US1537274A - Railway-traffic-controlling apparatus - Google Patents

Description

May 12, 1925. I

. S. J. TURREFF RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Sept. 24, 1924 Connected with Axle of Twin lNVE/NTOR 1' I a. "WW

ML ATTORNEY.

Patented May l2, 1925.

UNITED STATES PATEN T OFFICE.

STANLEY J. TURREFF, OF NEW YORK, N. Y., ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SVVISSVALE, PENNSYLVANIA, A GOBPORATION'OF PENIBL SYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed September 24, 1924. Serial No. 739,556.

To all whom it may concern:

Be it known that I, STANLEY J. Tnnmars, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in itailway-Trafiic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway trafiic i'rontrolling apparatus, and particularly to apparatus of the type wherein governing mechanism carried on the 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 iew showing one form of apparatus embodying my invention.

Referring to the drawing, the reference rhz-rracters land 1 designate the track rails of a railway along which trafiic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of sections A-B, i?- C', etc. Located adjacent the exit end of each section is a track transformer designated by the reference character T, with an exponent corresponding to the location. The secondary of each track transformer is connected across the track rails at the exit end of the section, and the primary of each of these transformers is connected with a transmission line F which is constantly supplied with alternating current by a generator G. Each track section is also provided with a track, relay designated by the reference character R, with an exponent corresponding to the location, which relay is connected across the rails adjacent the entrance end of the section and is responsive to track circuit current supplied to the rails by the track transformer T of the same section. It follows that each track relay R- will be energized or de-energized according as the associated track section is unoccupied or occupied.

Means are provided forsupplyingeach track section with a second alternating current which I will term a loop current, and for this purpose three resistances 5, G and 'i are connected across the rails of each section adjacent the entrance end and intermediate point and the exit end of each section respectively. ,Loop current is supplied to each section by a transformer designated by the reference character U, with an exponent corresponding to the location. -The primary of each loop transformer U is connected with the transmission line'F, and the secondary is connected with'the resistances 5, 6 and 7, through contacts 3 and i of the adjacent track relay R. The control of the loop current for each section by the track relay for the section next in advance is such that when the section next in advance is unoccupied loop current of normal relative polarity is supplied to the rails from the entrance end to the exit end, whereas when the section next in advance is occupied loop current of reverse relative polarity is supplied to the rails from the entrance end to the intermediate point 6, but not from the intermediate point 6 to the exit end of the section. The manner in which this is accon'iplished is well understood in the art and will be apparent from the drawing the associated section is unoccupied and the section next in advance is occupied, and procee'd when the associated section and the section next in advance are unoccupied.

The reference character V designates a railway train provided with a pair of pickup coils S and 8 in front of the forward axle, and a second pair of pick-up coils 9 and 9 at some suitable location, such as at the rear of the locomotive or tender. The pick-up coils S and 8 are included in a receiving circuit a in such manner that the voltages induced in these coils by track circuit current from the track rails are additive, and the pick-up coils 9 and 9 are included in a second receiving circuit 1) in such manner that the voltages induced in these coils by loop current in the track rails are additive. The track receiving ciu cuit 0 controls the supply of current to one winding 12 of a relay H, preferably through the medium of an amplifier 10, whereas the loop receiving circuit 7) controls the supply of current to a second winding 13 of the relay H, preferably through the medium of an amplifier 11. An auxiliary relay J is interposed between the amplifier 10 and the relay winding 12, so that this relay J re spends only to track circuit current. The relay H is of the induction motor type, comprising two windings 12 and 13 and a rotor it controlling-a contact 15.

The parts of the train-carried apparatus thus far described are so arranged that when the train occupies a portion of traclt which is supplied with loop current of normal relative polarity and also with track circuit current, the relay H is energized in normal direction, wherein contact member 15 is swung to the right. Ti hen a train oc eu-pies-a portion 01" traclr which is supplied with 100p current of re erse relative polarity andalso tracir circuit current, relay H is'energized in the reverse direction, wherein contact member 15 is swung to the left. When the supply of either loop current or track circuit current is discontinued, relay H becomes tie-energized, so that contact member 15 occupies an intermediate position wherein the back contact 15-18 is closed. Relay J is energized whenever the train occupies a portion of track which is supplied with track circuit current, but is de-ener- .gized when the train occupies a portion of track not supplied with such ci. "rent.

