US1632653A - Electric-railway system - Google Patents

Description

June 14, 1927.

J. A. JACKSON vELEC'IRIC RAILWAY SYSTEM Filed Aug. 26. 1925 Inventor:

L., 2 o e Sa J u v A H m a d 7 trains of cars.

.25 way a system, alternat ng current motorrelatively high irequencyto operate'the al 35 are fed from 40 the trains on the branch tracks when the bya variable speed CIiI-ect'current motor 16 n5 track. locating the interlocking switches natingjcurrent generator also is energized 0 Patented June 14, 1927. v I I 1 32 6 5 U ITED S ES AT NT OFF CE JAMES -A;1'.TAoKs0N, or sonnnn'c'ranniunw; Yoiax, AssIeNon T0 GENERAL ntno'rmc COMPANY, A conronnrrronjor new yonx.

ELECTRIC-RAILWAY sYs'rmvr. 7 Application. filed Angu st 26, 1925. Serial No. 52,661.

This invention relates to electri'c railway thermore, in accordance with my invention systems, particularly alternating current I provide automatic switch mechanism for electric railway systems suitable for. handisconnecting the power source from the dling mail; parcels; or freight, in which branch track just before the first'ca-r of a 5 trains of motor-driven cars areoper'ated autrain fed therefrom reaches the main track; 6

tomatically without operators or motormen This prevents interconnection of the branch on a normally energized main track to which track source with the main track source they are fed from branchtracks, under the through the train power conductorsregard' control of operators located external to the less of the number of cars inthe train.

' In the accompanying drawing thesingle The invention hasjfor its objectthe pro-- figure diagrammatically illustrates my in vision Jot improvements in electric railway vention embodied in an automatic alternatsystems otthe'above character for automatiing current electric railway system having a clly insuring the safe dispatching of'trains normally deenergiz'ed branch track joining a 5 of cars from the branch tracks to the main normally energized main track although the track. invention is applicable to other types of elec- While not limited thereto, the invention is tric railway systems. P of particular utility When'LlSBCllIlj an auto- In the drawing the main trackM is armatic electric railway system of the type ranged to carry alternating current motor described and claimed inthe co-pen ding patdriven cars from the left to the right and ent application of Robert H. McL'a-in, No. the branch track B joins with the vmain 751,228, filed November 21', 1924:, and .astrack as shown. The power conductor T signed to the assignee of myvzpresen't invenof the main track' is normally energized tion. Int-he McLain type of automatic railfrom an alternating current source 10 0t driven cars are assembled into trains and ternating current motor-drivencars thereon dispatched from branch loading tracks enatafrelatively high speed. The-power conergizedtroin a variable frequency source to ductor T of the branch track Bis arranged the main track which is normally(energized to be energized from an alternating current from an alternatingcurrent source ofrelasource of variable frequency 11 throughthe tively high constant frequency. electromagnetic switch12, the manually op In such'an automatic electric railway syserated switch 13 and the automatic switch 'tem my invention providesautoinatic means niechanismlt. v. i p for preventing collisions when trains of cars The alternating current" source of varihe branch tracks to the main able frequency 11 in' the form 'shown' is of track, and also insures against inter-connecthe type described in the previously mention of the high frequency source normally tioned patent application of Robert HfMc-Y energizing the main track with the [variable .Lain, No. 7515228, and comprises an alterfrequency source employed in accelerating nating current generator 15*which is' driven 1 trains of cars are fed to the main track. V The motor 16 is supplied with power from In carrying the invention into effect in an the direct current supply lines 17 and the automatic electric railway. system of the speed of the motor is varied by means of the type described inthe above McLain, appli rheostat. 18 which is connected in the motor cation I provide. automatic interlocking field circuitand arranged for-either manual in", switch mechanism for preventing energizaoperation or automatic operation by the 1110- tion of," the accelerating sections of the tor '18? as will be morefullydescribed in V i'branch track when trains of cars are passconnection with the operation of the railway ing over predetermined sections of the main system. The'field winding 19 ot'the alterat proper sections of the main track the-posfrom thedirect current supplylines 17 and sibility-vof accelerating and feeding a train the exciting current ofthe generator 15 is V or cars from the branch trackto the main suitably variedxthrough the agency of the track into the path of an on-com ngtrain of field rh eostat 20.

