US1242144A - Track apparatus for indicating the movements of railway-trains. - Google Patents

Description

Lamm. TRACK APPARATUS FOR INDICATING THE MOVEMENTS 0F RAILWAY TRAINS. vAPPLICATION FILED FB.'24| 1914A rwhamas. hm-k A l WTNESSES T. E. CLARK. TRACKAPPARATUS Foa sNnlcATmG THE MovMENTs 0F RAILWAY TRAINS.

APPLICATION FILED FEB. 24| 19N.

Pafenfed oct. 9,1917.

2 SHEETS-SHEET 2.

THli/IAS E. CLARK, 0F DETROIT, MCHIGAN.

TRACK PPAR'ATUS FOR INDICATING THE MOVEMENTS 0F RAILWAY-TRAINS.

Specification of Letters Patent.

` Patented oet.. a, iai r..

Application filed February 24, 1914. Serial No. 820,709.

5 State of Michigan, have invented a new and Improved Track Apparatus for Indicating the Movements or" Railway-Trains, of which the following is a specification.

This invention relates to automatic lappa-l ratus designed for controlling the operation of railway trains, and consists of means for announcing to the engineer of one train that the second block of track in advance is occupiedl hydanother train, and 'for stopping the 15 first train when it enters the block next to @he occupied block.'

This linvention consists, in combination with a railway track Adivided into blocks and a wayside circuit for each block, of a generator of high-frequency, high-potential current for each block, of a variable connect-ion between the generator and the Wayside circuit of each block so that the frequency and wave length of the current passing to the waysidey circuit of any blockvmayfbe varied when a predetermined block in adv vance is occupied.

It further consists of connections between the current generators of adjacent blocks whereby, when one of the blocks is occupied, the transmission ofY current in one of the next Iadjacent blocks is interrupted and the frequency and wave length of the oscillations in the second block in the same direcis occupied.

v.It further consists in the installation of translating devices and electric circuits on a Vlocomotive or other moving vehicle whereby succeeding block ahead of the traclr and other instrumentalities to cause the stopping ot' the locomotive when the next block ahead of this present invention when joined at the lines Arat,- and the same reference characunoccupied.

tion are modified so long as the said block certain instrumentalitics to signal to the engineer the presence of a vehicle in the second ters refer to like parts throughout both figures.A

It has been suggested that locomotives may be controlled by electrically energized means to hold closed certain train-valves of the afir brake systems during such time as the next block of the track, in advance, is

The current to the valve controlling device is to .be dependent upon a proper relay, which is to be energized by current impressed upon a receiving circuit on the vehicle from a way-side circuit. So long is the block in advance is unoccupied, the train-valvc is to 'remain closed, but if the locomotive enters a blocknext to one that is occupied, the appara-tus is to^imme diately cause the bra-kes to be set. If the train thusA entering is ruiming at high speed, the sudden application of the brakes may cause great damage.

It is therefore desirable to cause the approaching train to check down to a predeltermined speed during the time that it is passing overA the track next adjacent the entrance of the block in which tlie brakes will be automatically applied, so that, at the time the brakes are applied7 the eifect will be unohjectionable.

Means are therefore provided for checking down the approaching train,.for signaling the engineer, and for stopping the train. In the following description, the blocks will be termed the clear block, the caution block, the danger block and the roccupied block. It will befunderstood that the mechanism of all the blocks are similar and that each block becmes in turn occupied, danger, caution and clear as the trains proceed.

In the drawings, ive blocks and four transmission installations are shown, termed respectively blocks A, B, C, D and E, in the direction or' movement of the ytrains and an alternating current is supplied to the controlling and generating devices of each block by means of wires l and 2, leading from any current source. The rails 3 and '4, are divided into blocks by means of proper in sulation 5. These rails are connected to the wires l and 2 by means of track circuits consisting of wires G and 7 leading vto the switch 8, the transformer 9-10, the wires 13 and 14, the armatures 15Iand 16 of the relay 17 and the wires lSand i9. From the nrails S'and 4 the wires 2l and 22 connect to the primary winding 23 Vof the three .position relay So lonjaY as the block in adyane-e Clear;n the arnn'itnres 25 and 2(3 will be swung in one direetion, `say to the lett. as indicated at the right ol Figi. l. it the block in advance is L"'oeeii'pied. the. armatures will be at neutral position`r as indicated at the lett otl Figs. l and 2. a nd when the bleek in ad- 1anee is (langei. the armatures will be swung' in the opposite direction, as indicated at the right ot Fig. 2.