'The trainV is provided with a brake application magnet L arranged when de-cnergized to cause an automatic application of the brakes. 'The train V is also provided with a circuit controller N governed by a speed-responsive device Q, which in turn is operatively connected with an axle of the train. hen the speed of the train is below 20 miles per hour the arm 32 of. circuitcont-roller N is in contact with all three segmentsBS, 3e and when the speed or:- ceeds 20 mile; per hour 'he arm 32 swings out of contactwith segment 35, when the speed exceeds 520 'miles per hour the arm 32 swings out of contact with segment and when the speed'exceeds '60 miles per hour the arm 32 swings out of contact ith seg ment 83.

The brake application magnet L is controlled ioiutly by relay El and circuit controller N in the following manner:

ll'hen relay H energised in the normal direction so "that Contact member 15 is swung to the right, the circuit for magnet L passes from terminal P of a suitable source of current, through contact 16 of relay H, wire 31, segment 33 circuit controller N, arm 32, wire 19, and winding terminal 0 of the same source of current. This circuit will he closed unless the speed of the train exceeds miles per hour. When relay H is energized in the reverse direction, so that contact member 15 is swung to the left, the circuit for magnet L is from terminal P, through contact 15--1T of relay H, wire 36, segment 34: of circuit controller N, arm 32, wire 19, and winding of magnet L to terminal 0. This circ t will he closet, provided the speed of the train does not exceed e0 miles per hour. When relay I is de-energized and relayJ is energized, the circuit forma'gnet L passes through contact 27 of reof magnet L to from terminal i lay J, wires 36 and 37, segment 35 of circuit controller ll, arm 32, wire 19, and winding of magnet L to terminal O. This circuit will be closed provided that the speed of the train does not QEZCQGtlJQQ miles peii 'hour. It

both relays H and J are (lo-energized, it will be apparent that so far as the circuits thus "tar t aced are concerned, the brake application magnet- L will be (lo-energized.

The train V is provided with a stick relay K, having a pick-up circuitwhich passes from terminal P, through back contact- 15 18 of relay H, wire 25, front point of contact 20 oi relay J, wire-29, and normally open manually operable circuit controller in, wire 22. and wincing'oit relay K to terminal C. It will be seen that this pick up circuit is closed only when relay H is deenergized. rent 5 is energize l. and the en gineer is holdingcircuit controller M closed. Relay K is provided with a stick circuit which passes from terminal P, through back contact 15-1S of relayH, wire 25, back point of contact 20 of relay J, wire 39, contact 23 of relay K, and winding of relay K to terminal 0. hen relay K is once energized by virtue-01" its pick up circuit, it will remain energized as-long as both relays H and J are de-energized. hen relay K is energized an auxiliary circuit for brake application magnetL becomes closed, which circuit passes from terminal P, through contact 24- of relay K, wires 38 and 37, segment t circuit controller N, arm 32, wire 19, and winding of magnet L to terminal O. This circuit will, of course, be closed only when the speed of the train does not exceed 20 miles per hour.

The 0 )Ql'tlliO'itOli the apparatus is as tollows: As shown in the drawing. section D-E is occupied by a train V, whereas the train Y is in section (.D. Track relay R heiug 'de-energized, loop current of reverse relative polarity is supplied to the rails oi? section (.D between resistances :"w and. 6. butno loop current is supplied to the rails of th section hetween resistances G and 7. is between Inasmuch as train resistances 5 and 6, this tram is receiving loop current oi reverse relative polarity and track circuit current, so that relay H is en ergized in the reverse direction and relay train is still receivin track circuit current 23 from transformer T Brake application magnet L will therefore still be energized through contact 27 of relay J and contact -32 of circuit controller N provided the speed does not exceed 20 miles per hour.

Assuming that train V remains in section D-E, then ,when train V enters section l)-E relay H will continue to be de-energized, due to the absence-of track circuit current, and relay J will become de-energized for the same reason. This dc-energization of relay J will cause brake application magnet L to be de-energized unless the engineer closes circuit controller M prior to entering section DE. It the engineer does close this circuit controller before relay J becomes (lo-energized, stick relay K will become energized and will remain energized as long as the trains V and V both occupy section D-E, so that magnet L will be energized through contacts ill and 3532 if the speed does not exceed 20 miles per hour. Assuming that while train V isin section D-E train V passes out of this section, relay J will become energized because train V is then supplied with track circuit current from transformer T whereupon stick relay K will become de-energized. If train- V passes point E- while train V is still in the section immediately to the right of point E, relay J will again become (lo-energized, so that the brakes will again be applied unless the engineer again operates the circuit controller hi.

