US1561962A - Railway-traffic-controlling system - Google Patents

Description

Nov. 17, 1925. 1,561,962

G. c. WHITNEY RAILWAY TRAFFIC CONTROLLING SYSTEM Filed March 27, 1922 Patented Nov. 17, 1925.

V i,561,9ez

PATENT OFFICE.

GILBERT C. WHITNEY, OF NEW YORK, N. Y.

RAILWAY-TRAFFIC-CONTROLLING SYSTEM.

Application filed March 27, 1922. Serial No. 547,146.

To all whom it may concern:

Be it known that I, GILBERT G. IVHIT- NEY, a citizen of the United States, and a resident of New York city, in the county of New York and State of New York, have invented certain new and useful Improvements in Railway-Tratlic-Controlling Systems, of which the following is a specification.

This invention relates to railway traffic controlling systems and has for its object in general to provide .means to increase the safety of traflic, simplifying the controlling circuits and devices and the reduction in the use of contacts in the controlling means.

Another object of my invention is to provide a means whereby equivalent contactor devices now generally located on the track structure and consequently subject to excessive wear, due to vibration, may be placed apart therefrom and controlled with greater reliability and safety. 7

A still further 'Ob'ect is to incorporate means in the system to detect an undue movement or expansion in the longitudinal, as well as lateral direction in the track rails of a track switch.

The foregoing and other objects and features will appear more fully as the description progresses.

The established practice in this art requires that information, as to the position and condition of track switches, that is, whether the switch is fully set in one position or another or in some intermediate position be given to an approaching train and said information is generally conveyed to the engineman or motorman by means of roadside or cab signals according as to whether the signal is permanently located at a fixed point or is carried on the train and actuated or controlled by contacting means orinductive means co-operatively located at points along the roadside. It is the customary practice to make changes in the information. to be conveyed, by means of contacts operated mechanically or by manually operated or lever controlled power operated switch and lock operating mechanisms.

prised of track rails o In some cases, contactor arrangements connected by rod to a rod attached to the track switch points are provided to move when the track switch points move. In any case, changes in the circuits controlling the conveyance of the required information concerning the position of the switch are made by themovement of track switch-box contacts.

In the arrangements above referred to it will be noted that the object sought is to provide for the selection of the required information and this is done by means of switch box contacts.

My present invention provides a system incorporated and embodied with the switch rails and circuits which eliminates track switch box contacts and'thereby reduces the cost of maintenance and further increases the safety of traflic by more reliable operation which I provide for in the effects of control by magnetic means.

My invention will be fully understood by reference to the accompanying drawing which is partly in perspective but wholly schematic. The figures in the drawing are shown greatly disproportioned to illustrate the broad idea underlying my invention sufiiciently clear and are shown thus more with the View of making the functions of my invention easily understood than with the idea of showing exact construction or arrangement of parts which would preferably be employed in practice. I wish it to be understood that the design of interlocking devices is so shown herein only to illustrate the operation of my invention and which can-very readily be modified for application to other types without departing from the novelty and spirit and scope of my invention.

Referring to the drawing-J have shown in Fig. 1 the preferred application of my invention and in Fig. 2 a modification in installation details. In the usual conventional manner I have shown a section of track comand 4 and leading therefrom a movable track switch comprised of movable track switch rails 5 and 6. The

track switch rails 5 and 6 are rigidly con nected by insulated operating rod 7 so that whatever movement is given to rod 7 will be responded to by switch rails 5 and 6 in unison. for a continuing movement of traffic on the straight track and this position of the switch rails I term the normal position of the switch. When movement is given, as hereinafter described, to rod 7 in the direction of arrow 8 the switch rails 5 and 6 will take up the reverse position at which time tra llic moving on track rails 3 and t would be given the diverging movement as is readily ap parent to anyone ordinarily skilled in this art. Rod 7' is connected to the switch operating and locking mechanism S M by means of throw bar 9 and throw bar 9, when operated by S M, is theimedium whence motion is imparted by S M, whereby the track switch rails are set in the normal or reverse position. Rod 7 is insulated to permit the workingof a track circuit, not shown, which includes the track rails and switch rails as will be appreciated.

