US1638178A - Railway-traffic-controlling apparatus - Google Patents

Description

' Aug. 9, 1927. 1,638,178

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Nov. 4, 1924 2 Sheets-Sheet 1 g g A bq N FE INVENTQR.

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A. WALLACE v Filed Nov. 4. 1924 INVENTOR Z W a H RAILWAY- TRAFFIC CONTROLLING APPARATUS Aug. 9, 1927.

M U W Ww kw v Mm N h E Q 98 m H mwv W aN E mw v WM. 7 kw\ MW Mum. v M. \Q ww Q W wYW Patented Aug. 9, 1927.

UNITED STATES PATENT OFFICE. v

HERBERT A. WALLACE, OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A COR PORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed November 4, 1924. Serial No. 747,705.

My invention relates to railway trafiic controlling apparatus, such as apparatus of the type wherein governing mechanism on a car or train is controlled from the trackway, or apparatus of the type wherein wayside signals alone are used to govern the speed of cars or trains.

In apparatus of both types it has been proposed to limit the speed of trains through a territory containing a permanent or temporary hazard, such as a curve, bridge, tunnel, track repairs, etc., which territory may, for convenience, be termed restricted speed territory. Under such circumstances it has been customary to continue the speed restriction imposed in such territory for a distance in advance of the exit end of the territory at least equal to the longest train. This results in a loss of time for shorter trains, however, because obviously it is safe to remove the speed restriction as soon as the rear end of the train passes out of the re stricted speed territory.

One object of my invention is the provision, in combination with restricted speed territory provided with means, such as signals or other devices, for limiting the speed of trains, of means for removing such speed limitation when the rear end of the train passes out of the restricted speed territory.

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

In the accompanying drawings, Fig. 1 is a diagramatic view showing one form of apparatus embodying my invention for imposing a low speed limit through restricted territory and for removing such low speed limit when the rear of the train leaves the restricted territory, the speed limit being ac:- complished by means of train carried governing mechanism controlled from the track way. Fig. 2 is a diagrammatic view also embodying my invention and showing means for imposing an intermediate speed limit through restricted territory and for removing such intermediate speed limit when the rear of the train leaves the restricted territory, the speed limitin this instance being;

also accomplished by train carried governing mechanism controlled from the trackwa-y. Figs. 3 and 4 are diagramatic views showing two different forms of apparatus,

involving wayside signals only, for impos- 1 ing a speed limitation through restricted territory and removing such limitation when characters 1 and 1 designate the track rails of a stretch of rallway track along which trallic normally moves in the direction indicated by the arrow. This stretch of track comprises a restricted speed territory A-B and an unrestricted speed territory B C.

As here shown, the reason for the restriction in territory A 13 is a switch D for admitting trains to section A-B from a track D. In the form shown in the present application, the restricted speed territory AB comprises only one section of track, but such territory may comprise as many sections as desired. Only one track section of the unrestricted territory is shown in the drawing, but it is understood that such territory may comprise any suitable number of such sections. The track sections are electrically isolated by means of insulated joints 2.

Referring first to the unrestricted terri tory, the track section BC is provided with train governing apparatus, which is as follows:

The section BC is provided with a track circuit comprising a transformer E the secondary of which is connected across the rails at the exit end of the section, and a track relay F connected across the rails at the entrance end of the section. The primary of transformer E is constantly supplied with alternating current from the secondary of a line transformer G,'and the primary of the latter transformer is in turn supplied with alternating current from a source not shown in the drawing.

.anc'e 3 is connected across the rails at the en.-

trance end of the section, a second impedance 4 is connected across the rails at an intermediate point in the section, and a third impedanc'e 5 is connected across the rails at the exit end of the section. Loop current is sup; plied by a transformerlil the of which is at times furnished with alternating current, as hereinafter explained. When track relay F for the section nest in advance of section BC is energized, the loop circuit for section BC passes from the secondary of transformer H through wire 6, front point of contact f relay F wire 8 to the middle point of impedance 5, thence through the rails 1 and 1 in multiple to impedance 3, and from the middle point of the latter impedance through wire 9, front point of contact 10 of relay F and wire 11 to the secondary of transforn'ier H The current which is thus supplied to the loop circuit is of what I will. term normaP relative polarity, and it will be noted that this current is supplied to the section throughout its length. Vihen track relay F is decnergized, the loop circuit for section BC passes tom the secondary of transformer H through wire 6, back point of contact 7 of relay F wire 9, impedance 3, track rails 1 and 1 in multiple to impedance 1, and from the middle point of the latter impedance, through wire 12, back point of contact 10 of relay F and wire 11 to the secondary of transfomer H The current which is thus supplied to the loop circuitis of what I will term reverse relative polarity, and it will be noted that this current flows in the track rails between impedances 3 and 4 only.

