US1342644A

US1342644A - A cobpobation

Info

Publication number: US1342644A
Authority: US
Publication date: 1920-06-08
Anticipated expiration: 1937-06-08

Description

F. H. NICHOLSON.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATION FILED NOV. 15, 1919.-

UNITED 'STATS .PATENT FRANK H. NICHOLSON, 0F WILKINSBRG, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed November 15, i919.

To all whom t may concern:

Be it known that I, FRANK H. NICHOLSON, a citizen of the United States, residing at VVilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traiiic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway traiiic controlling apparatus of the type whereintraflic governing means located on a railway car or train is controlled by energy received from the track rails.

One object of my invention is the provision of a system of this character in which a car or train may operate at full speed over a section of road which is not equipped with means for supplying energy to the track rails, and without the necessity for cut-out devices on the car or train. A

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figure 1 is a diagrammatic view showing one form of trackway apparatus embodying my invention. Fig. 2 is a diagrammatic view showing one form of vehicle carried apparatus embodying my invention and adapted for coperation with the trackway apparatus shown in Fig. 1.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. l, the reference characters l and la designate the track rails of a railway along which traffic normally moves in the direction indicated by the arrow and which rails are divided by insulated joints 2 to form a plurality of successive blocks A-B, B-C, etc. Located adjacent the entrance end of each block is a road-side signal which is designated by the reference character' S with an exponent corresponding to the location. Each of these signals, as here shown, is of the semaphore type, adapted to indicate stop, caution and proceerh according as the semaphore is in the horizontal, the inclined or the vertical position, respectively. The apparatus for controlling the signals is omitted from the drawing for the reason that it forms no part of my invention; but it is understood that in Specification of Letters Patent.

Patented Julie 8, 1920.

Serial No. 838,264.

accordance with usual practice each signal indicates stop when the corresponding block is occupied, caution when the corresponding block is unoccupied and the block next in advance is occupied, and proceed when the corresponding. block and the block next in advance are unoccupied. rI`hus, as shown in the drawing, the block to the right of point D is occupied by a vehicle V', so that signal SD for this block indictates stop, signal SC indicates caution, and signal SB indicates proceed.

Fach block is provided with means for connecting a source of alternating vehicle governing current across the track rails adjacent the exit end of the block. As here shown, this is accomplished by a transformer for each block, designated by the reference character T with an exponent corresponding to the location, the secondary of which is constantly connected across the rails of the block, and the primary of which is at times connected with a transmission line E which is supplied with vehicle governing alternating current by a generator The primary circuit of each transformer T includes a circuit controller operated by the adjacent signal and designated by the reference character H with the saine exponent as that of the signal by which it is controlled. Each of these circuit controllers is arranged to be closed when the signal indicates proceed or caution, but open when the signal indicates stop. It will be seen, therefore, that vehicle governing current is supplied to the rails of a block when the signal for the block next in advance indicates proceed or caution, but not when it indicates stop. In other words, this current is supplied to each block whenever the block next in advance is unoccupied.

In accordance with usual practice, an impedance 6 is interposed in the connection between one of the track rails and the secondary of each transformer T to limit the current drawn from this transformer when a car or train is near the exit end of the block.

Located adjacent the entrance end of each block is a permanent magnet M, and each block is provided with a second and similar magnetMCL locatedat least at maximum braking distance from the exit end of the block for trains runnin T at a medium s )eed n t) P,

which l will assume to be o miles per hour.

Although l have specified that the magnets M and Ma are of the permanent type, it is,

of course, evident that constantly energized electromagnets could be substituted if desired, although permanent magnets are preferred on account of their greater relia bility.

Referring now to F ig. 2, the vehicle carried apparatus, in the form here shown, includes two laminated soft iron cores 9 and 9, which are mounted on the vehicle in advance of the forward axle 'and are locator over the two track rails 1 and 1n, respectively. Each of these cores is substantially U-shaped, with its legs pointing downwardly, and each core is disposed transversely with respect to the rail. rlhe two cores 9 and 9 are provided with windings 10 and 10a, respectively, It is apparent, therefore, that when alternating current Hows in either rail, part of the magnetic lines of force surrounding such rail will pass through the core which is directly over the rail and so will induce an alternating potential in the coil carried by such core.

