US1529195A - Railway-traffic-controlling apparatus - Google Patents

Description

March 10, 1925. 1,529,195

R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 30, 1923 2 Sheets-Sheet l INVENTOR ATTORNEY March 10. 1925 1,529,195

I R. A. MOCANN RAILWAY LRAFFIC CONTROLLING APPARATUS I Filed April 30, 1925 2 Sheets-Sheet 2- k} A $3 B u INVENTOR 1 5a am A'II'TORNEY Patented Mar. 10, 1925.

UNITED STATE PATENT- OFFICE.

RONALD A. MQCANN, or swrssvenn, PENNSYLVANIA, AssIorNon fro THE UNION swrrcn & SIGNAL COMPANY, or SWISSVAL'E, PENNSYLVANIA, .A ooaromrron or PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS. I

"Application filed April 30, 1923. Serial No. 635,513.

To all whom it may concern: I Be it known that I, RONALD A. MOCANN,

a citizen of the United States, residing at- Swissv'ale, in the county of Allegheny and State of Pennsylvama, have lnvented certain new and useful Improvements in Railwaylraffic-Cont-rolling Apparatus, of which the following is a specification.

My invention relates to railway trafl'ic controlling apparatus, and particularly to apparatus of the type wherein the cars or trains are governed by energy supplied from the trackway. More particularly my invention relates to the trackway portion of such apparatus. 7 p

I will describe two forms of apparatus embodying my invention, and will then point out the novel features thereo in claims.

In the accompanying drawings,.Fig. 1 is a diagrammatic view showing oneform of trackway apparatus embodying my invention. Fig. 2 is a View showing a modification of the apparatus shown in Fig. 1 and also embodying my invention.

Referring first to Fig. 1, the reference character A designates the track rails of a railroad over which traffic norinally moves in the direction. indicated by the .arrow.

These rails are divided by means of insulated rail joints 1 into a plurality of track sections B C, CD, D-E, etc. Each of these track sections is provided with a source of track circuit current, which, as shown in the drawing, comprises the secondary winding of a track transformer designated by the reference character T with an exponent corresponding to the location, The secondary winding is connected across the rails adjacent the exit end of the section. The primary winding 6 of each transformer T is constantly supplied with alternating current from two line wires 7 through wires 32 and 33. These line wires 7 are connected provided with a track relay designated-by the reference character R'with a suitable exponent, which relay is connected across thewith an alternator 8. Each section is also of the bladerespectively. The upper blade .05 I I operates three signal circuit controllers L, M and N in the usual and well known manner. The lower blade of each signal is capable of assuming two positions at 0 and 90 with respect to its mast, which posi- 2'0 tions I will hereinafter term the proceed and stop positions of the-blade respectively. A signal'circuit controller P is controlled by thllOWQl' blade 90 of each signal in the usual manner. 1 75 Each section is provided with two other relays J and K whose control and purpose will be discussed in detail hereinafter. Each section is also provided with a local transformer designated F, and aline transformer g0 designated G, the primaries of both'of which are connected with the line wires 7. o

An impedance 2 is connected across the rails adjacent the entrance end of each section, a similar impedance 4 is connected across the rails adjacent .the exit end of each section, and a third similar impedance 3 is connected across the rails at an intermediate point in each section.

Referring particularly to section DE, 90 the lower blade 90 of signallS vis operated by a mechanism not shown in the drawing, but which when energized moves the signal blade to the proceed position and when de energized allows the blade to move to the stop position to which it is biased by some force such as gravity. TlllS DlGChfiDlSlll is' provided with a circuit which passes from the left hand terminal of secondary winding 42 of transformer G through wires 45 and '54:, front contact 54 76 of relay J wire 72,

signal circuit controller L on signal S wire 71., operating mechanism of the lower blade 90 of signal S and wires 51-, 20 and secondary winding This circuit is closed only when relay E is of line transformer I through. .wi-res 4-5, .74..

and 73, front contact 6869 of relay R wire the operating mecl'ianisin' of the upper blade 80 signal Sap-and wiresxhl, 20' and {1-6, back to the r ght hand terminal of of transformer G energized. fl'lhe. proceed circuit for :this blade passes from theleft hand terminal of secondary winding 2:4;2 of transformer G illl'fill 'll wireslo and d7, frontcontact 418*- 49 oi relay RP, wire 50, the .operating mechanism of the upper blade 80 of signal S and wires 51, 20 and 46 back to the right hand terminal of the secondary winding 42 i of transformer G This circuit is closed only when relay K is energized. The operation and controhof each of the signals S 38 and is exactly the same as for Still referrin particularly ;to section D- -E, the relayTKD is provided with a circuit which passes from the left hand tel:

rainfal of secondary winding 42 of trans-- former G wire 44, contact P wi-re 6i front, contact .5 56 of relay J wire 55, winding of relay K and wires '52, and

