US1541232A - Railway traffic-controlling apparatus - Google Patents

Description

June 9, 1925. f

R. A.v MccANN RAILWAY TRAFFIC coNTRoLLING APPARATUS 2 Sheets-Sheet l Filed March 14 1925 u@ ww Il NSN: wmmx@ INVENTOR:

BY /Sf/e ATTORNEY June 9, 1925. 1,541,232 R. A. MCCANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed March 14 1925 2 Sheets-Sheet 2 Applies ralces I When ZJe-Enefgized lNvENToR:

#5@ ATTORNEY Patented .lune 9, i925.

Ulll'l STATES PATENT FFC.

RONALD A. REGGAE-TN, GF SWISV'ALE, PENNSYLVANA, ASSIGNORVTO THE UNION SVITCH @a SIG-NAL COMPANY, OF SWISSVALE, PENNSYLVANA, A. CORPORATION 0F PENNSYLVANIA.

RAILVIAY TBAFFIC-CONTROLLING APPARATUS.

Application filed March 14, 1925. Serial No. 15,647.

To all volto/my t may concern.'

Be it known that l, RONALD A. MCCANN, a citizen. of the United States, residing at Swissvale, in the county of Allegheny and tate of Pennsylvania, have invented certain new and useful improvements in Railway Traflic-Controlling Apparatus, of which the following' is a specification.

My invention relates to railway traiiic controlling apparatus, and particularly. to apparatus'of the type comprising governing means on a train controlled by an energy source also on the train, such as the usual headlight generator andwhich train carried governing -means is also controlled by energy received from the trackway.

lnat least one form of apparatus of the type de cribed which has hithertobeen suggested the train carried governing means normally requires the supply of energy both from said train carried source and `from the trackway to `prevcnt an automatic application of the brakes. v

Apparatus has already been .suggested 33 however for cutting out the train carried governing means, that is, for rendering this means ineffective to apply the brakes when the train passes out of territory which Ais CII Y provided with .trackway apparatus for posi tively controlling the train carried governing` means provided the engineman takes suitable action.

@ne feature ofmy invention is the provision, in apparatus of this type, of means for permitting the brakes to be released after the train carried generator vhas been stopped and again started up, provided the apparatus was cut out before the generator stopped.

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

In the accompanying drawings, Fig. l is a diagrammatic view showing one form of trackway apparatus for supplying energy to trains. Fig. 2 -is a view, partially diagrammatic, illustrating one form of train carried apparatus for co-operation with the 50 trackway apparatus shown in Fig. l and embodying my invention. Fig. 3 is a View illustrating a modified form of thetrai'n carried apparatus shown in Fig. 2 and also embodying my inventionv in advance.

divided, by means of yinsulated joints 2, into a plurality of track sections A-B, B-C, etc. The portion of track to the left of point B is provided with apparatus for supplying -energy to trains, and this portion of the track may therefore be termed positive control territory.7 The portion to the right of point B is not provided with such apparatus, and this portion of track may F therefore be called non-positive control territory. Each track section is provided with a track relay designated by the reference character R, with an exponent corresponding to the location, and connected vacross the rails adjacent the entrance end of the associated section.v Each track sec-' tion is supplied with track circuit current from a track battery -connected across the rails adjacent the eXit end of the section. Means are also provided for supplying each section in the positive control territory with alternating train controlling current. immediate source of such train controlling current is a track transformer designated by the reference character T with an appropriate exponent, and having its secondary 4: connected across the -rails of the associated section in series with the ycorresponding track battery 5. The primary 6 of each track transformer T is supplied with alternating current from a suitable source, such as lan alternator M, over line wires 3 and 3, The circuit for the primary of each track transformer is carried over a front contact 7 of the-track relay R for the section next It is therefore plain that each track vsection in the positive control territory is supplied with alternating train controlling current when .the section next in advance is unoccupied. A

Adjacent the entrance end of the nonpositive control territory are appair of auX- iliary conductors 8 and 8a located in the trackway adjacent the rails l and la, respectively. The conductors 8 and 8EL `are connected in series and are constantly supplied with alternating current from secondary k9 The uit

of a step-down transformer D. The primary 1() of transformer D is supplied with alternating current from line wires 3 and 3a, and the parts are so proportioned and adjusted that the current in conductors 8 and 3 is of considerably greater magnitude than the train controlling current flowing in the rails in the positive control territory. The purpose of these auxiliary conductors will be explained in connection with the operation ot the train carried apparatus.