I have also shown a lever 10 with its restrainingindicating device 11, together with a source of energy 12 for controlling the movement of the switch and lock operating mechanism S M.

The track switch rails 5 and 6 respond to motion communicated to rod 7 by mechanismS M which is controll d by lever 10 which lever in its movement completes the control. circuit 13-Sl /l1 l12-15 or 16-SM1412-+15 by means of insulated contact wiper 17 and the switch rails are moved to a position to correspond to the position of the lever as will be appreciated. The switch control circuit, including means at S M (not shown) to open the circuit when the switch and lock mechanism has operated is fundamental to all interlocking systems and forms no part of my invention.

Associated with the lever is the customary indicating device 11 and lever contact 18 W'llCll device confines the lever travel to a restricted movement defined by the limits of slot 19 unless the indicating device 11 be energized. The means for controlling device 11 embodies my invention, by virtue of the track switch rails 5 and 6 magnetically controlling the rotational movement of relay 20. The circuit for the control of indicating device 11 will .be described hereinafter.

The energ supply for the operation of my inventionoriginates at generator 21 and the main supply wires 22, 23 are connect d (when main switch 24 is closed) to energize the bus mains 25 and 26.

In my invention to produce selective rotational movement of. relay 1 provide open magnetic circuits 27 and 27 and magnetic circuit closers 28 and 28. The open As shown, the track switch is set' magnetic circuits 27 and 27 are located stationary on the track structure as shown and the magnetic circuit closers 28 and 28 are spring supportingly mounted on the movable switch rails 5 and 6 by means of spring brackets or resilient members 29 and 29 The purpose of spring mounting the magnetic closers will be clear from the following:it is a well known fact that it is practically impossible to maintain track work and track switches without a small lateral and longitudinal movement and to the extent that said movement does not introduce a hazard with respect to safety of traffic said movement must be permitted, hence I provide members 29 and 29 to allow for said movement within the limits of safety. For the same reason I provide a magnetic circuit closer which is longer (as illustrated) than the open magnetic circuit to permit of a small longitudinal movement.

Stationary on the open magnetic circuits I show primary coils 30 and 30 and secondary coils 31 and 3 the secondary coils are mounted in inductive relation to the corresponding primary coils as will be observed.

Open magnetic circuits 27, 27, magnetic circuit closers 28, 28, primary coils 30, 30 and secondary coils 31, 31 are all substantially identical in kind.

Primary coils 30, 30 are included in a primary circuit which receives its energy supply from bus mains and 26 via wire 32, element 33, wire 3st, primary coil, wire primary coil, and wire 36-thus it will be noted that the primary coils are in series. Alternating current flowin in said primary circuit causes thesetting up of an alternating magnetic field in open magnetic circuit 27 and 27.

Secondary coils 31 and 31 are included in a secondary circuit comprised oi wire 37, secondary coil, wire 38, secondary coil, wire 39 and winding 4-0 of relay 20. Attention is here directed to the fact that secondary coils 31 and 31 are connected in opposition to each other, and by this I mean that the current induced in the secondary coil 81 by primary coil will always be opposed by the current induced in secondary coil 31" by primary coil 30" and vice versa.

Bus mains, wires 25 and 26, which constitute part of the primary circuit as aforesaid, are also the energy supply via wires ll and a2 to winding of relay 20. The magnetic field set up in winding .43 in response to the passage of alternating current is continuously in effect and of characteristics which combine with the characteristics of winding 4:0 (when energized) to produce a rotating field in one directionor the otheras determined by the direction ot current flow in effect in the secondary circuit.