rlhe two coils 10 and 10'Ll are included in series in a circuit ci, which circuit also includes a condenser 16, and which circuit 1 will term the receiving circuit. The two coils are so wound and connected in this circuit that the potentials induced in the coils by alternating current :tl owing in opposite direction in the two rails are additive, so that the vehicle governing current in the track rails will cause an alternating current to flow in circuit Circuit a tuned to resonance at the frequency of the vehicle governing current, so that condenser 1G is charged to a comparatively high potential by the comparatively feeble current induced in circuit a by the vehicle governing current in the track rails. The potential thus induced in circuit c is employed to control a quick acting relay R, which l will terni the continuous control relay, but 1 preferably interpose between the condenser 16 and the relay` R suitable amplifying and rectifying apparatus which is represented by the rectangle designated (if. lt will be seen, therefore, that current will be supplied to relay R by the apparatus G only when the vehicle is on a section of track to which vehicle governing current is supplied.

The vehicle carried apparatus includes a second relay J which is in a normally closed circuit comprising a battery 17 and a coil 22 wound on a laminated soft iron core Q6.'

This core is mounted on the vehicle in such position that it passes close to the poles of the trackway magnets M and Ma, and the parts are so proportioned that when the core 26 passes over a traekway magnet the current impulse which is induced in coil 22 neutralizes the effect of battery 17 so that relay J opens momentarily.

1When relay J is energized, current is supplied to relay lt independently of the apparatus Gr, the circuit being from terminal B of a suitable source of current through contact 3 of relay J wire f1, front point of contact 5 of relay R, wire 7, and winding of relay R to terminal O of the same source of current. It will be seen, therefore, that when the vehicle enters a block the rails of which are not supplied with vehicle governing current, relay R will continue to be energized until the vehicle passes over a pera manent magnet M or M, whereupon relay J will be momentarily denergized, thereby denergizing relay l. Relay R will then remain denergized until vehicle governing current is again received from the track rails.

Relay R controls a slow-releasing relay l?, the circuit being from terminal B of a suitable source of current through contact 11 of relay R, wire 12 and winding of relay F to terminal O of the same source of current. 1t follows, therefore, that relay F will be closed whenever relay R is closed. Relay l.P in turn controls the pick-up circuit for a quick acting medium speed. relay hl, this circuit being from terminal P of a suitable source of current, through contact 13 of relay F, wires 141, and 15, and winding of relay N to terminal O of the same source of current. Relay N is provided with a holding circuit which passes from terminal li, through contact 3 of relay J, wire elback point of contact 5 of relay t, wire 18, contact 19 of relay N,

wires

20 and 15, and winding of relay N to terminal O.

Relays R and N may be employed to control vehicle governing apparatus of any desired type. As here shown, these relays, together with the circuit controlling device Z, are employed to control a brake application magnet Q, which latter so arranged as to cause an appli-cation of the brakes when the magnet becomes deenergized. The circuit controlling device Z includes an arm 3() which is operated by a centrifugal device (not shown), which device in turn is driven by a wheel of the vehicle. lVhen the vehicle is at rest, the arm 30 occupies the position in which it is shown in the drawings; when the speed of the vehicle exceeds 15 miles per hour, arm 30 passes out of engagement with contact segment 29; when the speed exceeds 35 miles per hour the arm passes out of engagement with contact seg ment 2S; and when the speed exceeds 63 miles per hour this arm passes out of engagement with contact segment 27.

hen relay R is closed, brake magnet Q is energized by virtue of the following circuit, provided that the speed of the vehicle does not exceed miles per hour: from terminal B of a suitable source of current through contact 11 of relay R, wire 21, contact 27-30 of circuit controller Z wire 23, and brake magnet Q to terminal When the relay R is open and relay N is closed, brake magnet Q is energized by virtue of the following circuit provided that the speed of the vehicle does not exceed 35 miles per hour: from terminal B, through front point of contact 24C of relay N, wire 25, contact 28-30, wire 23, and vmagnet Q to terminal O. When relays R and N are both open and the speed of the vehicle does not exceed 15 miles per hour, brake magnet Q is energized through a circuit which passes from terminal B, through back point of contact 211 of relay N, wire 31, contact 29-30, wire 23 and magnet Q to terminal O.