Referring now to Fig. 2, the train carried apparatus comprises a relay G, which l will call the main relay, and which is controlled by energy received `trom the trackway. For this purpose the train is provided with a pick-up device E comprising a pair et magnetizable cores 12 and 12u arranged in inductive relation with the two track rails 1 and 1a, respectively, and carried on the train in advance of the forward axle 11, as illustrated in Fig. 1. yCore 12 is provided with a winding 13, and core 12EL is provided with a similar' winding 13a, the two windings 13 and 13' being so connnected that the voltages induced therein by alternating currents flow' ig in opposite directions in the two track rails at any instant are additive. These windings 13 and 13 are connected, through suitable amplifying apparatus 14n, with the terminals of main relay G. Relay G is therefore energized when the train occupies portion of track which is being supplied with alternating current. 'This relay G controls governing mechanism comprising a polarized controller P, a pneuin'atic relay l, and a brake applying magnet L arranged to apply the brakes when deenergized. The polarized controller P comprises a magnetizable core 16 provided with va-winding 1'?, and a pivoted armature 83 adapted to swing toward the lett or toward the right, depending upon the polarity of the current supplied to winding 17. By means of a togglel spring 39, armature 88 is held positively in the position to which it is last moved.

Pneumatic relay K comprises a cylinder 24 containing a piston 25 biased to its lower positiony by a spring 26. Fluid pressure, usually air, is at times supplied to cylinder 24 beneath piston 25 by means of a valve 2O controlled by polarized controller l. The valve body 19 comprises a chamber 19"L coustantly connected with a source ot air pressure, not shown in the drawings, by means of pipe 21. Zhen armature 83 of controller P is swung to the left, the lower side ot piston 25 is exposed to atmospheric pressure through port 22, valve 20 and port 23, and the piston occupies its lower position. It, however, armature 38'is swung to the right, valve 2O is correspondingly shifted and. air is admitted from chamber 19, through valve 2O and port 22 to the underside ot piston ,25,

driving this piston upward against the bias ot spring 26. Piston 25 ot relay K controls three contacts 5G, le and a?, which are arranged to ber open when the piston is in its lower position, and to be closed when the piston is moved upwardly.

rlhe train carried apparatus further comprises a manually operable push button Q comprising a plurality of contacts normally biased to their lower positions by gravity but arranged when the push button Q, is actua-ted to be moved into their upper positions. Y

Energy is supplied to'polarized controller P and to magnet L trom a suitable source, such as a generator H, which may be the usual headlight generator found on steam locomotives.

lt will he noticed that a resistance 15 is included in circuit with relay G, and that this resistance is normally shunted by a contact 4,2 of push button Q, which contact 'is normally closed. 1When contact 42 is closed,

rela* G is energized it the train is on a oor- .Y b l tion oit track which is being supplied with train controlling current. But if contact112 is open, thereby placing resistance 15 in series with relay G, the current then supplied to the relay when the train occupies a section oic track which is being supplied with train controlling current is not sufficient to energize the relay. 1I", however, with contact l2 open., the pickup device E is over the auxiliary conductors 3 and 8, the comparatively large current in these conductors induces a sutiiciently large current in the pickup device to energize relay G.

1n explaining the operation ort' the apparatus, l will first assume that the train occu pies a section ot track which is being supplied with alternating train controlling current, and that push button Q, is in its lower position. Resistance 15 is therefore shunted and the voltage induced in the pickup device E causes relay G to be energized. Current then flows from generator H, through wires 2T an d 23, front contact 29 ot relay G, wirey 30, lower point ot contact 31 ot push button Q, wires 32 and 33, winding 17 ot controller l, wires 34, 35 and 40, lower point ot contact 36 oit push button Q, wire 37, trout contact 38 of relay G, and wire 39, back to geiierator H. The direction ot this current is such that arn'iaturerSS ot control.- ler P is swung to the lett, thereby allowing piston 25 ot relay K to drop to its lower position and open the contacts associated therewith. Another circuit may be traced from generator' H, through wire 2T, front contact 49 of relay G, wires 50 and 51, brake applying magnet L, and wire 52 back to generator E. lt is therefore plain that with push button Q in the position illustrated, as long as train controlling current is supplied to the section ot track occupied by the train the brake applying iii'agnet is energized and the train is permitted to proceed Without retardation. If, however, the supply of train contro-lling `current tothe rails should be interrupted, the resulting deenergization of relay G would interrupt the circuit for magnet vL and a brake application Would resul i.