It will be seen from the foregoing thatin order to prevent an automatic application of the brakes the engineer is required to acknowledge every stop signal by closing circuit controller M.

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 oi the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a trackway divided into sections, two sources of train governing current for each section at least one of which is connected across the rails at the exit end of the section, a main train carried relay controlled jointly by currents from said two sources, an auxiliary relay on the train controlled solely"by current from said one source, a brake application magnet ha "mg a circuit controlled by a front Contact of said auxiliary relay, a stick relay, an auxiliary circuit for said Inagnotcontrolled bya frontcontact' of said stick relay, a pickup circuit for said stick relay controlled by a back contact of said main relay and a front contact of said auxiliary relay and a normally open manually operable circuit controller, and a holding circuit for said stick relay controlled by a back contact of said auxiliary relay and a back contact of said main relay. i

2. In combination, a trackway divided into sections, two sources of train governing current i'or each section at least-one of which connected across the rails at the exit end of the section, a main train carried relay controlled jointly by currents from said two sources, an auxiliary relay on the train controlled solely by current from said one source, a brake application magnethavinr a circuit controlled by a front contact or said auxiliary relay, and means including a manuallyoperable circuit controller and a back contact of said main relay for pre venting said circuit from being opened due to de-energization of said auxi iary relay. 3. In combination, a trackway divided into sections, two sources of train governing current for each section at least one of which is connected across the rails at the exit end I of the section, a main train carried relay controlled jointly by currents from said two sources, an auxiliary relay on the train controlled solely by current from said one source, apparatus normally effective to apply the brakes when both of said relays are deenergized, and means including a manually operable circuit controller for preventing such brake application. I

4. In combination, a 'trackway divided into sections, two sources of train governing current for each section at least one of which is connected across the rails at the exit end of the section, a main train carried relay controlled jointly by currents from said two sources, an auxiliary relay onthe train controlled solely by current from said one source, apparatus normallyeffective to apply the brakes when both oisaid relays are ole-energized, a stick relay effective when" energized to prevent such brake application, a normally open manually operable circuit controller, means for energizing said stick relay it said controller is closed while said auxiliar relay is energized, and means for subsequentlykeeping said stick relay energized while said auxiliary relay is de-enen gized.

5. In combination, a trackway divided into sections, two sources of train governing into sections, a source of current connectedsix rents from said two sources, an auxiliary 7 said electro-responsive means and said auxiliary relay are both aifected by the absence of said one current, and means including a manually operable circuitcontroller for preventing a brake application inthe absence of said one current.

(3, In combination, a trackway divided across the rails atvthe exit end of each section, meanstor supplying to each section a second current which flows through the rails from the entrance end to the exit end or from the entrance end to, an intermediate point in the section according as the section next in advance is unoccupied or occupied, a main traincarried relay controlled jointly by said two currents, ana-uxilialy train carried relay controlled solely by the first current, a brake application magnet having a circuit controlled by a front con. tact of said auxiliary relay, a stick relay, an auxiliary circuit for said brake application magnet controlled by a front contact of said.

stick relay, apick-up circuit. for. said stick relay controlled by back Contact of said main relay andafront contact Of'SfLlLl auxiliary relay anda normally. open manually operable circuit controller. and a holding circuit for said stick relay controlled by a back contact ofsaidaux-iliary relay.

7. In combination, a trackWa-y divided into sections, a source of current connected across the railsat the exit end of each section, means for supplying to eachsection va froIn the; entrance end to the exit endjor from the entrance end to an intermediate point in thesection accordingasthesectionrent, apparatusnormally eltect-iye to -.appl

the brakes when botliuotgsaid relays are deenergized, andmeans includinga manually operable circuit controller for preventing such; brake application;

8;. In combination, a track-way divided into sections, a source. of current connected across the rails at the exit end of each section, means for supplying to each section a second-current which flows through they rails from the entrance end to. the exit end or from theentrance end to an intermediate pointin the section according as the section next in advance is unoccupied or occupied, a iuain train carried relaycontrolled jointly by said two currents, airauxiliary train carried relay controlled solely by the firstcurrent, apparatus.normally effective to apply the-brakes when both .of said relays are de energized, a stick relay. efl'eetiyewhen energized to prevent such brake.- applieation, a normally open manually operable circuit controller, means for cnerg'izin said stick relay if said controller is closed While said STANLE Y .T; TURREFF.

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