It will be observed that while relay R is closed, the vehicle governing apparatus gives a high speed indication, that when relay R is open and relay N is closed this apparatus gives a medium speed indication, and that when both of these relays are open the apparatus gives a low speed indication. The high speed indication may be termed a non-restrictive indication, and the other two indications may be termed restrictive indications. As here shown, these indications are given through the medium of brake controlling apparatus, although it is understood that any other suitable form of apparatus or device may be employed without departing from the scope of my invention.

The operation of the apparatus shown in Figs. 1 and 2, is as follows:

In Fig. 1 I will assume that the vehicle V which is shown in block A-B, is equipped with the governing apparatus shown in Fig. 2. Inasmuch as signal SB .is in the proceed position, vehicle governing current is supplied to the track rails of block A-B, so 'that current is supplied to relay t on vehicle V by the apparatus G. 1t follows that when the vehicle V passes trackway magnet hl2L the momentary opening of relay J will not cause relay R to open. The rails of block B--C are also supplied with vehicle governing current due to the fact that signal SC is in the caution position, and so it follows that as the vehicle V passes through this block the trackway magnets M and Ma will have no influence on the continuous control relay R. The vehicle may proceed through blocks A-B and B-C, therefore, at 65 miles per hour. The rails of block C-D are not 'supplied with vehicle governing current, however, because signal SD is in the stop position. As the vehicle V enters block C-D, therefore, the supply of current to relay R from the apparatus G will cease, so that when the iron core 26 passes over magnet M at the entrance end of this block, the momentary opening of relay J will cause quick acting relay R to open and the latter relay will then remain open after relay J closes. The opening of relay R will open the circuit for slow-releasing relay F, but contact 13 of this relay will not open until after front contact 3 of relay J and back contact 5 of relay R have closed. lt follows, therefore, that relay F holds the quick acting medium speed relay N closed until the holding circuit for the latter relay becomes closed through front contact 3 and back contact 5. Relay N, therefore, remains closed until the' next trackway magnet is encountered. lllhe opening of relay R opens the high speed controlling circuit for magnet Q, but the medium speed circuit for this magnet remains closed at the front point of contact 24 of relay N. lt follows, therefore, that upon passing the trackway magnet M an automatic application of the brakes will occur if the speed of the vehicle is above 35 miles per hour but not if the speed is below this value. rPhe vehicle may, there fore, proceed into block C--D at a speed of 35 milesper hour or less. As the vehicle passes trackway magnet M, the momentary opening of relay J will open the holding circuit for the medium speed relay N, so that this latter relay will then open and will remain open, even after relay J again clo'ses. The opening of relay N opens the medium speed controlling circuit for magnet Q and closes the low speed circuit at the back point of contact 2-1, so that an automatic application of the brakes will occur unless the speed of the vehicle is below 15 miles per hour. rlChe vehicle may then proceed through the remainder of block C--D at 15 miles per hour or less.

I will now assume that while vehicle V is in block C-D the preceding vehicle V passes out of the block to the right of location D. Vehicle governing current Willi then be supplied to the rails of block C-D, so that the continuous control relay R will at once become energized, whereupon vehicle V may resume full speed. This is true whether vehicle V has passed trackway magnet Ma or not at the time that vehicle V passes out of the block to the right of location D.

It will be apparent that if only two indications are desired viz., high speed and low speed, the vehicle carried apparatus may be considerably simplified. Relays F and N would then le omitted, segment 28 of circuit controller Z would be omitted, and the circuit for segment 29 would be carried through a back point on contact 11 of relay R. ln Fig. 1, each trackway magnet Ma would be located at maximum braking distance from the exit end of the block for trains or vehicles ruiming at maximum speed, and magnets M would then be employed to give the lov7 speed indication on a vehicle in the event that the signal for a block changes to the stop position after the vehicle has passed magnet Ma in the block next in the rear.

It will be observed that the vehicle V may proceed over a stretch of track which is not equipped with transformers T and magnets M and Ma, and that only the high speed limit will 4be imposed, assuming, of course, that relay R is closed when the vehicle enters such stretch.

Although I have herein shown and described only certain formsof apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention what I claim is:

l. Railway trailic controlling apparatus comprising` a railway track divided into blocks, apparatus for each block controlled by tratc conditions in advance for supplying vehicle governing current to the rails ol" the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed circuit on said vehicle includingr a second relay and a source of current, a stick circuit for said first relay including a source of current and controlled by a front contact of each relay, means located at intervals in the trackway for momentarily denergizing said second relay, and means on the vehicle for giving a nonrestrictive indication when said lirst relay is energized and a restrictive indication when said first relay is denergized.

