ser. No. 602,042, filed November 20, 1922.

This desk circuit controller includes a hen dle 30 which may, if desired, be locked in any suitable way as by mechanical interlock ing mechanismor by an electric lock, and through the medium of which certain circuits may be opened and closed as conditions require. This deskcircuit controller also includes indicators A, S and AS, which. signify that no train. order is to be given to the train crew, that the train is to stop to receive a train order and that the train is to receive a train order at speed, respectively. The apparatus illustrated also includes a repeater relay RR which is preferably slow-acting so that it does not assume its de-energizedecondition when trafiic conditions change from.

clear to caution, during which change this relay RE is momentarily de-energized. In other words, if this relay BB were not slowacting a momentary indication of danger traffic conditions ahead would be given when the track relay T changes from its normal to its reversed position, which momentary indication might cause confusion or might cause the train crew to place less reliance upon the signal indication; as constructed, however, this relay RR, does not assume its de-energized position during reversal of the relay T. I

The main winding of this repeaterr'elay RR, as readily appears from the drawings, is energized through the contact 33 of the track relay T when this track relay is either energized normal or reverse, and the auxiliary winding 84: of this repeater relay RE is energized whenever the handle 80 of the desk circuit contr ller DC is in either of its e treme positions, through the medium of contacts 35 and 36 of this circuit controller, so

that the repeater relay BB is de-energized when either the track relay T is de-energized or the circuit controller DC is in its neutral position. From the circuit for the main winding of the relay RR it is obvious that this relay ER is die-energized when the block I is occupied, and for this reason the pole changing contacts 37 and 38 of this repeater relay RR change the relative polarity of the alternating current derived from the secondary winding 32 and applied to the track circuit of the block H. From the circuit'for its auxiliary winding 34 it appears that relay ER is (lo-energized when the controller handle 30 is in its neutral stopping position; so that the net result is the signal located at the entrance of the block H will indicate caution whenever this relay RE is de-energized, either because a stop train order si nal has been set up manually or because caution traffie conditions exist by reasons of the presence of a train ahead in block I.

It readily appears that the transformers 28 and 29 which feed thegreen lamp and the caution lamp 16 of the automatic signal are energized when the track relay T is energized normal and reverse, respectively; and that these transformers receive their energy through the front contact 39 of the relay RR, and the contact 41 of the relay T, so that if this relay BB is tie-energized neither of the lamps 15 or'16 can be energized. Further, if the relay BR- is tie-energized, the contact 40 of this relay RR applies energy to the primary winding of the ransformer 25 so as to energize the red lamp 17 .of the automatic signal. The other side of the primary windings of these transformers 25, 28 and 29 are connected to a common wire C, which is connected to one side of the primary winding 4% of the transformer 10. Further, it should be noted that the current which may be applied to any one .of the lamps 15, 16 or 17 of the automatic signal, through contacts 39,

40 and 4:1, is derived from a common feed wire F, which is connected to the transformer 11 through contact 47 of the desk circuit controller DC, one of the indicators A, S or AS depending on the position of the desk circuit controller DC, and the wires 16 and 48; so

that regardless of the positions of the relays V an indication, these indicators being designed so as to assume their energized indicating positions only if the current flowing in the primary windings of two of the transformers iflows through such indicator and providing 1 proaching train.

that the secondary winding of these transformers are connected to lamps which have their filaments intact. w

As thus far described it is apparent that the automatic signal will indicate conditions of traffic ahead so long as the desk circuit controller DC is in either of its extreme positions but that the red lamp 17 will be energized and the lamps 15 and 16 will be de-energized irrespective'of traffic conditions ahead if the desk circuit controller DC is in its neutral position. A

Let us now consider the functions of the contact 50 of the desk. circuit controllerv DC which contact determines the character of train order information to'be given to an ap- This contact 50 through wires 51 and 52 is connected to one side of the secondary Winding of the transformers 2st, 27 and 26 when the desk circuit controller DC is in its normal, its reverse and its neutral position respectively. The other side of this primary winding of these transformers also being connected through the medium of wire 55 t the common feed wire F, which feedwire F receives its current through the contact l7. of the desk circuit controller DC and one of the indicators A, S or AS as the case may be through wires 46 and 48 connected to the other side of the secondary winding of the transformer 11.