- 46, back .to ,the' zright hand terminal vofsecondary winding 4.2 of transformer Th s circuit is of course closed only when relay J is energized and .the lower blade 9O of slgnal. S is at proceed, thereby 0105- mg the contact P A Branch is provided fo this circuit. which passes gfIOI-Il. wire 44.

through contact N and .back to wire 6.41. This branch is closed only when the upper blade 80 of signalS is at proceed. The

relay J is provided with a circuit which passes from the left hand termmal of secondary winding 42 .of transformer G through wire 44; contact M wire'65, front contact 67-66 of relay R Wire 62, wind ing of relay J and wires 63, 20 and 46,

back tol the right hand terminal .of sec ondary winding l2 of transformer G This circuit is closed only when relay R .is energized and .the upper blade. 80 of signal SE is at caution or proceed, thus closing contact M .Each'local transformer F comprises two secondary windings {l1 and 40. Referring to transformer F one of these secondary windings 41 is provided with a circuit whichv passes from its left hand contact, through wire 77,

'local current of normal relative polarity front contact 58-59 of relay J", wire 39, to the mid point of impedance 2 in section C-D, thence down both rails of the section in parallel. to impedance 4 in section C-D, wires 27 and 61 back to the right hand terminal of secondary winding ll of transformer F only when relay J is energized; The sec-- ondary winding of transformer F is supplied with a circuit which passes from its left 'hand'termin al, through wire 28, front contact ll-{l2 of relay li wires 27* and 27, to the mid point of impedance at in section G-D-, thence down both rails in parallel to impedance 2', wire 39, back contact 58-57 of relay J and wire 78', to the right hand terminal 20f secondary Winch ing 40 [of transformer F This circuit .is closed only when relay E is energized and relay J I is de-energi-zed. .This circuit is provided with a branch which passes from wire '28 through back contact 1%13 of re- This circuit is closed lay RP, wire29, to impedance'3 in section TD, and thence back to the rails of the. ection. branch only when. relays R and J' are both dsenergized. lt is evident that a local current of the one relative polarity which I will call normal relative polarity, may .be supplied to the rails in parallel throughout the length of. the section. or a 10- The circuit is closed through {this cal current of the other relative polarity,

which. 1 will .callire/verse relative polarity, may be supplied yto the rails in parallel throughout the length of a section or from the entrance end to sin-intermediate point of the section depending on whether. the associated relays are energized or .desen ergiz ed.

7 Before explaining the operation of the system as a whole .it should :be pointed out that the trackway apparatus here shown is intended forco-operation Withtrain carried governing apparatus which operates in the following manner: When the train is on a portion of track whlch. is supplied w andalso withtrack circuit current, the .gov-

erning apparatus.permitsthetrain to travel at h gh speedpsuch as mlles per hour.

When the train occupies a portion of track which is supplied with local current of ,reverse relative polarity and also with track circuit current. the governing apparatus prevents the train from proceedingat more than an intermediatespeed suchas 35 miles per hour; but whenthe train enters a portion' of track from which the supply of either line currentor track circuitcurrent is 'diSCODtlIIHGd, the governing apparatus prevents the train from proceeding at more thanajlowspeed ofl'Omiles per houn. .One form ojf governingapparatus which will co.- operate in this manner with the trackway apparatus herein shown is illustrated and described in United States Letters Patent No. 1351771, issued to Lloyd V. Lewis, Sept. 7, 1920.