2. Railway trailic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by traffic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle,` means located at intervals in the trackway for momentarily opening said second relay, a stick circuit for said first relay including a sourcev of current and controlled by a front contact of each relay, and

means on the vehicle for giving a non-restrictive or a restrictive indication according as said first relay is energized or denergized.

3. Railway trafiic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by trafiic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle,

means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway for momentarily opening said second relay, means on the vehicle for keeping said first relay energized after the vehicle enters a block to which vehicle governing current is not supplied and until said second relay is opened, and means on the vehicle for giving a non-restrictive or a restrictive indication according as said lirst relay is energized or denergized.

4. Railway trailic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by traiiic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway for momentarily opening said second relay, means on the vehicle for keeping said iirst relay energized after the current supplied thereto by the irst-mentioned means ceases until the second relay is opened, and vehicle governing means controlled by said first relay.

5. Railway trailic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by tratiic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway :tor momentarily opening said second relay, and vehicle governing means on the vehicle controlled ointly by said two relays.

6. Railway traliic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by traliic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle forl supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway for momentarily opening said second relay, and means on the vehicle for giving a restrictive indication when the second relay becomes denergized provided the supply of current to thelirst relay by said first-mentioned means has Jfailed and for maintaining such indication until current is again supplied by said first-mentioned means.

7. Railway traflic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by traffic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed circuit on the vehicle including a second relay and a source of current, means 4including magnets located at intervals in the trackway for momentarily nullifying the effect of said source in said circuit, and vehicle governing means on said vehicle controlled by said two relays.

8. Railway trafiic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by traflic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle ygoverning current is supplied, a normally closed circuit on the vehicle including a second relay and a source of current, means including magnets located at intervals in the trackway for momentarily nullifying the effect of said source in said circuit, means controlled by said second relay for keeping the first relay energized after the vehicle enters a block to which vehicle governing current is not supplied until the second relay is opened and vehicle governing means controlled by said first relay.

9. In combination, a railway track divided into blocks, a vehicle for travel thereon, a circuit on said vehicle including a source of current, means located at intervals iii the trackway for momentarily neutralizing the effect of said source in said circuit, means on the vehicle controlled by said circuit for giving and maintaining a restrictive signal indication when said source is neutralized, means for each block controlled by trafiic conditions in advance for supplying vehicle governing current to the rails of the block, and means on said vehicle responsive to the presence of vehicle governing current in the rails for preventing said restrictive indication and for removing such indication after it has been given.

l0. In combination, a railway track divided into blocks, a vehicle for travel thereon, a normally energized relay on said vehicle, means located at intervals in the trackway for momentarily denergizing said relay, means controlled by said relay for giving and maintaining a restrictive signal indication on the vehicle when the relay is I of the block, a vehicle, a

de'energized, means 'for each block controlled by traffic conditions in advance for supplying vehicle governing current to the iails of the block, and means on said vehicle responsive to the presence of vehicle governing current in the rails for preventing said restrictive indication and for removing such indication after it has been given.

l1. Railway traffic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by trafiic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a circuit on said vehicle including a source of current, means located at intervals in the tiackway for neutralizing the effect of said source in said circuit, and means on said vehicle for giving and maintaining'a restrictive signal indication when said source of current is neutralized if said relay is not supplied with current but not if said relay is supplied with current.

l2. Railway traliic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by trafhc conditions in advance for supplying vehicle governing current to the rails relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway for momentarily opening said second relay and means on the vehicle operating in the absence of the supply of current to saidv first relay by said first-mentioned means to give a medium speed indication the first time said second relay is opened and a low speed indication the second time said second relay is opened.

13. Railway traffic controlling apparatus comprising a railway track divided into blocks, apparatus for 'each block controlled by traffic conditions in advance for supplying' vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway for momentarily opening said second relay, means on the vehicle for keeping said first relay energized after the supply of current thereto due to said trackway apparatus ceases until the second relay opens, a high speed indication circuit controlled by a front contact of said first relay,

a medium speed relay, a circuit for the latter relay including a front contact thereof and controlled by a back Contact of the first relay and a front contact of the second relay, a slow-releasing relay controlled by a front contact of said first relay for keeping said medium speed relay closed during the inter'- val in which both the lirst and second relays are open, and a medium speed circuit controlled by said medium speed relay.