From these circuits it readily appears that the red marker lamp 21 is energized when the desk circuit controller DC is in its normal position; the yellow lamp 19 is energized when this circuit controller is in its reverse position; and the red lamp 20 is energized when the controller is in its neutral position. Considering now the flow of current to one of the transformers 24, 26 and 27 through the medium of contact 50 of the desk circuit controller, and the flow of current to the primary winding of one of the transformers 25, 28 and 29 through theinedium of contacts 39, 40- and 41 and that the currents for any two transformers which may be energized at the same time, for reasons just given, is derived from the feed wire F throughone of the indicators A, S or AS depending on the position of handle 30; it appears that such indicator will assume its indicating position and inform the operator that there are two lamps illuminated and that theengineer of the approaching train has the necessary information only if the filaments of the lamps energized by these f two transformers are intact.

Referring to Fig. 2 let'us' now consider the number of distinctive indications that clusive. With the desk circuit controller in lamp " and illuminate the yellow lamp 19.

its normal position the red lamp 21 is energized regardless of the condition of the automatic signal comprising lamps 15, 16 and 17, from which it is obvious that (1) under clear traflic conditions of the block I and the next block in advance thereof (not shown) the green-lamp 15 and this red lamp 21 are energized, which signifies proceed; (2) with the block to the right of the block I occupied, under which condition the polarity of the track circuit current in the block I is reversed, and the track relay T is energized to the reverse position, the yellow lamp 16 is energized in combination with the red 21, which signifies caution; and if the block I is occupied and the track relay T is de-energizeu it causes de-energization of the repeater relay ER by reason of dropping of contact 33 which in turn will energize the red lamp 17 of the automatic signal together with the red lamp 21 which signifies danger. During each of the three indications or proceed,caution and danger, just mentioned, the indicator A assumes its indicating position and indicates that the automatic signal together with its red marker lamp 21 is functioning properly.

If now,the operator wishes to transmit a train order to the train crew without requiring the train to come to a stop he will move the handle 30 to the extreme right-hand position andin so doing will by contact 47 s lect the at-speed indicator AS, and will by contact 50 extinguish the red lamp 21 A Under this condition the three indications marked 4, 5 and 6 in the diagram in Fig. 2 will result. The automatic signal comprising lamp 15, 16 and 17 will function in exactly the same manner as it does in the first three indications, (1), (2) and (3) just mentioned, so that itris not necessary to discuss these three indications specifically.

If the train crew is to come to astop to take a train order and sign a receipt therefor the operator will move the desk circuit controller to the neutral position and in so doing will illuminate the red lamp 20 through the medium of contact 50'and will effect de-energization of the relay RR through the medium of contacts 35 and 36. Vith the relay RR de-energized the automatic signal can indicate dang-er only, that IS, the red lamp 1'? 1s energized ust the same as if the block I were occupied; so that two red lamps arranged horizontally are lighted to inform the engineer of the approaching train that he 1s to stop to take a train order. If these two red lamps 17 and 20 are properly energized the.

stop indicator S will assume its indicating position and inform the operator accordingly, also, with the relay RR de-energiz'ed to give the stop train order signal the next signal in the rear will indicate caution.

It is considered expedient to briefly mention, as follows, what each of the indications tabulated in Fig. 2 is intended to convey to the engineer in the particular embodiment of the invention illustrated :-(1) proceed; (2) caution; danger; (4) take train order without stopping and then proceed; take train order without stopping and then proceed with caution; (6) take train order without stopping and then proceed at low speed; and (7) stop for train order.

. In those systems in which the rulesrequire the train to be brought to a stop before an automatic stop signal is passed the last two indications would be interpreted as follows (6) stop for train order and proceed at low speed; (7) stop and sign for train order;

In order to assure full safety to an approaching train in a system employing a signal embodyingthe present invention the operator will be required to keep close watch that the proper indicator A, S or AS is indieating, at all times, and in order to aid the operator it may be desirable to add an audible signal which sounds whenevernone of these indicators is in an indicating position. This precaution should be taken, since the engineer might mistake the illumination of a single lamp for that of anordinary automatic signal, or if all of the lamps are extinguished may not note the fact that he has passed a signal location. With the provision of these indicators the operator will be properly informed and may, if necessary, flag the train in any other suitable way.