rThe drawings show 'Four generator stations. `tor high potential, high frequency current, one tor eaoh of the blocks A, l, (l,

and Drand these are. indicated by .er (l, .ll (l,- C G and l) respectively. lacli generator is controlled by the track circuits of the tufo blocks next in adyanee. 'When the block text in advance is occupied the Current is ent oil'. but if the second block in adyan-ce is occupied, caution signals are sent out4 lllhen the block in advance is clear the parts yyill be in position shown at D (t. Current will pass from n'ire l oyer wire 30, switch 3l. wires 32 and 83.- arinature Bl, and Wire 3T to the react-ance 36, orer Wire Si' to the primary ot the transformer 3S, over wire 59 to the armature 40 of the relay 42, and Wires 43 and el to the switch 31, and over nire l5 to the line wire Q. rlhe Wire 39 could connect direetly to the Wire 1l-'l'. but experience has shown that -t'or the operation of the relay j and armature 3%-, a companion arn'iature le() is desirable. and therefore the wire 39 is Connected to the. arinature 4U.

lletiyeen the rails ot each block 'is the main limb lo of the wayside circuit, extendinga substantially the length oli' the block, its front end terniinatingr a short distance back from the end ot the block and its rear end extendingthe saine distance into the bloei( in the rear. A Qielvup 0r counterbalancing,Y limb al? extends along the outer side ot the 't'ront end ofthe track trom the end ot each block haelt some distance bend the front end ot the main liinb. The length et the coiuiterlnilanee being); preterably at least one hundred teet, and the distance between the end ofthe main limb and the end ot the hloclr being greater than the length ot a locomotive.

rEhe transformer 38 may inelude z spark gap l) and condensers 5l et any desirable type, as well as a tuning` coil A Wire 53 connects one end or" the, eoil 52 to the transformer and another wire 5l connects this. end to the counterbal-aneing limb a7. A condenser 'l eonsti'tntes an adjustable capacity which a"sists in balancing the e: pacity of the limb l? of the Wayside circuit.

wire 55 connects th other end of the coil to the main limb 4G. The wire (S0 connects the 'transformer to the arn'iature having` armatures 25 and 26.

59 of the rela)l 5S, and Wires 5G and 57 may connect this armature to the Coil 512. the connection by wire 5o resultingY in a change in frequency ot the current in the Wayside rirenit, preferably less than when by wire 5T. lWhen the wayside. circuit receives its current oyer Wire 57. the signals in the vehicle indi 'ate clear while the current over uire 5G results in "cantionli signals. lt will therefore be seen that it the relay is energized. "caution" current indications occur in the wayside eireuit.

As stated before. a. track circuit consisting` ot the wires 1S and 1S) conveys current to the nils. and normally this circuit passes over the wires Q1 and to one ot the `windings Z-rl of the three position relay z-lf. But it this circuit is bridged. as by the wheels and axle S() ol1 a liaoinotire. no current will pass to the winding' QS. and the armatures 25 and :26 will be at. chrneutral". See C G. A litth relay (S2 has armatures and 3717, the formel adapted to close the circuit between the Wire 352 and the Wire G5 eonnect-- ing to the relay 59. and the latte` adapted to close the eireuit betiyeen this Wire 3Q and the Wire 66 lea ding' to the induetanee. This relay (3Q also determines Whether the signals shall be elar or nation.

(lonneetinflrto the translnnier fl-il: are Wires 70 and Tl.. The Ytoiner eonneets to the Wire 72 of the secondary Windingl otA the relay 2l and then by u'ire 73 to the wire Tl.' lt aso fonnects to the armatures and 2b. llrlhen the block in adyanee is clear7 and the main winding Q3 ot' the relay 24 receiyes a positive current. causing the armatures :25 and "25 to swing to the left, Current will pass from the armature Q6 to the wire il. to the relay 1T and to the wire 7l, causingl the armatures l5 and 16 to assume the positions shown in D (l.

l3nt it the track is not clear` the conditions indicated in station C G are present. rllhe axle and Wheels Htl short eireuit the nils 2% and l and the current over the wires Qlwiz will be insntlicienl to energize the relay 2t and more the armatures 25 and @(3 troni nent'al position. lilenee no current will pass over the Wire TG to the relay -lL or over the Wire 77 to the relay (32. J`he relay (S2 when energized closes the eireuidietu'eeii it he wire 32 and the reactance 36 lay means ot' the armature (il, while the relay lf2 when ener- Qaized closes this reircuittby means ot the armature 24. lllhen neither is enerizaed there will be no circuit to i w the transformer l' f 1 do. lurthermme. when the aunatures r'u condianrl Q6 are as in ll t?. under "rlea tions and the relay la) if; ener;'iZe the or rable reactance Elli is short and strong euri ,intv

flows to the transformer. .at the same time the secondary or high potential eircuit eonsisting or the wire GO., armature 5?. wire 57.

tuning coil 52, over the wire 56,- thus re`4 ducing the frequency of the highpotential current.

