US1531115A - Railway-traffic-controlling apparatus - Google Patents

Description

March 24. 1925. 1,531,115

' R. A. MGCANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 4 1924 INVENTORI Q. Q; m BY K Ak n. ATTORNEY Patented Mar. 24, 1925.

UNITED STATES PATENT OFFICE.

RONALD A. MCCANN, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 8Z2 SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed October 4, 1924. Serial No. 741,769.

To all whom it may concern.

Be it known that I, RONALD A. MGCANN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traffic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway trafiic controlling apparatus, and particularly to apparatus of the type wherein governing mechanism on a car or train is controlled by energy received from the trackway.

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

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate the track rails of a railway along which traffic moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 to form a plurality of track sections, of which only three complete sections A-B, BC, and C-D, are shown in the drawing.

Located adjacent the entrance end of each section is a signal designated by the reference character S, with an exponent corresponding to the location. Each of the signals, as here shown, is of the semaphore type adapted to indicate stop, caution, and proceed. The circuit for controlling these signals are omitted from the drawing for the reason that they form no part of my present invention. It is sufficient to say that each signal indicates stop when the associated section is occupied, caution when the associated section is unoccupied and the section next in advance is occupied, and proceed when the associated section and the section next in advance are both unoccupied.

Each section is provided with a track relay designated by the reference character E with an exponent corresponding to the location. Each track relay comprises a track winding 3 connected across the rails adjacent the entrance end of the corresponding section, and a local winding 4:, which is supplied with current in the manner hereinafter explained.

Alternating signaling current is normally supplied to the rails of each section by a transformer designated by the reference character H, with an exponent corresponding to the location. The secondary of each transformer H is connected across the rails adjacent the exit end of the associated section through a current-limiting impedance 16. Referring particularly to transformer H the circuit for the primary of this transformer is from the secondary 6 of a line transformer M through wire 24:, back contact 11 of a line relay F, wire 25, primary of transformer H and common wire 0, to the secondary 6 of transformer M 'When this primary circuit is closed, that is, when line relay F is de-energized, current is supplied to the local winding 4 of track relay E by a circuit which passes from the secondary 6 of transformer M through wires 24: and 26 back point of contact 13 of relay F wire 28, local winding 4; of track relay E and common wire 0 to secondary 6 of transformer M The primary 8 of transformer M is connected with a transmission line L which is constantly supplied with alternating signaling current by a generator G It will be seen from the foregoing, that when relay F is de-energized, alternating signaling current is supplied to the rails of section GD, and also to the local winding 4 of track relay E so that this relay is energized.

hen a train enters section (3-D it will. of course, de-energize track relay E and if track relay E for section B-C is then energized, line relay F will become energized by a circuit which passes from secondary 7 of transformer M through wire 17, back contact 15 of track relay E wire 18, front contact 14: of track relay E wire 19, relay F and common wire 0 to secondary 7 of transformer M The energization of line relay F will open the circuit hereinbefore traced for the primary of transformer H and will close a circuit for the primary of a track transformer J which circuit is from secondary 9 of a transformer K", through wires 20 and 21, circuit controller N operated by signal S, wire 22, contact 12 of relay F wire 28, primary of transformer J and common wire 0 to secondary 9 of transformer K If signal S indicates caution or proceed,

circuit controller N Will be closed, so that current from transformed K will be supplied to the primary of transformer J. The secondary of transformer J is connected across the rails of section CD, through a current-limiting impedance 16. The primary 10 of transformer K is connected with a transmission line L which is constantly supplied with alt eruating train governing current by a generator G It will be seen, therefore, that while section CD is occupied by a train, if section BC is unoccupied, the source of signaling current will be disconnected from the rails of section CD and train governing current from generator G will be supplied to the rails of this section. The energization of line relay F will also open the circuit previously traced for local winding 4 of track relay E and will close a new circuit for this winding, which circuit passes from the secondary 9 of transformer K through wires 20 and 27, front point of contact 13 of line relay F wire 28, winding 4 of relay E and common wire 0 to the secondary 9 of transformer K It follows that when section CD is occupied and section BC is unoccupied, alternating train-governing current is supplied to the rails of section OD and also to local winding 4 of track relay E for this section.

The alternating currents delivered by the two generators G and G differ in frequency. As an example, the frequency of the signaling generator G may be 25 cycles per second, and the frequency of the traingoverning generator G may be 100 cycles per second.

The apparatus and circuits associated with each section are the same as the apparatus and circuits associated with section CD and described hercinbefore.

The trackway apparatus shown herein is intended for co-operation with train-carried governing mechanism so arranged that when the train occupies a section which is supplied with train-governing current a proceed indication will be given aboard the train, but that when the train occupies a section which is supplied with signaling current instead of train governing current a stop indication will be given aboard the train.

As shown in the drawing, section A-B is occupied by a train V, so that track relay E is de-energized and signal S inclicates stop. Inasmuch as track relay E is energized, line relay F is also energized, so that train-governing current is supplied to the rails of section AB, and so a proceed indication is given on train V.

I will now assume that a train enters section CD, thereby de-energizing track relay E and causing line relay F to bei i i come energized} Train-governing current will then be supplied to the rails of section B-C andj also to local winding lof track relay E As the front end. of the train enters section BC it; will de-energize track relay E thereby tie-energizing line relay F and line relay F in turn will restore current of the signaling frequency to the rails of section C-D and also to the local winding at of track relay E lVhen the rear end of the train passes out of section CD, track relay E will again become energized and so the apparatus associated with this section will be restored to its normal condition. The de-energization of track relay E due to the train entering section BC will not cause line relay F to become energized, because the circuit for this line relay is open at contact 14 of track relay E The rails of section BO will, therefore, continue to be supplied with current of signaling frequency, and so a stop indication will be given aboard the train informing the engineer that section A-B is occupied.