Having thus shown and described one specific embodiment of the present invention, it is desired to be understood that the present invention is not limited to the employment of color light signals, but may if desired be carried out by the employment of position light signals or semaphore signals alone, or in combination with color light signals, and that various changes, modifications and additions may be made to adapt the invention to the particular type of railway signaling system in connection with which it is to'be used without departing from the scope of the invention or the idea of means underlying the same.

W hat it is desired to be secured by Letters Patent is v 1. A combined train order and trafiic signal comprising, a plurality of distinctive color light signals, and means for lighting pairs of lamps in said signals substantially vertically disposed to indicate distinctively various conditions of traffic ahead, and pairs of lamps in said signals substantially horizontally disposed to indicate distinctively any one of a plurality of train order informations, r

2. A combined train order and traiiic sig nal comprising, a plurality of distinctive color light signals, and means for lighting pairs of lamps 1n said signals substantially vertically disposed to indicate distinctively variousconditions of traffic ahead and pairs of lamps in said signals substantially horizontally positioned to both distinctively indicate conditions or" tratlic ahead and visually transmit certain train order information.

3. In a combined signal for railway signaling purposes, the combination of signaling means for indicating clear, caution and danger traiiic conditions ahead and for causing the next signal in the rear of said signaling means to indicate caution WllQIISEtiCl signaling means indicates danger, supplemental signaling means located at the signal location of said signaling means and means for energizing the supplemental signaling means and at the same time causing said signal in the rear to indicate caution.

l. In a combined automatic and manual signal for railway signaling, the combination of signaling apparatus for giving a plurality o'i signal indications each indication of which is effected by illuminating a plurality of incandescent lamps, automatic means for controlling said signal apparatus, and indicating means for indicating Whether or not the required number of lamps for giving a particular signal indication are illuminated. v

5. semiautomatic multiple aspect signal comprising, a three condition automatic trafiic indicating signal, a multiple aspect train order signal located adjacent said three condition signal, a marker light, and means to illuminate the marker light only, and cause it to be read in connection, With said three condition signal, When said train order signal is in its non-indicating condition.

6. A combined train order and traiiic signal comprising, a plurality of manually and automatically controlled color light signals, and means for lighting pairs of lamps in said signals substantially vertically disposed to indicate distinctively various conditions of traiiic ahead, and pairs of lamps in said signals substantially horizontally disposed to indicate distinctively any one of a plurality of train order informations.

7 A combined train order and traflic signal comprising, a plurality of distinctive color light signals, including traiiic controlled si nals, and means for lighting pairs of lamps in said signals substantially vertically disposed to indicate distinctively various conditions of tra'liic ahead and pairs of lamps in said si nals substantially horizontally positioned to both distinctively indicate conditions of traiiic ahead and visually transmit certain train order information.

8. In a signal system, a plurality of tratlic controlled light signals, a plurality of other light signals, and indicating means placed in indicating condition only it a plurality of the light signals is lighted.

9. In a signal system, a plurality of and indicating means connected to be respon-' sive only to the combined energizing currents for one of the traflic controlled signals and one of the said other signals.

12. In a signal system, clear, caution and danger signals controlled by traffic conditions train-order signals indicating a train order, at stop, at speed, and no order, manual means for energizing the train order signals, and connections whereby energization of the at stop train order signal, energizes the traiiic danger signal regardless of traffic conditions.

13. In a signal system, clear, caution and danger signals controlled by traffic conditions, train-order signals indicating a train order, at stop, at speed, and no order, manual means for energizing the train order signals, and an indicator responsive only While one of the trafiic signals and one of the train-order signals is simultaneously energized.

14:. In a signal system, a plurality of traffic controlled signals, av plurality of manually controlled train-order signals, and means for causing simultaneous energization of one of each class of signals.

15. In a signal system, a plurality of traffic controlled signals, a plurality of manually controlled train-order signals, means for causing simultaneous energization of one signal ofeach class, and indicating means assuming indicating condition only When one signal of each class is energized. 1 f

In testimony whereof I hereby aiiix my signature.

JERRY BENNETT.

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