cars thereonis effectively eliminated jFin- The electromagnetic switch l2 is energized U M I III from suitable supply lines 21 and is under the control of the several car operated interlocking switches which are located along the main track M to be operated by the cars passing thereover. Each of the car operated switches 22 is biased to the circuit closing position as shown so as to normally energize the electromagnetic switch 12 from the supply lines 21. When any one of these interlocking switches is operated to the open position by a passing car the energizing circuit ot the electromagnetic switch 12 is in terrupted.

The automatic switch. mechanism 14 in the form shown comprises a pair of sepa ratcly operable electron'iagnetio switches 23 and 24; which, however, are mechanically interlocked so that when one switch is closed the other switch is prevented from operating to the closed position. The contact 25 of the electromagnetic switch 23 in its upper circuit-controlling position in which it is shown connects the power conductor T of the branch track B to the variable frequency power source 11, while the contact 26 of the electromagnetic switch 2st in its upper position connects the power conductor T directly to the normally energized power conductor T of the main track M. The operating winding of each of the electromagnetic switches and 24 is electrically interlocked with the other switch so that each switch can be energized only when the other Switch is in its lower position. The energizing circuits for the operating windings of both of the electromagnetic switches 23 and 24 are under the control of the two-position, parallelconnected interlocking control switches 27 and 28, which are located along the branch track B adjacent to the junction thereof with the main track M. Each of the twoposition interlocking switches 27 and 28 is suitably biased to the circuit-closing position in which it is shown and provided with suitable mechanism for engaging with the cars fed from the branch track B to the main track M to operate the control switches to their other circuit-closing positions.

iVith the power conductor T of the main track M normally energized from the high frequency source and the control switches 27 and 28 in their respective biased positions in which they are shown, the operating winding of electromagnetic switch 23 is normally energized through a circuit extending t'rom themain track power conductor T through the conductor 31, the operating wii'iding of switch 23, contact 26 of switch 21 in its lower position, conductor 32, and .in parallel circuit through the contacts of the control switches 27 and 28 to the track rails which constitute the return conductor for both the main track M and the branch track B. Thus the electromagnetic switch 23 is normally energized and maintained operated to the circuit-closing positionin which it is shown in the drawing.

With the electromagnetic switches 12 and 23 in their respective circuit-closing positions in which they are shown, the power conductor T of the branch track B is encrgized from the variable frequency source 11 upon closure of the manually operable Switch 13. Upon energization of the power conductor T the driving motors ot the cars which may be upon the branch track B are operatively energized to move the cars toward the main track M. By operating the rheostat 18 to decrease the field excitation of the motor 16, the speed of the alternating current generator may be gradually increased to increase the frequency of the alternating current supplied to the branch track power conductor T and thereby accelerate the motor-driven cars on the branch track B to approximately the normal running speed of the -ars on the main track M.

In case a car, or train of cars, should be accelerated on the branch track B and fed therefrom to the main track into the path of an oncoming car. or train oi cars. on the main track. a collision would be inevitable. However, this is prevented in accordance with my invention through the engagement of one of the suitably spaced interlocking switches 22 by the oncoming car or cars on the main track. The resulting opening of the interlocking switch 22 interrupts the energizing circuit of the electromagnetic switch 12 and the latter at once operates to the open position in accordance with its bias. The opening of switch 12 etl'ectively prevents connection of the source 11 to the branch track power conductor T upon closure of switch 13 or serves to disconnect the variable voltage source 11 from the power conductor T of the branch track l) and thereby deenergize the driving motors of the cars thereon in case the switch 13 was previously closed. Upon the deenergization ot the driving motors of the cars on the branch track the electromagnetic brakes ordinarily associated therewith soon bring the cars to rest. It the rheostat 18 has been operated to increase the speed ot the driving motor .16 sutliciently to engage the contact segment 29. an energizing circuit for the operating motor 18 of the rheostat 18 is established upon the operation of the switch 12 to disconnect the generator 15 from the track power conductor T the circuit extending from the supply lines 17 through the auxiliary contact with which switch 12 is provided. Motor 18 at once returns the rhcoslat 18 to the low speed position.