l will nou' assume that the train passes from positive control territory to non-positive control territory. lf push 'button Q is operated as the vtrain is passing Aover conductors 8 and 8a, relay G lconti-nues to be energized, as has already been explained, and a circuit is then completed from geilerator H, through Wires 27 and 28, front contact 29 of relay Gr, Wire 30, upper point of contact 3l on push button Q, Wires 335 and 3l, winding v17 of controller P, Wires and 32, upper point ofcontaet 86 on push button Q, Wire 37, front Contact 3S of relay Gr, and Wire 39 back to generator H. The polarity of the current then supplied rto controller P is such that armature 88 is swung to the right, lcausing ypneumatic relay K to close `the contacts 47, 44 land 56 rcontrol-led thereby. Should the -train leave conductors 8 and 8 'before push button (il is released, rela G will becomecle-energized aiidcurrent Will vthen flow from generator li,

yth- rougdi Wires 27 and 28, bac-k contact 29 (iii of relay G, Wire i3, lcontact il of relay l, Wires 45 and 8l, Winding 17 ef controller' P, Wires 33 and 4:6, contact 47 of relay K, Wire 48, `back-contact 38 of relay G, and `Wire B9 back togenerator H. Thecurrent supplied to controller P over the circuit just traced is also of such polarity as to move armature 8S to the right and lthe ari-nature is there fore held in its right hand position yand re- -lay ii continues to be actuated. llhen pusli button Q is released, the closing of `contact 5l theieof completes an auxiliary circuit for magnet L, from generator lil., through Wire 53, contactl 5l of Ypush button Q, Wire 55, contact 56 of relay K, Wires 57 and 5l, winding of magnet L, and wire 52 back to generator H. It should be pointed out that this auxiliary circuit for ii'iagnet L-does not include a contact on relay G, and that the ti'ain can therefore proceed without retardation valthough relay (nl is Cle-energized. Contact 56 remains closed because armature 8S is held in its right hand posit-ien until winding 17 of controller P is supplied with current of such polarity as -to iiiove armature 88 to the left.

Should generator l-l be stopped While Contact 56 is closed, magnet L Will, of

course, be cle-energized and the brakes beV appli-ed. llllien generator H is again stai't- Aed, however, vcur-rent is immediately supplied over the auxiliary circuit for magnet L and the brakes can then be released. lt should be particularly `noted that the stopping of generator H, although it de-eiier gizes magnet L, does not atleet the remaining apparatus, and that controller P coiiti'nues to hold armature 88 in its right hand position. One condition under which this feature is valuable is when the locomotive carrying the train carried apparatus illustrated in Fig. 2 is temporarily Withdrawn from' service, as during the interval between runs, and the headlight generator is stopped. Under such conditions the locomotive is run into non-positiVe-control territory, as into a round house. The train carried apparatu-s will therefore be cut out,7 and controller P Will be energized in the reverse direction to actu-ate relay K. TvVlien the generator sto-ps, then, the brakes are applied, but contact 56 of relay K will be closed Whenair pressure is sup lied to chamber 19a. lhen' the generator is again started. magnet L Will immediately become encrgiz'ed, and permit the 'brakes to `be released.

I Will assume that the apparatus has ybeen cutout, as explained hereinbefore, so that relay Gr is cle-energized, push `button Q is in theposition' illustrated, and armature 8S of controller P is iii its right hand position. Relay K is therefore actuated to close its contacts, and magnet L is energized over its auxiliary circuit. lf., under these conditions, the trai-n `enters a stretch of track vsupplied with train controlling current, re-

layGr immediately becomes energized, reversing the polarity of' the current supplied to Winding 17 of controller P. Armature `Sil then swings to the left, and relay l opens its contacts, and interrupts the .auxiliary circuit for magnet L. Theclosing of fron-t contact i9 of relay .G completes the vmain circuit for magnet L however and the parts are therefore restored t their normal conditions. The train is then permitted to proceed Without retardation as long as the ltrack occupied by the train `is supplied -with train controlling current.