he train governing apparatus thus far described, is designed for cooperation with train carried speed governing mechanism in the following manner: When track circuit current and loop current of normal relative polarity are present, a proceed indication is given on the train and the train may then travel at a maximum speed or less without receiving an automatic application of the brakes. This maximum speed may, for 6X- ample, be 65 miles per hour. When loop current of reverse relative polarity and track circuit current are both present, a caution indication is given aboard the train and the brakes will be applied if the speed exceeds a given intermediate value, such, for example, as 35 miles per hour. Vfhen either track circuit current or loop current is absent, a stop indication is given on the train and the brakes will be applied, if the train exceeds a given low value, such as 15 miles per hour. One form of train carried apparatus which will operate in this manner is illustrated and pising a track transformer E and a track relay but this territory is not provided -with a loop circuit, The primary of transformer E is constantly suppliedqvith current from t-heseconday of a line transformer G, the circuit for this supply heing from the secondary of transformer G through wires 13 and 19, primary of transformer E and wires 20*and 18 to the secondary of transformer G Owing to the absence ofa ioop circuit in section A B, it-follows that a train passing through this territory will receive a stop indication and its'bralces will be applied if the speed of the train exceeds miles per hour. I

he supply of loop circuit current to section 15-0 is controlled by track relay F in the restricted speed territory AB. As here shown, this control iseffected through the primary of transformer H the circuit for whichprimary is from the secondary of transformer G through wires 13 and 14, contact 15 of relay F wire 16, primary of transformer H wires 17 and 18, to the sec-- ondary of transformer G It follows from the foregoing, that as long as track relay F is de-energized, no loop current is furnished to the rails of section BC, but'that when relay F is energized, loop current is always furnished to the rails of this section subject, however, to control by traffic conditions in advance of the section through the medium of track relay F While a train occupies the restricted speed territory A-B, the relay F is open, and this relay remains open until the rear end of the train passes point B. As soon as this occurs, that is, as soon as track relay F closes, the speed restriction is removed and the train may then proceed under whatever speed restriction is imposed in section B@ due to trafiic conditions in advance of this section. In other words, re 'ardless of the length of the train, the permanent, speed restriction is always removed as soon the rear end of the train leaves the restricted speed territory. 7

Referring now to Fig. 2, I will assume that the characteristics of the restricted speed territoryA B in this view are such that the intermediate speed of 35 miles per hour is safe. This territory is accordingly provided with a track circuit as in Fig. 1, and with a loop circuit which includes the entire territory and is constantly supplied with alternating current ofreverse relative polarity. It follows that trains may proceed tirough this territory at 35 miles per hour or less, but that if the speed of the train Lin exceeds such value the brakes will be applied.

The loop circuits for section 13-0 in the unrestricted territory, are as follows: -As suming that relay F is'energized, loop cur rent flows from the secondary of transformer H through wire 22, front point of contact 23 of relay F wire 24, impedance 5, the track rails 1 and a in multiple, impedance 3, and wire 25 to the secondary of transformer H If relays F and F are both energized, the circuit for the primary of transformer H is from the secondary of a transformer K, through wires 31, 30, 18, 40 and 32, primary of transformer H wire 33, front point of contact 34'of relay F wire 35, front point of contact36 of relay F and wire 37 to the secondary of transformer K. The primary of transformer K is constantly supplied with alternating current from the line transformer G the circuit being from the secondary of transformer G through wires 27, 28 and 29, primary of transformer K, and wires and 18 to the secondary of transformer G Under these conditions, that is, with both relays F and F energized, current of normal relative polarity issupplied to the loop circuit for section BC, and so a train occupying the section may proceed at full speed under a proceed indication.

