US1548075A - Railway-traffic-controlling apparatus - Google Patents

Description

Aug. 4, 1925. 1,548,075

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed D90. 1922 l I l INVENTOR a. u -M M4 ATTORNEY vention, and will then point out Patented Aug. 4, 1925. l

UNITED STATE HERBERT A. WALLACE, or

PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF 'SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

To all whom it may concern:

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

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type wherein governing mechanism on the cars or trains is controlled by energy received from the trackway. More specifically, the present invention relates to the trackway portion of such apparatus.

I will describe one form of railway traflic controlling apparatus embodying my inthe novel features thereof in claims.

The accompanying drawing is a diagrammatic View showing the trackway apparatus of one form of railway traflic controlling apparatus embodying my invention.

Referring to the drawing, the reference character 1 designates the track rails of a railroad over which traflic normally moves in the direction indicated by the arrow.

'These rails are divided, by means of insuimpedance lated joints 2, into a plurality of insulated track sections A-B, B-C,.etc. Each of these sectionsis provided with a source of track circuit current-which, as shown in the drawing, is the secondary winding 5 of a track transformer designated by the reference character T with an exponent corresponding to the location. This secondary winding is connected across the rails adjacent the exit end of the section: Interposed between one terminal of this secondary 5 and the upper one object of which is to limit the output of the transformer to a safe value when its associated section is occupied by a train. The primary winding 6 of each transformer T is constantly supplied with alternating current from line wires 3 fed by a generator 4. Each track section is also provided with a track relay, designated by the reference character R with an exponent corresponding to the location, track winding 8 and a local winding 9. The track winding 8 is connected across the rails adjacent theentrance end of the section. Thus each track section is provided RAILWAY-TRAFFICF-CONTROLLING APPARATUS.

Application filed December 4, 1922.

rail of each section is an and having a Serial No. 604,662.

with a track circuit which includes a secondary winding!) on a transformer T, an impedance 7, the rails of the section in series and winding 8 of a track relay B. Each track relay is also provided with a rotorelement 10 and a movable contact linger 11 operated by this rotor. When winding 8 is energized and winding 9 is energized with current-of what I shall call normal relative polarity this contact finger is swung to the right so that normal contact 11-12 is closed. When winding 8 is energized and .winding 9 is supplied with current of what I shall call. reverse relative polarity, the contact linger 11 is swung to the left and reverse contact 1113 is closed. When the supply of current to either winding 8 or winding 9 is discontinued the movable contact finger 11 assumes an intermediate position and opens both the normal and reverse contacts.

Each track section is provided with a resistance 19 connected across the rails adjacent the entrance end of the section, a similar resistance 22 connected across the rails adjacent the exit end of the section, and two additional resistances 20' and 21 connected across the rails at. an intermediate point in the section. v

Each track section is also-provided with a signal, here shown as a three-position semaphore signal, and designated by the reference character S with an exponent corresponding to the location. Each signal S is controlled in the usual manner by the associated track relay, the circuits for such control being omitted for all signals except S for the sake of simplicity; Referring particularly to signal S it will be plain that the operating mechanism of this signal is supplied with current from transformer and controlled byoontact 40 of relay R so that when relay R is energized in the normal direction signal S indicates proceed, when relay R is energized in the reverse direction signal S indicates caution, and when relay R is deenergized signal S indicates stop. Each signal is provided with a circuit controller D which is closed when the signal is in the proceed or the caution position as wellas any position between the two but which is open when the signal indicates stop. Each signal is also provided with a pole changer P which operates in the usual and well known manner when the signal indi- R wire 3 1, resistance 19, through the rails ofthe section A-B in parallel to resistance QO'tlience by wire 32'back to the right hand 'terminal of winding 18 on transformer G The current which is supplied to the rails of the section in multiple I will hereinafter term local current as distinguished from the current which is supplied to the rails of the section in series and which I will call track circuit current. The winding 17 of transformer G is provided with a circuit which passes from its left hand terminal through wire 28, resistance 21, through both rails of section A-B in parallel to resistance 22, thence through wire 31, normal contact 1112 of relay R wire 29, signal circuit controller D and wire 27 back to the right hand terminal of winding 17 of transformer G This circuit is provided with a branch which passes fromwire 31 through reverse contact 11-13 of relay R and wire 30 back to wire 29. Thus it is evident that local current will be supplied to the rails of the section A-B between the resistances 21 and 22 as long as'signal S is at caution or proceed and the relay R is'energized in either direction. Theprim'ary winding 16 of transformer G is supplied from secondary winding 14; of transformer E with alternating current of normal relative poposition corresponding "to the caution and proceed indication of'the signalS and of reverse relative polarity when this polechanger is in the position correspondii'igto stop indication of the signal S The priinary wii'iding,15-of'transformer'E is constantly supplied with alternating curi'ent from the line wires'3.