Referring -noW 'to Fig. 8, in the Ymodification here shown relay Gr is supplied with energy as in Fig. 2 from the pickup device E. The resistance l is normally shunted by contact l2 of push butto'nQ, as liei'einbefore lll!) explained, so that if the push button is in its normal position relay G is energized When a train occupies a strentch of track which is being supplied with train controlling current, but if push button Q is oper- Aated to Aopen contact l2 relay G is energized only if the pickup device E is over auxiliary 4conductors 8 and 8a.

The polarized vcontroller P is similar to the controller P of Fig. 2 but is further provided with a contact arranged to be closed only when armature 88is swung lto the right. The reference character J designates a stick relay comprising vtwo windings 58 and 59. When push lbutton Q, is in its .normal positien and Irelay i G is energized, relay J is deenergized and current flows from generator H, through wire 60, Jiront contact 61 of relay G, wires V62 and 63, back Contact 64 of relay J, wire 65, Winding 17 of controller P, wire 66, brake controlling magnet L, wire 67, back contact 68 of relay J, wires 69 and 70, front contact 7l of relay G and wire 72 to generator H. lWhen this circuit is closed the polarity oi the current supplied to controller P is such that armature 86 is swung to the left, but magnet L is, of course, energized and the train is allowed to proceed without retardation. When the train passes over auxiliary conductors 8 and 6a and push button Q is operated to cut out the train carried governing means, a circuit is established from generator H, through wire 60, front contact 6l oic relay G, wires 62 and 73, contact 74 of push button Q, wire 75, winding 58 of relay J, Wires 76 and 70, front contact 71 of relay G, and wire 72 to generator H. Relay J thereore becomes energized. rlhe engineman then restores push button Q, to its normal position and relay G becomes deenergized. A stick circuit is then established for retaining relay J in its energized condition as long as relay G remains cle-energized. This stick circuit may be traced from generator H, through wire 60, back contact 6l oi relay G, wires 77 77a and 80a, front contact of relay J, Wires 81 and 82, Winding 59 of relay J, wire 83, contact 84C of push button Q, wires andV 79, back contact 71 of relay G and wire 72 to generator H. Relay G now being de-energized and relay J being energized, current from generator H flows through wire 60, back contact 61 of relay G, Wires 77 and 7 8, trent contact 62 of relay J, Wire 67, magnet L, wire 66, winding 17 of controller l), wire 65, front contact 64 of relay J, wire 79, back contact 7l of relay G and wire 72 to generator H. Villen this circuit is closed, the polarity of the current supplied to controller P is such that armature 88 is swung to the right. Brake applying magnet L is, of course, energized and the brakes are released.

liVith the apparatus in this condition,

' will assume that generator H is stopped or 'for some other reason rendered ineffective to supply current to the train carried governing means. Relay J, of course, becomes de-energized, does magnet L, and the brakes are applied. Controller' l), however, being last energized by current of such polarity as to swing armature 88 to the right, the contact controlled by this armature is closed, and when generator H is again started or placed in service, current immediately flows through wire 60, back contact 6l of relay G, Wires 77, 77L and 87, contact 8S of controller P, wires 90 and 82, winding 59 of'relay J, wire 63, contact 84 of push button Q3, wires 8.5 and 79, back contact 7l of relay G, and wire 72 to generator H. Relay J therefore becomes en ergized and is subsequently maintained in its energized condition over the stick circuit including its own front contact 8O as previously traced. Current is therefore supplied as explained hereinbeore to brake applying magnet L and to controller P. The brakes are therefore released and controller l? continues to be energized in such direction as to close contact 88 thereon.

Should the train enter a stretch of track which is supplied with alternating train controlling current, relay G would become energized, thereby interrupting the stick circuit ifor relay J, and allowing this relay to become deenergized. As a result the polarity of the current supplied to controller l? would be reversed and contact 88 would be opened. Magnet L would, however, be energized over front contact 61 et relay G and back contact 64 of relay J, and the train could proceed Without retardation as long as relay G remained energized.

It should be pointed out that with apparatus embodying my invention it' the train carried governing means has not been cut out by proper manipulation of push button Q as the receiving apparatus E passes over conductors 8 and 8a, the stopping of generator kH will result in a brake application and that when the generator is again started the brakes will not be released because contact 88 of controller P will then be open and relay J cannot pick up. Under such conditions, therefore, it is necessary to energize relay B before the brakes can be released.