The operation of the entiresystem is as follows:

As shown in Fig. 1 the section to the right of E is occupied by a train V, which deenergizes relay R This in turn de-energizes relays J and K and allows both blades 80 and 90 of signal S to move to stop. The section D-E is supplied with local current of reverse relative polarity between impeclances 2 and 3 but is not supplied with local current between impedances 3 and 4:. Since section DE is unoccupied,

relay R is energized and local current of reverse relative polarity is supplied to the section C-D throughout its length. Relays J and K are both de-energized and the upper blade of signal S is at caution while the lower blade remains at stop. Since contact M is closed because the-upper blade of signal S is at caution, relay J is energized. Relay R is also energized but relay K is de-energized. Thus the section BC is supplied with local current of normal relative polarity throughout its length and the upper blade 80 of signal S remains at caution whereas the lower blade 90 is caused to indicate proceed. Relays R J and K are all energized, thus moving the upper blade of signal S to proceed which allows the lower blade to return to stop. The section to the left of B is supplied with local current of normal relative polarity. All the unoccupied sections are provided with track circuit current so a train following V and travelling in the direction of the arrow over that portion of track shown in Fig. 1 could proceed at high speed as far as point C, where its speed would be reduced to miles per hour. It could proceed at this speed as far as impedance 3 in section D E but beyond this pointitcould not proceed at speeds in excess of 10 miles per hour because of the interruption of local current, while beyond point E the low speed limitation is still effective because the wheels and axles of train V shunt all the track circuit current away from the governing apparatus.

In Fig. 2 I have modified the arrangement of trackway apparatus shown in Fig. 1 to suit conditions where roadside signals are not in use. In this view each section is provided as before, with impedances 2, 3 and 4, track transformer T, line transformer G and track relay R. Each section is also provided with a line relay H. In this case the local transformer F for each section is only provided with one secondary winding 10. Its primary 9 is energized as before from line wires 7. Referring particularly to transformer F the secondary 10 of this transformer is provided with a circuit which passes from its left hand terminal through wires 35 back contact 22'23 of relay H wire 39, impedance 2, of section CD, the rails of the section in parallel to impedance 1, thence through Wire 27 front contact 11 12 of relay R wires 28 and 38, back contact 2526 of relay H and wire 37, back to the right hand terminal of secondary winding 10 of transformer F This circuit is closed only when relay E is energized and relay H is 'de-energized- A branch is provided for this circuit which branch passes from therails of the section OD through impedance 3, wire '29, back contact 1113 of relay R and back to wire 28. The circuit is closed through this branch only when relays R and H are both deenergized. This secondary winding 10 is provided with another circuit which passes from its lefthand terminal through'wire 35, front contact 2221 of relay H wire 28, front contact 11-12 of relay R wire 27, impedance 4.- of section C-D down both rails of the section in parallel to impedance 2, thence by wire 39, front contact 25-24. of relay H and wire37 back to the right hand terminal of secondary winding 10 of transformer F This circuit is closed only when relays R and H are both energized. The relay H is provided with 'a circuit which passes from the left hand terminal of secondary winding 42 of transformer G through wire 31, front contact 15--1 1 of relay R wire 30, front contact 17-16 of relay R ,.wire 18, Winding of relay H and wires 20 and 19 back to the right hand terminal. of secondary winding42 on transformer G This circuit is closed only when relays R and R are both energized.

As shown inthe drawinga train V occupies the sectionto the right of E. As a result relays R H and H are ale-energized. Thus local current of reverse relative polarity is supplied to the rails of section D-E between impedances 2 and 3 while no local current is supplied to the rails of section DE between impedances 3 and 4-. 1 Relay R is energized and local current of reverse relative polarity is supplied to the rails of section. C-D throughout its length. Relays R and H are both energized. thus supplying local current of normal relative polarity to the rails of the section B-C. Likewise, relays R and H being energized, thera-ils of the section to the left of B are supplied with local current of normal relative polarity. The operation of the gov erning apparatus over the portion of track shown in Fig. 2 is exactly like that described in Fig, 1. Y

Although I have herein shown and de-' scribed only two forms and arrangements of railway traffic controlling apparatus embodying my invention, it is understood that various changes andmodifications may be made therein wit'hin the scope of the ap i pendedclaims :without departing from the spirit and scope of my invention.

Having thus :descri'bed my -inv What I claim is:

1. In I combination, a plurality of successive'seetions of railwaytrack, track c'ircuit for each section comprising the railsention',"

offthe sectioirin series, a source of alter-'1 the aentrance send and v the exit end when; thesection in advance and the's econd sec-" tion in xadyance'are unoccupied;

:2. In combination, a plurality l of 'succes sive seetions of railway' track, a track cir-w cuit i for each section I comprising I :the rails of thewsection in series," a source' oif'alter'--- netting-current for said track circuit, a-traok relay" :for each section, a signal for each sectionyemea-ns controlled in part hy'rsaid sig nal' and said I relay for" supplying the rails in parallel of tl1e-2=s'ectio11 next in 'the @rear with: local current on one relative polarity from the: entrance end' to I an 1 intermediate 1 point in 'thesect-i-omor of one or'the other relative "polarity between the entrance and exitiends ofthe section.