Before explaining'the operation of the system as a whole it should be pointed out that the trackway apparatus here shown is intended for co-operat'ion with train carried governing apparatus which operates in the "followingm'aiiner: When the train occupies a portion of track which is'supplied' with track circuit current and also with local current of normal relative polarity, the gov erning'apparatus'permits thetrain to proceed at a high speed such as miles per hour. When the track is supplied with track circuit current and withlocal current of reverse relative polarity the govern ing apparatusprevents the train from-pro ceeding at speeds above an intermediate issued to Lloyd V. Lewis'on Sept. 20', 1920.

The operation of the entire apparatus is as follows: As shown in the drawing, a

train V occupies the section to the right of 1 Ci This tie-energizes the relay R and causes the signal S to display a stop indication. As a result local currentof reverse relative polarity is supplied to winding 9 of relay R and to the rails of thesec'tion BC between resistances 19 and 20,but no local current is supplied-to the rails of this section between resistances 21 and 22. Track circuitcurrent is supplied to'the'rails of the section"BC. The relay R is consequently energized in thereverse direction,

the signal S is at caution, and local current of normal relative polarity 1S supplied to winding 9 of relay R and to therails of section A-B throughout itslength. 1

Track circuit current is also suppli-ed'to the rails of this section and'the signal S is at proceed. If a train were proceeding in the direction of the arrow itwould be able to move at high speedthrough section AB.- At-tlie resistance 19 in section B C how ever the reversed local current would cause the governing apparatus to i reduce its-speed to 35 miles per hour but it could not-pass 'beyond resistance 21 in section B C at larity when the pole changer P is in the speeds lDGXCQSS of 15 miles per hour due to the interruption of local current.- Be- "yondthepoiiit C its speed will be restricted to 15 miles per hourbecause of the'interruption of track circuit current due to the short :circuitin'g of the corresponding track transformer by the wheels and axles 'oftlie train V.

One rfeature of my invention is the pro vision of means forsupplying winding :9 of track relay R with current frointhe'circuit which supplies local current" to the track rails.

"the other,'and tlie'supplyof current to' 'oneof the two co-operating windings of the-track relay so as to polarize this relay for the usual purpose of causing thetwo signal indications caution and proceed. These two functions have previously required two separate line circuits, and hence by virtue of my present invention I am enabled to eliminate at leastone line wire from each track on which the system is installed.

Although I have herein shown and described only one form and arrangement of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made thereinwithinthe scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my what I claim is: 1. In combination, a railway track divided into sections, a source of alternating current connected across the rails of each section, a relay for each section having two windings the first of which is connected across the rails of the section, said relay 'being responsive to reversals of the instantaneous relative polarity ofthe current supplied to its second winding, a transformer for each section having one secondary for supplying current to the second winding ofthe relay for such section, and to the rails of the section in multiple from the entrance end of the section to an intermediate point there in, said transformer having an additional secondary for supplying current to the rails of the section in multiple from said intermediate point to the exit end of the section, and means controlled by each relay for supplying alternating current of one instantaneous invention,

relative polarity or the other to the primary of the transformer for the section in the rear and for at times interrupting the supply of current to the rails from the additional secondary of the transformer for such section in the rear.

2. In combination, a railway track divided into sections, a source of alternating current connected across the rails of each section, a relay for each section having two windings the first of which is connected across the rails of the section, said relay being responsive to reversals of the instantaneous relative polarity of the current supplied to its second winding, and means in each section controlled by traffic conditions in advance for supplying alternating current of one instantaneous relative polarity or the other to the track rails of the section in multiple and to the second winding of the associated relay.