The relative direction of current flow induced in the secondary circuit, as compared to the direction of current fiow in the primary circuit, is fixed by the definite and wellknown laws of mutual induction and theoperation of-my invention will be clear from the following description. 8' V Alternating current flowing through primary coils 30, 30 generates a magnetic flux in the open magnetic circuits 27, 27 in proportion to the number of turns in the coils, the rate of current flow in the circuit and the reluctivity 'of the magnetic circuit. With the switch rails in the position shown, open magnetic circuit 27 is closed by magnetic circuit closer 28 and open magnetic circuit 27 is open, by virtue of magnetic circuit closer 28 being spaced apart therefrom, and it clearly follows that thereluctivity of magnetic circuit 27 will be lower and the magnetic flux correspondingly greater than will be the case with magnetic circuit27 Now, since secondary coil 31 is linked by the flux generatedby primary coil 30 it is evident that, in accordancewith the well-known principle of mutual induction, an alternating current will be induced in coil 31, which is included in the closed secondary circuit, and hence, induced current will flow in said secondary circuit. Even though a current is induced in the secondary circuit by primary coil 30 the induced current due to primary coil 30 will greatly preponderate by virtue of open magnetic circuit 27 being closed by magnetic circuit closer 28.

I desire to specifically point out .at this time, that, magnetic circuit closers 28 and 28 upon being moved, substantially in response to the movement of the track switch, into engagement with the corresponding magnetic circuits 27 and 27, do not make a wipe contact so customary in circuit controllers. All that is necessary in my device is that the magnetic circuit closers 28 and 28 shall butt up to the corresponding magnetic circuits and thus I have eliminated that part of the customary preliminary movement of the switch necessary for the maintenance of wipe contacts and thereby insured a greater safety of train movement due to the closer adjustment available with my system. This butt contact is an exclusive feature of my invention and the term butt contact or equivalent in the claims is to be understood as embracing this feature whether installed as a switch box or other circuit controller. 7

The relative direction of fiow of current induced in the secondary circuit, as compared to the direction of current flow in the primary circuit, is fixed by definite and well-known electrical laws from which it will be clear that when coils 30 and 31 are Now, when current flows in the secondarycircuit a responsive magnetic field is set up by winding 40-of the rotatlng field dev ce,

relay 20, which co-operatively acts with the magnetic field due to winding 43 to produce a rotating fieldin said rotating field device and for purposes of illustration only I will assume that the said rotating field causes rotation of rotor 46 in the direction indicated by arrow 47.

Motion imparted to the throw rod 7 in the direction'of arrow 8 moves switch rails 5 and 6 to the reverse position; this results in magnetic circuit closer 28 being moved away from magnetic circuit 27 and in mag netic circuit closer 28 being moved to close magnetic circuit 27. Now the situation exists that the flux generated in the mag netic circuits 27, 27, by the flow of current in the primarycir'cuit, is greater in 27 than in 27 and since secondary coil 31 is now linked by a greater flux than before it clearly follows that the current flowing in the secondary circuit is due to coil 31 and the secondary current fiow is reversed, as shown by arrow 48 adjacent wire 37 I have explained as to the production of the rotating field with relative direction of current flow in the secondary circuit and it will be clear without further description, that, according to well-known electrical laws, a current relatively reversed in its direction of flow through one of the windings of a two-phase rotating field device will produce amagnetic field which will co-operate with the magnetic fieldof the other winding to produce a rotating field in the opposite direction and therefore, opposite rotation of the rotor47. Y

Rotation of rotor 46 is confined to certain limits defined by compressible spring stops 49, 49 located in the relay enclosure. The purpose of compressible stops 49, 49, is to provide a mechanical load or counterweight for rotor 46 and when, for any reason, current flow in the secondary circuit ceases, or is reduced to a predetermined point, rotor 46, by virtue of the counterweight, is rotated back to its starting point, that is, to a neutral position.

Rotation of rotor 46 imparts relative motion to the insulated rack or baroO for the purpose of moving'contacts wipers to effect the control of the several circuits hereinafter explained. I Y

It is here pointed out that, although the position-of the switch rails indicates that the relay should be closed in the up position,

conventionally speaking, because the rotor would have responded in the direction of the arrow, it is shown in the neutral position for purposes of clarity only.

