US1631832A - Railway-traffic-controlling apparatus - Google Patents

Description

1 June 927 M. A. PENROD RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 9, 1925 RN UQN mm w 0% QM RN Q Q a: 9n SW QEQQ RN D@ %W AN WW RN QM hm, NN W .R QQW wvmd mm 9% @V b QN N v o u? m. %.%N%

mm L; Y mm. a W J M Q R RN l MN ANQN. MN 5 N m 1 MN B QQ W 4 lb W A a \QNNBQQ 3 n M 9w MN M: w

Patented June 7, 1927.

UNITED STATES V 1,631,832 PATENT OFFICE.

MELVIN A. PENROD, OF SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANTA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed Janu'ary 9, 1925. Serial N'o. 1,484.

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

One feature of my invention is the prov sion of novel means for requiring periodic acknowledgment on the part of the engineer while a train is traveling under unsafe traffic conditions in advance.

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 View, partly diagrammatic, showing one form of apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate the track rails of a railway along which traflic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of sections, of which only three complete sections, A-B, B-O and C--D, are shown in the drawing. Each section is provided with a track circuit comprising a source of current connected across the rails at the exit end of the section, and a track relay connected across the rails at the entrance end of the section. As here shown, the source of current for each track circuit is a battery 3, and this battery is connected across the rails in series with the secondary of a transformer H, a resistance 43, and a reactance 44. The track relay for each section is designated by the reference character T, with an exponent corresponding to the location.

As shown in the drawing, each section is provided with a trackway signal which is located adjacent the entrance end of the section and is designated by the reference character S with an exponent corresponding to the location. The circuits and apparatus for controlling these signals are not shown in the drawing. for the reason that they form no part of my present invention. It is sufficient to say that each signal indicates stop when the associated section is occupied, caution when the associated section is unoccupied and the section next in advance is occupied. and proceed when the associated section and the section next in advance are both unoccupied. I do not wish to limit myself, however, to the control of the signals in this specific manner. Each s gnal, in the form here shown, is of the three-position semaphore type, and each signal operates two circuit controllers 7 and 8 in such manner that each circuit controller is closed when the signal indicates proceed or cantion, but is open when the signal indicates stop.

Each section is provided with means for supplying alternating train controlling current to the rails thereof, this means, as here shown. comprising the transformers H, the secondaries of which are connected across the rails of the respective sections in series with the track batteries 3. Referring specifically to section AB, the circuit for the primary of transformer H includes a secondary 6 of an associated line transformer F circuit controller 7 operated by 1 signal S and a front contact 9 of track relay T. It will be seen, therefore, that this train controlling current is supplied to the rails of section AB when section BC is unoccupied. but not when section BC is occupied. This train controlling current flows through the rails of section A-B in series, that is, at any given instant it flows in opposite directions in the two rails 1 and 1 of this section. V

The primary winding 4 of transformer F is constantly supplied with alternating train controlling current from a xenon or G, through the medium of a. transmission ine E.

Each section is further provided with means for supplying a second alternating current thereto, which current flows through the two rails in multiple, that is, at any given instant it flows in the same direction in the two rails. This second current may be used for any suitable purpose; in the present disclosure it is used to require acknowledgment of stop signals by the engineer, and so l will for convenience term it the acknowledging current without, however, limiting my invention to the specific use of the second current. When used for this purpose, it is supplied to each section adjacent the exit end only of the section. Again referring specifically to section A.B, two resistances 10 and 11 are connected across the rails at spaced points near the exit end of the section, and the terminals of a secondary 5 on the transformer F are connected with the middle points of these two resistances respectively,

through Circuit controller 8 which is closed only when signal S indicates stop. It will be seen, therefore, that this acknowledging current is supplied to section A-B only when section BC is occupied, and it will also be seen that, as stated hereinbefore, it flows through the two rails in multiple.