WVhen track relay F C is tie-energized, the circuit hereinbefore traced for supplying current to the primary of transformer H9 becomes'inefl'ective because, of the opening of the front point of contact 34 of relay F The primary circuit for transformer H is then from the secondary of transformer G through wires 38 and 39, back point of contact 34 of relay F wire 33, primary of transformer H and wires 32, 40 and 41 to the secondary of transformer G The immediate loop circuit for section BC now passes from the secondary of transformer H through wire 22, back point of contact 23 of relay F wire 26, impedance 4, track rails 1 and 1 in multiple, impedance 3, and wire25 to the secondary of transformer H The current now supplied to the primary of transformer H is of reverse relative polarity and this loop current is now supplied to the track rails between impedances 3 and 4 only. It follows that a train between these two impedances will receive a caution indication whereas a train between impedances 4 and 5 will receive a. stop indication.

If track relay F is de-energized while track relay F is de-energized, the condition of relay F X will have no effect on the loop current in section B-C because the secondary circuit for transformer K is opened at the front point of contact 34 of relay F If, however, relay F is tie-energized while relay F is energized, the secondary circuit for transformer K is opened at the front point of contact 36 of relay F and the primary of transformer H is supplied directly from the secondary of transformer G the circuit passing from the secondary of transformer G through wires 27, 28, 29 and 42, back point of contact 36 of relay F wire 35, front pointof contact 34 of rela F wire 33, orimary of transformer H and wires 32, 40 and 18 to thesecondary of transformer G The current which is thus supplied to the primary of transformer H is of reverse relative polarity, so that a train in section B-C will receive a caution inclication.

The operation of the apparatus shown in Fig. 2, is as follows: While a train occupies the restricted speed territory A-B the brakes will be applied automatically if the speed of the train exceeds 35 miles per hour. Due to the fact that track relay F is open, loop current of reverse relative polarity is supplied to the rails of section B-C, so that as the train enters this section the speed restriction will be continued until the rear end of the train leaves the restricted speed territory, whereupon relay F will be energized so that loop current of normal relative polarity will be supplied to the rails of section B'C, provided, of course, that relay F is energized. In other words, the speed restriction is removed as soon as the rear end of the train passes out of the restricted speed territory. Referring -now to Fig. 3, the apparatus in the form here shown coniprises wayside signals only for. imposing the desired speed limitations. The stretch of track shown in the drawing comprises, as before, a restricted speed territory A-B and an unrestricted speed territory BC. The

' restricted speed territory is provided with a track circuit comprising a track transformer E and a track relay F whereas the section B C, forming the unrestricted speed territory, is provided with a track circuit comprising a track transformer C and track relay F The circuits for the primaries of the track transformers E and E are the same as in Fig. 1.

Located at the entrance end of the unre stricted territory BC is a signal S which is biased to the stop position, but may be moved to the caution position by virtue of a circuit whichpasses from the secondary of transformer G through wires 13, 43 and 44, contact 45 of track relay F wire 46, operating mechanism of signal S and wires 47 and 18 to the secondary of transformer G It will be seen, therefore, that signal S indicates stop or caution according as section B-C is occupied or unoccupied.

Located at intervals through the section BC are three other signals, S S and S Each of these signals is biased to the cantion position, but may be moved to the proill ' caution and proceed.

ceed position by virtue of a: circuit which will now be traced. The circuit for signal S is from the secondary of transformer G through wires 13, 43 and 48, contact 49 of track relay F wire 50, circuit controller M operated by signal S for the section in advance of section BC, Wire 51, contact 52 of track relay F for the section in advance of section B C, wires 53 and 53, operating mechanism of signal S, and wires 5a and 18 to the secondary of transformer G The proceed indication circuit for signal S is the same as the circuit for signal S up to and inclndingwire 53, and is then through wire 58, operating mechanism of signal. S, and wires 56 and 18 to the secondary of transformer G T 1e circuit for signal S is the same as the circuit for signal S up to and including wire 53, from which this cir-.

cuit passes through wire 53, operating mechanism of signal S, and wires 58 and 18 to the secondary of transformer G it will be seen that signals S, S and all indicate caution when track relay F is open, but that these signals all indicate proceed when track relay F is closed, provided that circuitcontroller M and track relay F are also closed, that is, provided that the section immediately in advance of section B-C is unoccupied.