14. Railway traiic controlling apparatus comprising a railway track divided into blocks, apparatus for each block controlled by tratlic conditions in advance for supplying vehicle governing current to the rails of the block, a vehicle, a relay on said vehicle, means on said vehicle for supplying current to said relay while the vehicle occupies a block to which vehicle governing current is supplied, a normally closed relay on the vehicle, means located at intervals in the trackway for momentarily opening said second relay, means for keeping the iirst relay energized after the supplyI of current thereto due to said trackway apparatus ceases until the second relay opens, a high speed indication circuit controlled by a front contact of said first relay, a slow-releasing relay on the vehicle controlled by a front contact of said lirst relay, a medium speed relay on the vehicle, a closing circuit `for the medium speed relay controlled by a front contact of said slow-releasing relay, a holding circuit for said medium speed relay controlled by a front contact thereof and by a front contact oi the second relay and a back contact of the first relay, and a medium speed indication circuit controlled byl a front Contact oi' said medium speed rela 5l5. Railway traf-flic controlling apparatus comprising means for supplying vehicle governing current to the track rails, magnets located at intervals in the trackway, and governing means on a vehicle controlled by said current and said magnets for giving a non-restrictive indication as long` as said current is supplied to the track rails and a restrictive indication when the vehicle passes a magnet in the. absence ot said current.

16. Railway trafc controlling apparatus comprising means for supplying vehicle governing energy to the track rails, means on a vehicle for giving a non-restrictive indication when affected by said energy in the trackway, and magnets located in the trackway for causing said means to give a restrictive indication in the absence of said energy but not when said energy is present.

17. Railway tratlic controlling apparatus comprising means for supplying vehicle governing current to the track rails, magnets located at intervals in the trackway, and vehicle carried means arranged to give a restrictive indication on passing a trackway magnet in the absence of said current in the track rails but not if such current is present.

18. Railway traiic controlling apparatus comprising a track divided into blocks, means controlled by traffic conditions in advance for supplying vehicle governing current to the track rails of each block, magnets located in the trackway, and vehicle carried means arranged to give a restrictive indication on passing a trackway magnet in the absence of said current inthe track rails but not if such current is present.

19. Railway tratlic controlling apparatus comprising track rails dividedl into sections, means for each section for supplying alternating vehicle governing current to the rails of the section whenthe section next in advance is unoccupied, a permanent magnet for each section located in the trackway at least at maximum braking distance from the eXit end of the section for trains running at medium speed, a continuous control relay on a vehicle, means located on the vehicle and controlled by said vehicle governing current in the track rails for energizing said relay, a medium speed relay on said vehicle, means for `energizing said medium speed relay while the continuous control relay is energized, other means including a coil in inductive relation to said trackway magnets for keeping` said medium speed relay energized after the continuous control relay becomes denergized until the vehicle passes over` a magnet, and governing means on the vehicle for` giving a high speed indication whensaid continuous control relay is energized, a mediumy speed indication when the latter relay is denergized and the medium speed relay is energized, and a low speed indication when both relays are denergized.

20. Railway traiiic controllying apparatus comprising means i for supplying vehicle governing energy to the trackway, impulse devices located in the trackway, a continuous control relay on a vehicle, means controlled by said trackway energy for eriergizing said relay, a medium speed relay on the vehicle, means for energizing said second relay while the first relay is energized, and for keeping it energized after the irst relay becomes denergized until the vehicle passes a trackway impulse device, and vehicle governing means controlled by said relays.

21. Railway traffic controlling apparatus comprising means for supplying vehicle governing energy to the trackway, permanent magnets located in the trackway, a continuous control relay on a vehicle, means controlled by said trackwayV energy for energizing said relay, a medium speed relay on the vehicle, means for energizing said second relay While the rst is energized, In testimony whereof I aliX my signature other means for keeping said medium speed in presence of two Witnesses.

relay energized after the irst relay opens FRANK H NICHOLSON and including a coil in inductive -relation to said trackway magnets for causing Jche Witnesses: relay to open, and vehicle governing means A. HERMAN WEGNER, controlled by said relays. E. P. CRUM.