Vith the switch rails5 and 6 in the position shown contact bar 50, moving in response to rotation of rotor 46 in the direction of arrow 47, moves the contact wiper 51 to complete the circuit for lever indicating device 11 via circuit 26 contact wiper 51 wire 52 lever contact 18 wire 53 indicating device 11 wire 54 thence to wire 25, thus energizing said device and permitting the continuation of the lever movement otherwise restrained in its travel by slot 19. At the same time contact wiper 55 completes the circuit to energize (green) indicator lamp 56 via wires 26 and 57 to wire 25. Also, at the same time, contact wiper 58 opens the (red) indicator lamp 59 by virtue of interrupting the circuit, wire 26 contact 58 and wires 60 and 25. When the switch is moved to the reverse position the lever movement is in terrupted by slot 19 until the switch has completed its full movement whereatter rotor 46 operates in the reverse direction to complete the lever indication circuit as before and to energize (yellow) indicator lamp 61 via wire 62. It will be understood, that red) indicator lamp 59 is energized at all times when either indicator lamps 56 and 61 are not energized.

Magnetic circuits 27, 27 with coils 30, 30 and 31, 31, are suitably contained in a protective casing and located stationary on the track. Said casing, however, has provision whereby magnetic circuit closers 28, 28 may be appropriately brought into contact with the magnetic circuit pole faces.

I provide element 33, which is perferably an inductive resistance, to limit the current flow in the primary circuit when the mag netic circuits are open, due to the switch being moved from one position to the other, but it will be appreciated that I may eliminate this element without aflecting the spirit and scope of my invention.

It should be noted that, wherein I have provided the magnetic circuit closers 28, 28 longer than the open magnetic circuit to provide for a small longitudinal movement of the switch rails, I have also provided a means to detect an excess longitudinal movement of the track switch rails by virtue of a closed magnetic circuit being opened longitudinally as well as laterally.

Attention is here directed to the fact: 1st-that lamps 56, 59 and 61 are ofa distinctive color, for example, green, red and yellow or they may be without color in which case they are mounted in a case suitably chambered to prevent interference and said chambers provided with colored glass or lenses, but in any event they constitute a signal: Qnd-that my system provides for indicating lateral and longitudinal movement of the track switch rails with one and the same magnetic circuit: 3rdthat the secondary circuit may be used alone when the production of a rotating field is not required: tththat when magnetic circuits are open a balance is created in the secondary circuit and no current flows: 5.ththat wherever in the specification and claims reference is made to the full or extreme positions of the trafiic controlling devices or switches or track members or the like I wish it to be understood that the terms are used in a broad sense so as to include permitting a predetermined partial movement within the limits of safety: 6.ththat the indication of the tra'tlic controlling device or the like may beut-ilized in the form of an indication lock or magnet or by signal indication.

In the description of my invention, hereinbetore, I have selected simple circuits and the illustrations of simple forms and readily manifest adaptations and it will be clearly apparent to those skilled in the art that they do not exhaust the many obviousramifications and modifications which I have made or which anyone skilled in the art could make without departing from the novelty, spirit, and scope of the broad idea underlying my invention.

Having thus described vmy invention, I claim as new and :desire tosecure by Letters Patent:

1. In a railway traific controlling system, a circuit and a source of energy for supplying current to the circuit, means for inducing current fromsaid circuit into an additional circuit, and a plurality of butt contact. magnetic means for controlling the relative direction and value of current flow in said additional circuit.

2. In a railway traliic controlling system, a circuit and a source of energy for supplying current to the circuit, means for inducing current from said circuit into an additional circuit including a winding of a rotating field device, another winding of said device receiving energy from aseparate circuit, and a plurality of butt contact magnetic circuit controllers, for controlling the directional rotation of said device.

3. In a railway traflic controlling system, a circuit and a source of energy for supplying current to the circuit, means for inducing current from said circuit into an additional circuit, a device responsive to a rotating field, one component of said rotating field produced by current from the source of energy, the other component produced by current in said additional circuit, said device selectively controlling circuits, and a plurality of butt contact magnetic circuit controllers, for controlling said device.