3. In combination, a railway track divided into sections, a source of alternating current connected across the rails of each section, a relay for each section having two windings the first of which is connected across the rails of the section, said relay being responsive to reversals of the instantaneous relative polarity of the current sup plied to its second winding, a circuit for the second winding of each relay including the rails of the associated section in multiple and a source ofcurrent, and means for each section governed by traffic conditions in advance for varying the relative instantaneous polarity otthe current from said second source. r r

i 4. In combination, a railway track divided into sections, a source of alternating current connected across the' rails of each section, a relay "for each section having two windings the first of which is connected across the rails of the section, said relay being responsive to reversals of the instantaneous relative polarity of the current supplied to one of its windings, a circuit for said second winding of each relay including the rails of the associated track section in multiple and a source of alternating current, and means for each section governed by traiiic conditions'in advance for reversing the instantaneous relative polarity of one of the currents supplied to the track rails of the section.

5. In combination, a railway track divided into a plurality of insulated sections, means for supplying an alternating current to the rails of each section in series, a relay for each section having two windings, a signal for each section controlled by trafiic conditions in advance, a pole changer and a signal circuit controller for each signal, means controlled by each pole changer for supplying alternating current to one of the windings of the relay of the section next in rear and to therails of that section in multiple between the entrance end and an intermediate point in the section, and means controlled in part by each signal circuit controller for supplying alternating current to the rails of the section next in rear in multiple between the exit end and an intermediate point in the section.

6.- In combination, a railway track divided into a plurality of insulated sections, means for supplying an alternating current to the rails of each section in series, a relay for each section having two windings, a signal for each section controlled by traffic conditions in advance, a pole-changer and a signal circuit controller for each signal, means controlled by each pole-changer for supplying alternating current to one of the windings of the relay of the section next in rear and to the rails of that section in multiple between the entrance end and an intermediate point in the section, and means controlled by each signal circuit controller and its associated relay for supplying alternating current to the rails of the section next in rear in multiple between the exit end and an intermediate point in the section.

7. In combination, a railway track divided into a plurality of insulated sections, means for supplying an alternating current to the rails of each section in series, a relay for each section controlled in part by said current, a transformer for each section having a primary winding and two secondary windings, a signal for each section controlled by trafiic conditions in advance and having a pole-changer and a signal circuit controller operated thereby; a circuit for one of the said secondary windings, including a winding on said relay for the section next in rear and the tack rails in parallel between the entrance and an intermediate point in said section; a circuit "for said second transformer secondary including the track rails in parallel between the exit end and an intermediate point in said section and the associated signal circuit controller; and means controlled by the associated polechanger for supplying alternating current to the primary of each said transformer.

8. In combination, a section of railway track, a track relay comprising two co-operating windings, atrack circuit for said section including one of said windings, means for supplying alternating current to said track circuit, a local circuit including the remaining winding of said relay and at least one rail of said section, means for supplying said local circuit with alternating current of one instantaneous relative polarity or the other,'and trackway governing means controlled by said track relay in accordance with the relative polarity of the currents supplied to the two windings thereof.

9. In combination, a section of railway track, a track relay comprising two co-opcrating windings, a track circuit for said section including one of said windings, means for supplying alternating current to said trackcircuit, a local circuit including the remaining winding of said relay and at least one rail of said section, means for supplying said local circuit with alternating current of one instantaneous relative polarity or the other, and a trackway signal for said section controlled by said relay and arranged to indicate caution or proceed according to the relative polarity of the current supplied to the second winding of said relay.

10. In combination, a plurality of sections of railway track, a track relay for each section, comprising two co-operating windings, a track circuit for each section including a source of alternating current and one winding of said relay, a first local circuit for each section including the remaining winding of the associated track relay and at least one rail of the associated section, means for supplying each such local circuit with alternating current of one relative polarity or the other, a traclrway signal for said section controlled by said relay and arranged to inclicate caution or proceed according to the relative polarity of the current supplied to the second winding of said relay, and a second local circuit for each section including at least one rail of the associated section and controlled by said relay.

In testimony whereof I afiix my signature.

HERBERT A. WVALLAGE.

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