Although l have herein shown and described only two forms of apparatus embodying 1n*7 invention, it is understood that various changes and modiiications may be made therein within the scope Ott the appended claims without departing from the spirit and scope of my invention.

Having th'us described my invention, what I claim is:

l. In combination, a stretch of railway track having positive control territory equipped with primary means for supplying train controlling` energy to trains and non-positive control territory not so equipped, auxiliary means located at the entrance to said non-positive control tei ritory for supplying an excess et energy to trains, a first relay on a train for receiving energy from the traekuf'ay, a polarized controller controlledby said lirst train relay, and means on the train including said first relay and said polarized controller and responsive to energy from said auxiliary means but not to energy from said primary means for conditioning the train to proceed through said non-positive control territory without interruption. Y

2, .ln combination, a stretch of railway track having positive control territory equipped with means for supplying train controlling' energy to `trains and non-positive control territory not so equipped, auX- i'liary means located at the entrance to nonpositive control territory tor supplying va greater amount of energy to trains, a circ'uit on a train receiving energy from both oi said trackivay means and including a normally shunted resistance, a relay controlled by said receiving circuit and responsive to energy supplied in positive controlterritory when said resistance is shunted but not when the shunt is open, said-relay being responsive to the energy supplied by said auxiliary means when the shunt is open, governing mechanism controlled by said relay and normally requiring that the relay be closed to permit the train to proceed uf'ithout retardation, a polarized con,- troller controlled by said first relay and noi'- mally energized in one direction, manually operable means for simultaneously opening said shunt and energizing` said polarized controller in the opposite direction, and means controlled by said polarized controller and said manually operable means for rendering said governing mechanism in-l effective to retard the train in non-positive control territory.

3. In combination, a stretch of railway track having positive control territory equipped With means for supplying train controlling energy to trains and non-positive control territory not so equipped, auX- iliary means located at the entrance to nonpositive control territory for supplying a greater amoimt of energy to trains, a circuit on a train receiving energy from both of said trackWay means and including a normally shunted resistance, a relay controlled by said receiving circuit and responsive to energy supplied in positive control territory when said resistance is shunted but not when the shunt is open, said relay being responsive to the energy supplied by said auxiliary means When the shunt is open, governing mechanism controlled by said relay and normally requiring that the relayA be closed to permit the train to proceed Without retardation, a polarized controller controlled by said first relay and normally energized in one direction, a pin valve operated by said polarized controller, a normally open contact controlled by said valve and to be closed When the polarized controller is energized in the reverse direction, manually operable means for simultaneou'sly opening said shunt and energizing said polarized controller in the reverse direction, and means controlled by said manually operable means and by said normally open contact'for rendering said governing mechanism ineffective to retard the train in non-positive control territory.

4l. In combination, a stretch oi rail Tay track having positive control territory equipped with means for supplying train controlling energy to trains and non-positive control territory not so equipped, auX- iliary means located at the entrance to nonpositive control'territory for supplying a greater amount of energy to trains, a circuit on a train receiving energy from both of said trackivay means and including a normally shunted resistance, a relay controlled by said receiving circuit and responsive to energy supplied in positive control territory When said resistance is shunted but not When the shunt is open, said relay being responsive to the energy supplied by said auXiliary means when the shunt is open, a normally cle-energized stick relay, manually operable means for simultaneously opening said shunt and supplying energy to said stick relay over a front contact of said first relay, a polarized relay, means for supplying such polarized relay with current of one polarity When said lirst relay is energized but said stick relay is deenergized, means for reversing the polarity of the current supplied to such polarized relay when said first relay is cle-energized and said stick relay is energized, governing mechanism connected in series With said polarized relay and arranged to apply the brakes when de-energized, and means controlled by said polarized relay and by said iirst relay for energizing said stick relay.

5. In combination, a stretch of railway track having positive control territory equipped With means for supplying train controlling energy to trains and non-positive control territory not so equipped, a magnet on the train arranged when deenergized to apply the brakes, a generator on the train, means on the train requiring the continuo'us supply ot' energy from the trackivay for connecting said magnet with said generator, and other means `for at times connecting said generator with said magnet after the supply of train controlling current from the trackway is discontinued, said other means being effective it said generator is started after being stopped.

In testimony whereof I atIiX my signature.

RONALD A. MCCANN.

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