4C. In a railway tra'tlic controlling system, a circuit and a source of energy for supplying current to the circuit,,an additionalcircuit including a relay, a plurality of means for inducing current from said circuit into said additional circuit, one of said means inducing current flow relatively opposite to the current flow produced by the other means, and a plurality of butt contact magnetic circuit controllers for controlling the relative operation of said relay by control of said opposition means.

5. In a railway trailic controlling system, a primary circuit including a source of energy, a secondary circuit at times inductively receiving directional current from said primary circuit, at other times inductively receiving reverse directional current from said primary circuit, said change in current direction being controlled by a plurality of butt contact magnetic means without opening the circuit.

6. In a railway trafiEic controlling system,

a track, a track switch, a mechanism for actuating said switch, a primary c1rcu1t 1ncludmg a source of energy, a secondary c1rcuit including a relay, and butt contact magnetic means actuated by said switch for controlling said relay.

7. In a railway traflic controlling system, I

a track, a track switch, a mechanism for actuating said switch, a primary circuit including a source of energy, a secondary circuit receiving induced current from said primary circuit, and butt contact magnetic means controlled by the actuation of said track switch for controlling the'directional flow and value of current induced in said secondary circuit.

8. In a railway traflic controlling system, a track, an operable track member, means including a source of energy for operating said track member, a primary circuit in cluding a source of energy, a secondary circuit adapted to receive induced current from said primary circuit, and a plurality of butt contact magnetic means associated with said track member for controlling the directional flow and value of current induced in said secondary circuit.

9. In a railway traffic controlling system, a track, an operable track member, a primary circuit including a source of energy, means including a source of energy for operating said track member, a secondary cir cuit adapted to receive induced current from said primary circuit, and a plurality of butt contact magnetic means associated with said track member for controlling the directional flow and value of current induced in said secondary circuit, one of said "magnetic means being spaced apart from the other magnetic means.

10. In a railway traflic controlling system, a track, an operable track member, means including a source of energy for operating said trackme nber, a primary circuit receiving energy from a separate source, a secondary circuit adapted to receive induced current from said primary circuit, and a plurality of butt contact magnetic means associated with said track member for detecting an overmovement of said track member, said means adapted to permit a partial movement of said track member.

12. In a railway traflic controlling system, a track, a movable track member, a mechanismadapted'to move said member, a circuit including a source of energy for supplying current to said mechanism, a movable lever for controlling said circuit, an indicating device adapted when deenergized to interrupt the free movement of said lever, a circuit for controlling said device, and a plurality of butt contact magnetic means associated with said track member for con trolling the last mentioned circuit.

13. In a railway trafiic controlling system, a track, a movable track member, a mechanism adapted to move said member, a circuit including a source of'energy for supplying current to said mechanism, a movable lever for controlling said circuit, an indicating device adapted when deenergized to interrupt the free movement of said lever,

a circuit for controlling said device, and a plurality of butt contact magnetic means associated with said track member for controlling the last mentioned circuit, part of said means stationary on the track and part responsiv ely movable with saidtrack member.

14:. In a railway trafiic controlling system, atrack, a movable track switch, a mechanism adapted to move and lock said switch,

a circuit including a source of energy for supplying current to said mechanism, a movable lever for controlling said circuit, an indicating device adapted when deenergized to interrupt the free movement of said lever, a circuit for controlling said device, and a plurality of butt contact magnetic means associated with said track switch for controlling the last mentioned circuit, part of said means stationary on the track and part responsively movable with said track switch, magnet-i9 means cooperatively iii acting to prevent continuation of an interrupted lever movement unless said track switch has moved to the full position.