As shown in the drawing, section A,B is occupied by a train'designated by the reference character W., Located in front of the forward wheels of this train are a pair of receiving coils 12 and.12,-mounted in such manner as to be in inductive relation with the two track rails 1 and 1, respectively, whereby alternating currents flowing in the track rails will cause alternating current voltages to be induced in these coils. The train W carries a three-position relay I J, comprising a rotor 15, and two stator windings 14 and 14*. The stator winding 14 is supplied with alternating current accordance-with the alternating voltage induced in the receiving coil 12, whereas the stator winding 14 is supplied with alternating current in accordance with the alternating voltage induced in receiving coil 12*. Amplifiers 13 may be interposed between the receiving coils and the relay windings, if desired. A condenser 60 is connected with coil 12, and a condenser 60 is connected with coil 12. The capacity of one condenser is slightly less than the value required to make this condenser and its associated coil resonant at the frequency of the train controlling current, while the capacity of the other condenser is slightly greater than the value required to make it and its associated coil resonant at such frequency, thus providing the necessarv phase displacement between the currents supplied to the stator windings of relav J. The rotor 15 controls two contact members 16 and 17 in the following manner: VVhenalternating current flows through the two track rails in series, the relative polarities of the currents in the two stator windings of relay J are such that the contact members 16 and 17 are swung to the right, so that the relay is energized in what I will term the normal direction. When alternating current flows through the two track rails' in multiple, the relative polarities of the currents in the stator windmgs are such that the contact members 16 and. 17 are swung to the left and the relay J is then energized in what I will term the reverse direction. When the supply of alternating current to either or both of the stator windings 14 and 14 is discontinued,

the contact members 16 and 17 0001] y in termediate or vertical positions, that 1s, the relay is then de-energized. .It will be seen, therefore, that when the train W occupies a portion of track which is supplied with train controlling current, relay J will be energized in normal direction, so that con tact 1616 is closed, whereas when the train occupies a supplied with ac nowledging current, the rela J will be energized in reverse direction, so t at contact 16-16 is closed. \Vhen the train occupies a portion of track which is not suppliedwith either of these currents, relay J will'be de-energized, so that both contacts 1616 and 1 616 will be open, whereas the back contacts 17 will be closed.

The train W is provided with electropneumatic apparatus which is controlled in part by relay J and includes a brake application valve M. This valve M comprises a slide valve 24 governed by a piston 22 operating in a cylinder 21, the piston being provided with a small port 23. Air under pressure is supplied to the right-hand side of piston 22 from a suitable source through a pipe 19. A pipe 32, leading from the lefthand side of cylinder 21 is normally blanked by a valve L, so that the air on the opposite sides of the piston 22 is equalized through the port 23, with the result that the piston 22 and slide valve 24 are held in their right-hand positions by a spring 45. When the slide valve 24 is in this position, it blanks a brake pipe U. Whentlie pressure on the left-hand side of piston 22 is reduced, as ;by

the opening of valve L, this piston andfttrii slide valve move to the left, thereby cohortion of track which is necting the brake pipe U with an exhaust orifice 46, and so causing an automatic application of the brakes.

When the relay J is ener ized in normal direction, the magnet 37 of a valve K is energized, the circuit for this magnet being from terminal K of a battery V, through.

tion wherein the brake pipe U is blanked' The stop reservoir is connected with atmosphere through valves P, N and L.

When relay J is energized in the normal direction, contact 1616 also energizes a proceed indication lamp X, the circuit for which will be obvious from the drawing.

When the relay J changes from energization in the normal direction to itsde-energized condition, magnet 37 and lamp X become de-energized. Valve member 38 of the valve K then rises, under the influence of a spring 38*, to its upper position wherein the supply of air from pipe 19 to pipe 31 is discontinued, and pipe 31 is connected with atmosphere through an exhaust port 47. After a brief interval of time, determined by the size of a timing reservoir 16, the pressure under the diaphragm 20 of valve L is reduced to such value that the valve member 39 drops to its lower position, thereby connecting the left-hand end of cylinder 21 with the stop reservoir through pipe 32, valve L, pipe 33, valve N, pipe 34 and valve P. The consequent reduction of pressure on the left-hand side of piston 22 permits valve M to reverse, thereby causing an automatic application of the brakes.

The reduction-in pressure in cylinder 21 of valve M, due to reversal of valve L, may be prevented by proper manipulation of an acknowledging valve R, by the engineer. This valve R normally occupies the position shown in the drawing, wherein air pressure .from a pipe 19 is supplied to a reservoir 18.