After the oncoming car on the main track M has passed by each of the interlocking switches 22, these switches return to their respective biased positions and reestablish i the energizingcircuit for the clectromagnetic switch 12.

ot swit'ch 121powerthen may be suppliedposition in which it' is shown to Upon the resulting closure from the variable-frequency source 11 to the driving motorsot the cars on the branch track B to safelyaccelerate and'ieed the cars to the main track M. Since the speed of motor 16 has been automatically reduced to the minimum value through operation of themotor 18 thefrequency of the alternating current generator 15 likewise is reduced to the minimum value preparatory to restarting and accelerating the cars on the branch track B. y a I c -As the cars on the branch track, B approach the main track M, the first carin the trainengages with the control switch 27and operates the same from the circuit closing its upper circuit closing position; This, however, does not interrupt the energizing circuit or the electromagnetic switch 23so long as the parallel-connected control switch 28 remains in its biased position inwvhich it is shown. Furthermore, operation of the switch 27 to its upper circuit closing position does not establish an energ zing circuit, for the elec tromagnetic' switch 24 since switches 23 and 2a are so interlocked that the-switches cannot be energized simultaneously. However, when the cars on the branch track B engage with'thecontrol switch 28 and op'eratethe latter from its biased position to its upper circuit-closing position, the energizing circuitot the'operating winding ots'witch 23 is interiiipted since both of the I track switches 27 and'28 now occupy their respective upper circuit closing positions Consequentlyp switch 23 is deenegized' and at once'returns tothe lower circuit closing position," thereby automatically disconnecting the branch track power conductor T rom the variable}trequencygenerator p IVhenthe lower contacts of switch 23 are closed, an energizing circuit torthe operating winding 'of switch 24*is established which may be traced from the power con-. ductor' T through the conductor 7 erating winding of switch 24, and thence in 31, the opparallel circuit through the contacts of; the control switches 27 and 28 in their upper positions. located along the track that one or the other switchalways is engaged by a fsuitablerack carried by each of the cars even though the other switch is released due to thegap in the operating rack between the several cars com- It will be understoodthat track switches render the use of a continuous operating rack along several cars of the train undesirable. However, by properly locating the two separately operable switches 27 and '28 along the branch track, the switches may be arranged to be simultane- The switches 27 and 28 are so B to the power conductorT jof the main operates the contact 26 to directly connect. the power conductor T oi the branch track track M; Thus, as the first car or" the train leaving the branch track Breaches the main track M and the current-collecting device on the car engages with the main track power conductor T ,v there is no possibility of interconnection between the variable frequen cy source 11 and the high frequency source 10 through the train conductors connecting,

the driving motors of the several cars composing the train. This is due to the fact that the automatic switch mechanism la is operated under the control of the car operk ated switches 27 and28 to autoinaticallydis Connect the Variable frequt-incy,,,,source 11 from the branch track power conductor T and then connect the latter directly to the main track power conductor T as the trains of cars leave branch track B and pass on to the main track Vi. .c 5 i A From the foregoing it will be seen that my invention insures the safe dispatching of cars i romthe branch track B to the main track M, since collisions with oncoming cars on the main track, as wellasiinterco'nnection between the "powensource supplying the branch and the main track are effectively revented. v