1V e lhave then a high-frequency strong current when the armatures 25 and 26 are .aS Shown at D (i, and a lower-frequency current of less strength when these armatures are as at B The former current will be termed the clear current, the latter the caution current. lVhcn these armatures are as at C G, there is no current in the wayside circuit and the conditions are termed dangei". These armatures are oontrollcd by the double windings 'of the relay 2l. The current of the secondary Winding of this relay is over the wires -72 from the transforn'ier 9--11 and over the wires 723-71 back again, or the reverse, and is constant. r1`he primary winding 23 of this relay connects to the rails 3 and 4 by the wires 21-22 and the track connects to the armatures 15 and 16 by the wires 18 and 19. Now, whether the current flows in one direction or the other over this winding 23, will depend upon the positions of the armatures 15 and 16, and they vin turn are positioned according to the relay 17, and this in turn depends upon the relay 24.

Referring now to C G, the armatures 25 and 26 being at neutral, the circuit to Wire 74 is broken and the relay 17 is not energized. The armature 15 connects to the wire 1S and armature 16 to the wire 19. This causes a flow of current which may be said to be to the rail 4 over wire 22 to winding 23 of B G, and then over wire 21 back to C (l, resulting in swinging the armatures and 26 of B G to the right, the closing of the circuit tothe relay 62 and in caution signals. 1f the'generator were transmitting clear7 current,- or caution current. the armatures and 26 would close the circuit to the wire 74 and relay 17. swinging the armatures up to thev position of l) (if, and causing the current to flow in the opposite direction in the vv dingy 23 and the armatures 25 and 26 to be as in D G. The armatures of all the stations will be as l) (ln-excepting when al block is occupied when the, next station in the rear wil be as C (t, and the second in the rear'will be as B G. The locomotive will recei e clear current, the locomotive 81Y will receive/caution current, while a locomotive in block C will receive no current whatever.

On each locomotive may be mounted certain translating devices of any desired description, proper signaling and other safety 'devices a )ro )er source of current to actuatethe safety devices, and circuits between them, as Well' as Ireceiving circuits' upon which the high-potential high-frequencycurrent from the wayside circuits may be impressed. The installation in Fig. 1 is in the condition when receiving clear current from the Vmain receiving circuit, that in Fig. 2 when receiving caution current.

Mounted on the locomotive or other vehicle whose speed is to be controlled is any proper current receiving devicel 82, positioned about from eight to twelve inches above the main wayside circuit limb 46, and two other harps S3, similarly positioned with respect to the pick-up limb t7. Vllires 81 and 85 lead from these receiving harps to the .controlling devices on thev vehicle..

The wire 84 connects to the cleara inductance 86 and the caution7 inductance 87, while the wire connects to the pick-up inductance SS, condensers 89 being installed if desired. As clear7 conditions normally exist, the circuits therefor will irst be followed. v

A wire 90 connects to the inductance' 86 and to the armature 91 of the main relay 92, and a wire 93 connects to the ltranslatingrelay 94, which connects to a tuning coil 95. A wire 96 comes from this coil to the ground, preferably, to the axle 80. "The current passing through this relay causes its armature 97 to close the local circuit from the bus-bar 98, over the Wire. 99 to the relay 92, then oveil wire 100, armature 97 and Wires101, 153 to-the bus-bar 102. lires 1011 and and switch 106 connect these bus-bars to the current source, preferably a storagebattery 107. So long, therefore, as current passes to the main relay 92 and the translating-relay 94, the parts will remain in the position shown in the upper part of Fig. 1, but to attain these conditions, other means including the pickup are necessary, the functions. of whichare as follows;