If the engineer reverses valve R just prior to reversal of valve L, reservoir 18 will be disconnected from pipe 19 and will be con nected with a pipe 36 which leads to the underside of a piston 27 in valve N, and the pressure which is thus supplied to the underside of this piston Wlll raise a valve member 26 into such position as to blank the pipe 33, thereb preventing discharge of air trom the cylin er 21 of valve M into the stop reservoir. The operation of piston 27 in valve N also opens valve member 25, thereby applying air from a pipe 19 through pi e 34 and valve P to the stop reservoir. A ter a given interval of time, determined by the size ofan exhaust orifice 48 in valve N, the piston 27 returns to its normal position, thereby disconnecting pipe 19 from the stop reservoir and connecting the pipe 33 with this reservoir. The stop reservoir being charged with air, however, there is then no reduction of air pressure in the cylinder 21 of valve M, and so there is no automatic application of the brakes. The time interval during which piston 27 remains in its upper position is sufficient to enable the stop reservoir to become fully charged from pipe 19*. v

The de-energization of relay J also closes at contact 17 the circuit for a stop lamp Y, which circuit I will be obvious from the drawing.

I will now assume that relay J becomes energized in the reverse direction and that the engineer has previously restored the acknowledging valve R to its normal position. The closing of contact 1616 of relay J closes the circuit for magnet 40 of a valve Q, which circuit will be obvious from the drawing. Prior to the energiz'ation of the magnet 40 pipe 35 is connected with atmosphere through valve Q and an exhaust port 49, so that the underside of diaphragm 29 in valve P is exposed to atmospheric pressure and valve member 28 of this valve occupies its lower position. The energization of magnet 40 of valve Q,

causes reversal of valve member 30, thereby disconnecting pipe 35 from atmosphere and connecting this pipe with air pressure from a pipe 19. After a brief interval of time determined by the size of a timing reservoir 17, the pressure on the underside of diaphragm 29 will cause reversal of valve member 28, thereby connecting the stop reservoir with atmosphere through an exhaust port 50, and this reversal also blanks pipe 34. As soon as relay J again becomes deenergized, magnet 40 of valve Q will also become de-energized, thereby again connecting pipe 35 with atmosphere through the exhaust port 49; whereupon, after a brief interval of time determined by the size of the timing reservoir 17, valve member 28 of valve P will return to its lower position, thus connecting pipe 34 with the stop reservoir. The stop reservoir now being at atmospheric pressure, air will flow from the cylinder 21 of valve M into the stop reservoir, thereby reducing the pressure in cylinder 21 and so causing an application of the brakes.

The timing reservoir 17- and the pressure required to operate valve P are so proportioned that when the train is moving at full speed between points 10 and 11 valve P will remain in its upper position long enough to reduce the pressure in the stop reservoir to atmospheric pressure.

If, however, the engineer again manipulates the acknowledging valve R just prior to the upward movement of valve member 28 in valve P, valve N will be actuated to blank pipe 33 and charge the stop reservoir from pipe 19*, thereby preventing oper-. ation of the brake application valve M after valve N returns to its. normal position.

While relay J is energized in the reverse direction, lamps X and Y are extinguished,

and a third lamp Z is energized due to the closing of contact 1616". The circuit for this lamp will be obvious from the drawing.

As shown in the drawing, section C--D is occupied by a second train W so that the supply of train controlling current to section BC is discontinued and acknowledging current is supplied to this section be tween resistances 10 and 11. Train Win section AB is receiving train controlling current, so that relay J is energized in the normal direction, and this condition will continue as long as the train occupies any part of section AB, the acknowledging.

current for this section being discontinued because circuit controller 8 is opened. As the train W enters section B-C, the supply of train controlling current is discontinued, so that relayJ becomes de-energized, with the result that an automatic brake application will occur unless the engineer manipulates the acknowledging valve R. Circuit controller 8 being closed, acknowledging current is supplied to section B-C, so that when train \V passes resistance 10 in this section, relay J will become'energized in the reverse direction. When the train subsequently passes resistance 11 in section B-(J, an automatic brake application will occur unless .the engineer again manipulates thev acknowledging valve R. Assuming that train W passes into the section immediately to the right of point D and remains in such section while the train W is traversing section C-D, the engineer must again nianipulate the acknowledging valve R upon passing resistance 11 in section C-D in order to prevent an automatic application ot the brakes. In other words, each time that the train N approaches a wayside signal indicating stop, the engineer must manipulate the acknowledging valve R in order to prevent an automatic brake application.

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

Having thus described my invention, what I claim is 1-- 1. In combination, a railway track, means for supplyingsaid track with alternating train controlling current which flows through the two rails in series, means for supplying the track with alternating current which flows through the two track rail: in multiple. a train carried alternating current relay having two windings controlled by the currents in the two track rails respectively whereby the relay is energized in normal direction when current flows through the rails in series and in reverse direction when current flows through the rails in multiple, and train carried governing mechanism controlled by said relay.