15. In a railway tratiic controlling system,

a track including a track switch, means including a source-of energy and a mechanism for operating said switch, a signal and con trolling ClI CUilJStO indicate theposition of said switch. and butt contact magnetic means 7 associated with said switch for selectively controlling said signal. 7

l6.'In combination, in a railway traiiic controlling system, a track, a movable track switch,and cooperating butt contact electroinagnetic'circuit controllers located part on the "track and part included with the'track switchfor the=purpose of controlling a circu-it 17. In combination, in a railway traflic controlling 'system, a track, a track switch comprised of movable switch rails connected by tying members for simultaneous movement, means for moving said switch rails, and cooperating butt contact magnetic means part stationaryand part included with each of said movable switch rails for controlling 23. In a railway traliic controlling system, a track, a track switch, and means fordetecting longitudinal movements of said switch.

24. In ii -railway tra'fiic controlling system,

a track, an operable track switch capable of normal and reverse positions, means for operating and locking said switch, and means for indicating a plurality of lateral positions of said switch, said means detecting an excess'longitudinalmovement of said switch.

25. Ina railway traiiic cont-rolling system, a track, a track switch, and means for detecting longitudinal movement of said switch in either direction.

26. In a-railway trailic controlling system, a track, a track switch, and means for detecting longitudinal movement of said switch,-said means arranged to permit a predetermined longitudinal movement.

27. In a. railway tra-tfio controlling system, a track, a track switch, and means for indicating the position of said switch, said means also acting to detect longitudinal movement of said switch.

28. Ina railway traffic controlling system, a track switch, and means for indicating the position and longitudinal movement of said incombination cooperating for controlling "said translating means, said translating means'lcontrol'ling said indication apparatus.

19. In a railway traiiic controlling system,

a traclgl a: track switch comprised at two point 'rails,.;me'ansi *forl actuating; said switch,- aprimary circuit includinga source 'of energyga secondary circuit, and butt contact magnetic circuit controlling means included with each of said point rails for controlling said secondary circuit 20. Ina railway traiiiccontrolling :system,

a track, attack switch comprised of two p ointrails, means for actuating said switch, I

and butt contact magnetic circuit controlling means included Wltll each rail for indicating the position of the point rails.

21. In a railway traffic controllingsystem, a track, a track switch=comprised of two switch rai-ls, and-meansincluding a butt contact magnetic circuit cont-roller associated with each rail for'indicating the full position of" each switch rail by a distinctive signal.

22'. In a railw'ay traliic controlling system, a track, a track switch comprised of two point. rails and butt contact magnetically controlled means associated with each pointrail for indicating eachfull position of said track switch a distinctive signal, said means-alsopreventingthe display of a distinctive signal if either point rail is not in a full position,

switch, said means permitting predetermined partial movement from said position and predetermined longitudinal movement of said switch without affecting the indication.

29. Ina railway vtrafiic controlling system, a track, a track switch, and means for detectinglongitudinal movement-oat said switch, part of said means-included with each of the switch rails.-

30; In combinatiom-a track switch, indicationapparatus therefor, electromagnetic meansresponsive to reversals of polarity of current for controlling said indication apparatus,a source of current, and transformer means-having stationary primary and secondary windings, said primary windings energized from said source and said secondary windings: connected with said electromagnetic means, said transformer means having .movable parts which causes the transformer means to deliver current of one polarity or the other according as said switch occupies one position or another.

31. In a railway switch and signal system,

a primary circuit including a source of energy for supplying current to the circuit, a secondary circuit including one or more secondary coils and a winding of a device responsive to a rotating field, and butt contact electromagnetic means for inducing current from said primary circuit into said secondary circuit at one or more points.

' 82. In combination, in a railway trafiic controlling system, a track, a movable track switch, and butt contact electromagnetic means operated by said switch and located part on the track and part with the track switch for the purpose of controlling the display of signals according as the track switch occupies one position or another or an intermediate position.

83. In combination, in a railway traflic controlling system, a track including a track switch, means including a source of energy and a mechanism for operating and locking said switch, a signal and controlling circuits 10 to indicate the position of said switch, and butt contact electromagnetic means actuated by said switch for magnetically selectively controlling said signal.

Signed at New York city, in the county of 15 New York and State of New York this 24th day of March, A. D. 1922.

GILBERT C. WHITNEY.

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