I will now assume that a train enters section CD, that the train comes to a stop in this section and then backs out of the section. Vhile the train is in section CD track relay E is, of course, de-energized, and line relay F is energized, so that traingoverning current is supplied to the rails and also to winding 4 of track relay E \Vhen the train backs out of the section, current of train-governing frequency will be supplied to both windings 3 and 4t of track relay E so that this relay will then become energized. The opening of the back contact 15 of relay E will then open the circuit for line relay F which latter relay will thereupon become tie-energized, and so will restore current of the signaling frequency to both windings of relay E It will be noted that under normal conditions, that is, when all track sections are unoccupied, the train-governing transformers K are entirely disconnected from the track rails, whereas the secondary 6 of each signaling transformer M is connected with the track rails. It will furthermore be noted that when a section is occupied, the second ary 6 of the associated signaling transformer M is entirely disconnected from the track rails, and secouda ry t) of the associated traingoverning transformer K is connected with the track rails. It follows, therefore, that there is no opportunity for train-governing current to flow from the rails of an unoccupied section into the transmission line L for the signaling current, and from there through transformer M and into the rails of the occupied section. In other words, there is no opportunity for train-governing current to get into the rails of an occupied section through the transmission line system llt) and thereby cause a false proceed indication on a train.

Although I have herein shown and described only one form of 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 claims is:

1. In combination, a railway track divided into sections, a track relay for each section having a track winding connected with the rails of the section and a/local winding, a line relay for each section, a circuit for each line relay including a back contact of the track relay for the same section and a front contact of the track relay for the section next in advance, and means for each section for supplying current of one frequency to the track rails and to the track relay local winding when said line relay is de-energized and for supplying current of another frequency to the track rails and to the track relay local winding when said line relay is energized.

2. In combination, a railway track divided into sections, a track relay fen each section having a track winding cqnncted with the rails of the section and acl'ocal winding, a line relay for each section, a circuit for each line relay including a back contact of the track relay for the same section and a front contact of the track relay for the section next in advance, two transmission lines extending along said railway track and carrying currents of different frequencies, and means for each section for supplying current from one transmission line or the other to the track rails and the local winding of the track relay according as said line relay is de-energized or energized.

3. In combination, a railway track divided into sections, a track relay for each section, a line relay for each section, a circuit for each line relay including a back contact of the track relay for the same section and a front contact of the track relay for the section next in advance, andineans for each section for supplying curr cnt of one frequency or another to the track rails accord ing as the line relay for the section. is deenergized or energized.

t. In combination, a railway track divided into sections. a track relay for each section, a line relay for each section, a circuit for each line relay including a back contact of the track relay for the same section and a front contact of the track relay for the section next in advance, two transmission lines extending along said railway track and carrying currents of difierent freque cies, and means for each section for sup ying current from one transmission line or the other to. the track rails of the section according as the line relay for the section is de-energized or energized.

5. In combination, a railway track divided into sections, a track relay for each section having a track winding connected with the rails of the section and a local winding, a line relay for eachsection, means for energizing each. line relay when the track relay for the same section is de-energized and the section next in advance is unoccupied, and means for each section for supplying current of one frequency to the track rails and to the track relay local \vi11di11 "'wl1en said line relay is tie-energized and r supplying current of another frequenc to the track rails and to the track relay local winding when said line relay is energized.

6. In combination, a railway track divided into sections, a track relay for each section having a track winding connected with the rails of the section and a local winding, a line relay for each section, means for energizing each line relay when the track relay for the same section is de-energized and the section next in advance is unoccupied, two transmission lines extending along said railway track and carrying currents of diiferent frequencies, and means for each section for supplying current from one transmission line or the other to the track rails and the local winding of the track relay according as said line relay is de-energized or energized.

7. In combination, a railway track divided into sections, a track relay for each section, a line relay for each section, means for energizing each line relay when the track relay for the same section is de-energized and the section next in advance is unoccupied, two transmission lines extending along said railway ,track and carrying currents of different frequencies, and means for each section for supplying current from one transmission line or the other to the track rails of the section according as the line relay for the section is energized or deenergized.

8. In combination, a railway track divided into sections, means for normally supplying current of one frequency to the rails of each section, and means operating to discontinue the supply of said current and to supply current of a. diflierent :t're'quency to the rails of a section when. the section is occupied by a. train and traffic conditions in advance are safe.

9. In combination, a railway track divided into sections, two transmission lines extending along said track and carrying currents of different frequencies, means for normally supplying current from one of said lines to the track rails of each section, and means for discontinuing the supply of current from said one line and supplying current from the other line to the rails of each section when the section is occupied by a train and trai'iic conditions in advance are safe.

10. In combination, a railway track divided into sections, a track relay for each sec; tion having a track winding connected with the rails of the section and a local winding, a normally de-energized line relay for each section, means for energizing each line relay wien the associated section is occupied by a train and traffic conditions in advance are safe, and means for each section for supplying current of one frequency to the track rails and to the track relay local winding when said line relay is de-energized and for supplying current of another frequency to the track rails and to the track relay local winding when said line relay is energized.

11. In combination, a railway track divided into sections, a track relay for each section having a track winding connected with the rails of the section and a local Winding, a normally de-energized line relay for each section, means for energizingeach line relay when the associated section is occupied by a train and traflic conditions in advance are safe, two transmission lines extending along said railway track and carrying currents of different frequencies, and means for each section for supplying current from one transmission line or the other to the track rails and the local winding of the track relay according as said line relay is deenergized or energized.

In testimony whereof I aflix my signature.

RONALD A. MoCANN.

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