W'hen a train has beenstopped in a block where no current flows in the wayside circuit, the engineer can close a switch as hereinaf'ter explained, and the locomotive, can then proceed slowly until the end of the block is reached, at which point` the locomotive may wait. The pick-up harps receive current from the counter-poise 47 of that block. .if the block ahead is unoccupied, current will pass over the wire 85, inductance 88, wire 110, armature 91 (which has fallen When relay 92 becomes deiinergized because of the opening of the circuit over the wire 125, armature, 126, Wires 142, 182 and 18? to the relay 17 6 and then over wires 181 and 185 to the switch or switches and wires 186 and 183 to the bar 102. l/Vhen the relay 1 76 is energized the armature 178 causes the contacts on the ends of the Wires 187 and 188 to engage. As a result a new circuit from the bar 98 over wire 125, armature 126, wire 1&2, 182 and 188 to the relay- 176, over wires 187 and 188 to the bar 102 is formed, resulting in the relay 176 remaining energized until the main relay 92 is again energized because of high frequency clear current being impressed on the pickup coil 88, which results in the armature 126 opening the circuit.

The energization of the relay, 176 and the closing of the circuit between the ' Wires 189 and 190 results in the following circuit: From the bar 98, the current follows the wires 190, 189, 127 and 128 to the solenoid 119, thence over wire 124 to the bar 102. So that, if the main relay 92 is denergized, the momentary closing of the switches will cause the closing of the valve 118.

-When the control switches are closed and the locomotive is moving along iu a danger7 block, it is very desirable that it shall not exceed a predetermined.low speed. The relay 17 5' is connected to the dynamo 163 by wires 198 and 194, so that when the current generated by the dynamo bccopies. suliiciently strong, the armature 171 )vill be swung to separate the ends of the wires 182 and 183 and of wires 184 and 185. This will open the circuit to the other relay 176 and permit the separation of the wires '189.and 190, and thus the opening of the circuit to the train valve solenoid 11'9. The slow inoving stick-relay will keep the circuits to the solenoid 119 open for a time after the speed of the train has fallen below a predetermined rate. i

It will therefore .be seen that this meehanisni will begin to slow down a fast pas senger train as it enters the :aution block and will stop it as it enters the danger block, while a slow movingtrain may move through the caution block, at its usual speed, only to be stopped in the danger block. To suddenly stop fast trains may se` follow from block to block under safetylor' caution conditions. y

The details of construction forni no part of this invention, asall the parts indicated may be of any desired construction and may be modified to meet the various conditions under which they to be used.

I claim: 1. In an apparatus for indicating the movements of railway trains, the combina? tion of a railway track dividedinto blocks,

a circuit connectirgl asoiirceof current to each block, a relay controlling each circuit, a wayside circuit for each block, a generator of high-frequency high-potential current for each wayside circuit, each generator including. an oscillating circuit, a second relay to control each said oscillating circuit whereby the frequency and wave length of the current passing to its wayside circuit may be Ivaried, a third relay to control the first and second, and a circuit between the rails of the block in ad fance and the third relay.

2. In an apparatus for indicating the movements of railwaytrains, the combina! side circuit, a third relay to control said second relay, and a circuit between the rails of the block in advance and the third relay.

3. In anl apparatus for indicating the movements of railway trains, the combination of a railway track divided into blocks, a circuit for each block connecting the rails thereof to a source of current, a relay to change the current passing over each said circuit, a wayside circuit for each block, a generator of oscillating current for each wayside circuit, a second relay to control the first relay and to control the generator of cach block, and a circuit between the rails of the block in advance and said second relay.

4. In an apparatus for indicating the movements of railway trains, the combination of a railway track divided into blocks, a. wayside circuit for one of the bloc/ks, a generator of oscillating,current fory said wayside circuit, a relay to controly said generator and the wa ve length and frequency of the current passing to the wayside circuit, a second relay to control the first, a circuit beltween said second relay and the rails of the block ahead, a circuit between said rails of the block ahead and a current source, a third relay controlling said circuit to vary the current passing to said block, a circuit connect ing, a fourth relay to control the third, a

circuit between the rails of the second block in advance and said fourth relay, and a circuit between said rails of the second block ahead and a current source.

5. In an apparatus for indicating the movements of railway trains, the combination `of a ,railway track divided into blocks,

a wayside circuit for one of the blocks7 a generator of oscillating current for said wayside circuit, electro-magnetic means to control said generator and tlie wave lengtliL and frequency or' tl'ie current passing to the wayside circuit7 a circuit between said cleotro-inagnetic means and the rails ol the block aliead a circuit between said rails of the block aliead angl a current source, a relay controlling said circuit for controlling the direction of the current passing to said rails, electro-magnetic means' controlling the position of tlie relay, a circuit between said last nanied electro-magnetic means and the rails of tlie second bloclrfaliead, and a circuit between lie rails oiiitlic second block. ahead and a current source.