'2. In combination, a railway track, means controlled by traffic conditions in advance for supplying said track with alternating train controlllng current which flows through the two rails in series, means also controlled by tratlic conditions in advance for supplying said track with alternating current wh'ch flows through the two track rails in multiple, a train carried alternating current relay having two windings controlled by the currents in the two track rails respectively whereby the relay is energized in normal direction when current flows through the rails in series and in reverse direction when current flows through the rails in multiple, and train carried govcrning mechanism controlled by said relay.

3.111 combination, a railway track divided into sections, means for each section operating under safe traffic conditions in advance but not under unsafe traflic cond itions in advance to supp y the section with alternating train controlling current which flows through the two rails in series, means for each section operating under unsafe trafiic conditions in advance but not under safe traffic conditions in advance to supply alternating current to the track rails in multiple adjacent the exit end of the section, a train carried alternating current relay having two windings controlled by the currents in the two track rails respectively whereby the relay is energized in normal direction when current flows through the rails in series and in reverse direction when current flows through the rails in multiple, and train carried means for causing a brake application each time said relay becomes deenergized unless the engineer takes suitable action.

4. In combination, a railway track divided into sections, means for each section operating under safe tra fic conditions in advance but not under unsafe trafiic conditions in advance to supply the section with alternating train controlling current which flows through the two rails in series, means for each section operating under unsafe traflic conditions in advance but not under safe trafiic conditions in advance to supply alternating current to the track rails in multiple adjacent to exit end of the section, a train carried alternating current relay having two windings controlled by the currents in the two track rails respectively whereby the relay is energized in normal direction when current flows through the rails in series and in reverse directionwhen current flows through the rails in multiple, train carried means for causing a brake application when said relay changes from energization in normal or reverse direction to its de-energized condition, and means under control of the engineer for preventing such brake application.

5. In combination, a railway track divided into sections, means for each-section operating under safe trafiic conditions in advance but not under unsafe trafiic conditions in advance to supply the section with alternating train controlling current which fiows through the two rails in series, means for each sect-ion operating under unsafe trafiio conditions in advance but not under sate traffic conditions in advance to supply alternating current to the track rails in multiple adjacent the exit end of the section, a train carried alternating current relay having two windings controlled by the currents in the two track rails respectively whereby the relay is energized in normal direction when current flows through the rails in series and in reverse direction when current flows through the rails in multiple, and train carried means for causing a brake application when said relay changes from energization in normal or reverse direction to its deenergized condition.

6. In combinatioma railway track divided into sections. means for each section operating under sai'e traflic conditions in advance but not under unsafe trafiic conditions in advance to supply the section with alternating train controlling current which flows through the two rails in series, means for each section operating under unsafe traffic conditions in advance but not under safe tratiic conditions in advance to supply alternating current to the track rails in multiple adjacent the exit end of the section, a train carried alternating current relay having two windings controlled by the currents in the two track rails respectively whereby the relay is energized in normal direction when cur-- rent flows through the rails in series and in reverse direction when current flows through the rails in multiple, and brake application mechanism on the train controlled by said relay.

7. In combination, a train carried relay capable of energization in normal and reverse directions, means controlled from the trackway for energizing said relay in normal direction under safe tra iic conditions and for decnergizing said relay under unsafe trafiic conditions but for energizing said relay in reverse direction at intervals as the train proceeds under unsafe trafiic conditions, a brake application valve normally maintained in non-applying position by air under pressure in a cylinder but moved to applying position when the pressure in said cylinder is reduced, a stop reservoir normally opened to atmosphere, means operating when said relay changes from energization in normal direction to de-energized condition to disconnect said stop reservoir from atmosphere and connect it with said cylinder thereby causing a brake application, manna-l means under the control of the engineer and effective for a limited interval of time to prevent said cylinder being con nected with said stop reservoir and to charge said reservoir with air under pressure, and

means operating when said relay changesfrom de-energized condition to energization in reverse direction to vent said stop reservoir to atmosphere whereby When the relay-again becomes de-energized a brake application will occur unless the engineer again operates said manual means to prevent said cylinder being connected with said stop reservoir.

In testimony whereof I affix my signature.

MELVIN A. PEN ROD.

Images