, 3. In combination, a plurality of sue 4o cessi e sections of railway tracky-a track circuit for each section "comprisingthe rails of the section in series, a source of alterhating-current for said track circuit, a track relay foreach section,-a secon'd rel-ayfor eachsection controlled in 'part :by said track relay, a third relay for, each section "con-f trolled-in part by said secondvrelay-,-a signal: for each section controlled by said track relay =and said second'j-and third relays, and H) means controllcd loy said track relay 1 and said second relay'tor supplying therails in parallel'of the secti'onrnext in the rear with local current of one relative polarity "from the-entrance end to an "intermediate point polarity hetwee'n the entrance and exit ends oft-he section.

4. "Tin-combination, a plurality of successivesecti'ons of railway track, a track circuit 7 for each section comprising the rails ofthe section in series,l a source of alternating current/for said t'rackcircuit, a track relay for eaeh s'ectiomra secondrr'elay for each section controlled-by the associated track relay and the track relay next in advance, a third relay marries for each section controlled byzthe associated second relay and-ythe track relay of the sec tion next in advance, a signal for each sec' tion controlled b y i ts associated track relay and second andthird relays, and means'con To trclled bysaid t-rack relay a-nds aid second relay r01 supplying the-rails in parallel or the section next in the rearwith local icurrent of one relative polarity from the"'entrz'uice-end -to an intermediate point in the s ction or of one or the-other relative p Ola-1*" ity between the entrance andexit ends 0f E the sectionw I 5. In' comhinartiom a --plurality'- of su cessi e sections of-railway trackfa track circuit ibr each sectiony a source of curr-ent'foreach said circuit, a track --1.=elay*for each sec tion, a. signal having two semaphore blades foreach-section; a first, asecon'd and a third signal circuit controller operatedby' the up- 1 55 per blade o'feachsaid signal ;--a fourth signal circuit 1 controller "operated by *the" lower blade ofeaoh said signal,==a second relay for each 'section',a'thirdrelay *for-each-section, a I local transformer 'ioreach' section; a circuit 99' for said second relay' including-a sourceof' energy,- a front contact on its" associated track transformer and the 7 said 1 first signal circuit controller of the section next '-in advance;a circuit for said thirdrelay includ inga source 'ofenergma front contactofits associated second relay,- and the "second" or the third signalcircuit' controller of the sec tion next in advance, a secondarywinding on said localtransformerfa circuit for said W secondary including a frontcontact on said second-relay and the-railsin parallel ofthe' section next in the rear-, a second secondary winding on said local transformer; a circuit for-said second secondary"including the rails, in parallel",*of the section next in rear, a back contacton said second relay, "and a front contacton said trackirelaygfan'd' a second: circuit for sai-d secondary including the rails in parallel or *theseotion' next in'rear Icetween the .entra'nceend and an intermediate point'in the section, a hackcontact on'said in the'section or of -.one-o1"the'other relative track rel-a y and back contact "on said third rel-ayxl 6. In 001 cessive sections of railway track, a track" circuit'for eaclnsectioncomprising the rails ofthe section in series-fa. source of alternab ing-"currentfor-saidf track circuit, a track relay forcachsection, a line relay "for each lit) circuit, and means-'controlledbysaid track rel'ayandsaid line relayiorsupplying local' currentto the rails in 1) arallel" 'ofithe section nextin 'the .rear with local current oi one 1 relativef aolari ty from the entranceend to as 'mtermedlaztepointinthe sectionor of" one or the other {relative polarity between the entrance and exit ends of the section.

7. In combination a plurality of sue cessive sections of railway track, a track n'h ination, "a plurality of sue-" of the section in series, a source of alternating current for said track circuit, a track relay for each section, a line relay for each section; a circuit for each said line relay comprising a source of energy, a front contact on its associated track relay and the track relay for the section next in advance, a local transformer provided with a secondary winding; a circuit for said Winding including the rails in parallel of the section next in rear, a front contact on said track relay, a front contact on said line relay and a second front contact on said line relay; a

second circuit for said secondary comprising the rails in parallel of the section next in rear,.a front contact on said track relay, a back contact on said line relay and a second back contact on said line relay a third circuit for said secondary comprising the rails in parallel of the section nextin rear be RONALD A. McCANN.

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