lVhat I claim as new and desire to secure by Letters Patent of the United States is 1. The combination with an electricrailwaysystem'having a normally deenergized i branch track joining a 'normallyenergized main track, otmealns including. a manually operable iswitch mechanism for "energizing the branchtrack towfeed electric motor driven cars therefrom to the main track,.and caroperated interlocking devices located on the main track adjacent said branch track and operatively connected witlilsaid energizing means for the branch track for preventing energization of thebranchtrack when'cars are passing on the main track. I V 2.- The combination with an electric railway system having a normally deenergized branch track joining a normally energized main track of manually controlled means in: cludingan electrically operated switch for energizing the branch track to feed electric motor driven cars therefrom to themain traelgfa car-operated interlocking switchlo-, cated on the main track adjacent said branch track, and connections controlled by said carthe branch track when cars are passing on the main track.

3. The combination with an electric railway system having a branch track and a main track ar'anged to be energized from separate sources, of automatic means including an interlocking switch located adjacent the junction of the branch track with the main track for preventing interconnection between said power sources when trains oi cars are passing from one track to the other.

t. The combination with an electric railway system having the power conductors for adjacenttrack sections energized from separate supply sources, of means including switch mechanism located at the end of one of said track sections and arranged to be operated by the cars passing therefrom to the adjacent section for automatically disconnecting the power conductor of one section from its supply source while the cars bridge the power conductors of the adjacent sections.

5. The combination with an electric railway system having the power conductors for adjacent track sections energized from separate supply sources, of means including switch mechanism located at the end of one of said track sections and arranged to be op erated by the cars passing therefrom to the adjacent section for automatically disconnecting the power conductors of one section from its supply source and connect the power conductor of said one section to the supply source of the adjacent section while the cars bridge the power conductors of the adjacent sections.

6. The combination with an electric railway system having a main track connected to be energized from one source, a branch track connected to be energized from a second source, of means including switch mechanism located adjacent the junction of said tracks and arranged to be operated by the cars passing from the branch track to the main track for automatically disconnecting the branch track from said second source and thereby prevent interconnection of said sources through the cars passing from the branch track to the main track.

7. The combination with an electric railway system having a normally energized main track and a. branch track connected to be energized from a separate supply source of (littering electrical characteristics, of electrically operated switch mechanism for controlling the connection of the branch track with said separate source, a. car-operated control switch mechanism located along the branch track adjacentthe main track to be operated by the cars passing from the branch track to the main track, and connections controlled by said car-operated switch mechanism for effecting operation o'l said electrically operated switch mechanism to disconnect the branch track from said separate source while the cars bridge the main track and the branch track.

8. The combination with an automatic alternating current electric railway system having a main track normally energized from an alternating current source of relatively high frequency, a branch track arranged to be energized from an alternating current source of variable frequency, an electromagnetic switch mechanism operable to disconnect the branch track from said variable frequency source and connect the branch track to the source of relatively high frequency, a car-operated control switch located along the branch track adjacent the main track, and connections controlled by said switch for eli ecting operation oi. said electromagnetic switch mechanism to disconnect the branch track from the variable frequency source and connect the branch circuit to the high frequency source while the *ars passin from the branch track to the main track bridge the two tracks.

9. The combination with an electric railway system having a branch track joining a normally energized main track, oi means for energizing the branch track from a separate source to feed electric motor driven cars therefrom to the main track, and means including car-operated control mechanism located along the branch track for disconnecting said separate source therefrom while cars are passing on the main track and while cars are entering upon the main track from the branch track.

10. The combination with an electric railway system having a normally deenergized branch track joining a normally energized main track, of manually controlled means including electrically operated switch mechanism for energizing the branch track to feed cars therefrom to the main track, a car operated interlocking switch located on the main track adjacent said branch track. a second car operated interlocking switch located on the branch track adjacent said main track, and connections separately controlled by said interlocking switches for preventing operation of said electrically operated switch mechanism to energize the branch track when cars are either passing on the main track or cars are entering upon the main track from the branch track.

In witness whereof, I have hereunto set my hand this 25th day of August, 1925.

JAMES A. JACKSON.

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