6. in an apparatus ior indicating the movement of railway trains, the combina.- tion a railway traclr divided into blocks, a wayside circuit for eacli block, a generator ci liiglrtrequency high-potential current for each wayside circuit, electro-magnetic controllers adjacent the generator whereby the frequency and Wave lengths of the curoscillations in the Wayside circuits may be variedyand electric circuits between said controllers andthe rails of the second blocks in advance whereby the actions oi3 tlie controllers are governed. f

i'. "in an apparatus for indicating 'the movement of trains, tli'e combina tion of a railway tracl` divided into blocks., a wayside circuit for each block, a generator` of high-frequency high-potential currentv for each wayside circuit7 electro-magnetic controllers adjacent the generators whereby frequency and wave lengths or tlie current oscillations in the Wayside circuits may be varied. and electric circuits between'tlie controllers and the rails of the blglcks whereby tlie action of the controllers Jare governed.

8. an apparatus for 'indicating tlie movements of railway trainsq the combination of a railway track divided into blocks, a current source io each block and a connection between said source and the rails ol' the block, a relay controlling` said connection to determine the direction of current passing to its block, a wayside circuit for each block, generator oit' oscillating current lfor each wayside circuit, an electro-magnetic device :for -eacli block in operative relation with its generator and witli its relay in the track circuit 'for controlling said generator and :relay7 and a circuit between eacli said electro-inagnetic device and the rails of tlie block in advance.

in an apparatus 'tor indicating the movements oi railway trains1 the combination ci a railway track divided into bloci's, a current source each block and a connection between said source and the rails oi the block, a relay controlling said connection to determine the direction of current passingto its block a wayside circuit for each.v

trolling the track :ir `iit for controlling said generator and relay, a circuit between eacli said electroanagnetic device and the rails oi the bloclr in advance,l and an additional circuit between said electro-magnetic device and a current source.

l0. lin an apparatus for indicating:I` the movements oil railway trains, tlie combination of a railway tifac r divided into blocks, a current source for eacli block and a con'- nection between the rails of eacli block and said current source, a relay controlling said connection to determine and varytlie current passing; to said rails, a Wayside circuit for each block, a generator of oscillating current for each Wayside circuit, a threeposition relay for each block in operative relation with its generator for controlling the Wave length and frequencyof oscillations of the current passing to the wayside circuit and in operative relation with said first named relay to control tlie character of the current passing to the rails, and a circuit between eacli said three-position relay and the rails of the block ahead.

ll. ln an apparatus for indicating the movements of railway trains, the'combination of a railway track divided into blocks, a current source for each block and a c0nnection between the rails of each block and said current source, a relay controlling said connection to determine and vary the current passing to said rails, a wayside circuit for each block, a generator of oscillating current for each Wayside circuit a three-position relay for each block in operative relation with its generator for controllin the Wave length and frequency of'oscillations of the current passing to tlie Wayside circuit and in operative relation vvitli` said. first named relay to control the character of the current passing tol the rails, a circuit between each said tlireeposition. relay and the rails of the loloclr ahead, and an additional circuit kbetween said three-position relay and a current source. 9

l2. in an 'for indicating the movements or' railway trains, tlic combination of a railway track divided into blocks, a current source for eacli block and a connection between tne rails of eacli bloclr and said current source7 a relay controlling said connection to determine and vary the current passing' to said rails, a. wayside circuit for cach bloclc a generator or@ oscillating current for eacli wayside circuit.y and. .means in each block for determininn` the wave length and trennen v or" oscillations oi tlie current nass lill@ igiene/i relationv with said first named relay to control the character of the current passing to the rails, said mea-ns being controlled by the current in the rails of the block in advance.

13. In a train control apparatus, the combination of a track divided into insulated blocks, aisource of alternating electro-mo tive force, a tuning device for each source, a wayside circuit near the ground parallel to the rails of a block comprising one limb extending from onev point on said tuning device and a second limb out of alinement with the first and connected'to another `point determining the action of the electro-magnet. l

In testimony wliereo` 'I have signed this specification in the presence of two subscribing witnesses.

Y THOMAS E. CLARK. Witnesses:

EDWARD N. PAGELSEN, L. M. SPENCER.

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