The operation of the apparatus shown in Fig. 3 is as follows: When a train moving in the direction indicated by the arrow enters section A.- B, it opens track-relay F thereby opening the circuits for signals S 8* and S so that these signals all change to the caution indication. When the train enters vsection BC, it opens track relay F, thereby causing signal S to indicate stop. As the rear end of the train passe out of section AB, track relay l5 will close, and if circuit controller M and track relay F are then closed, signals S 3* and will move to the proceed position, there by removing the speed restriction which was imposed upon the train while in section The distance between signals S and S will preferably be the length of the shortest train using the railroad, and the distance between signals S and S will preferably be the length of the longest train. In each case, however, the distances between should be slightly greaterthan the train lengths in order to give signals S and S time tochange to their proceed indications and to be observed by the drivers of the trains. Preferably the distances between signals S" and S and between signals 8* and S will be equal to the length of one car.

It will be noted that signal S is a twoposition signal indicating stop and caution, whereas each of the intermediate signals S S and S is a two-position signal indicating Signal S indicates signals only stop and caution because it is controlled by a track circuit and its least res flctive indication inustbe caution. Signals S S and are not controlled by a track circuit, and, therefore, their most restrictive indications must be caution;

Referring now to Fig. l, the-apparatus shown in this view siinil to that shown in Fig. 3, except that the intermediate sig nal has been onnttezl and sect1on fl3.-G is divided into sub-sections BO,- O-P and P-C, to provide track circuits for the central of signals S" and Each track circuit comprises a track transformer E located at the exit end of the sub section and a track reiz F located at the entrance endof the sub-section, each track transforn'ier being supplied with current from an adjacent line transformer G. Signal S as before, is two-position signal indicating stop and caution, and is controlled in the same way Each signal S and S, howas in Fig. 2).

ever, is a three-position si al'indicat ig slop, caution and proceed. e caution indication circuit for signal S is from the secondary of transform-er G through wires'GO and 61, contact 62 of track relay F Wire (fiihoperating mechanism of signal o, and

wires to and to the secondary of trans foriner G". The caution indication circuit proceed indication for nal 55* up to and including wire 53, and. it then passes through wire 53, operating mechanism of signal S and wir s to, 56 and 18, to the secondary of train 7 When a train enters the restricted speed territory AB, it opens track relay F thereby opening the proceed indii cuits for signals S" and S. il hcn the train enters section B hit places si nal S at stop, and signals S and S remain it caution. lV hen the rear end of the train passes out of section lit-13, track relay F will close, thereby closing the proceed indication circuits for signals S anc S whereupon: these signals will. then change to the proceed indication, assuming, of course, that circuit controller M and relay F are closed, and also assuming that track relays F and F are closed. If section O-P isoccupiec, signal S will indicate stop; whereas,.if sec-- tion P-C is occupied, signal 8* will indi cate stop. The caution indication for each of these signals is, therefor, dependent on on cir lull the traflic conditions within the subsection associated with the signal, wherefore the indications given by these signals are more complete than the indications given by the signals S 8* and S in Fig. 3.

Although I have herein shown and "described only a few forms 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: i V

1. In combination, a stretch of railway track comprising a restricted speed territory provided with speed restricting means. means for restricting the speed of a train in advance of said territory, and means for removing such speed restriction when the rear end of the train passes out of said restricted speed territory.

2. In combination, a stretch of railway track comprising a restricted speed territory provided with speed restricting means, a track circuit for at least the exit end of said territory including a traclrrelay, and means for restricting the speed of a train leaving said. territory as long as any part of such train keeps said relay tie-energized.

3. In combination, a stretch of railway track comprising a restricted speed territory provided with speed restricting means, an unrestricted territory immediately in advance of said restricted speed territory and provided with apparatus for controlling the speed of; trains in accordance with trafiic conditions in advance, and means operating as long as any part of a train occupies said restricted speed territory to condition said apparatus to impose thesame speed restriction on the train as is imposed thereon in said restricted speed territory.

4. In combination, a stretch of railway track comprising a restricted speed territory provided with speed restricting means, an unrestricted speed territory in advance of said restricted territory and provided with train governing apparatus controlled by traific conditions in advance, a track circuit for at least the exitend of said restricted speed territory including a track relay, and means operating as long as said relay is de-energized to condition said apparatus to impose the same speed restriction as is 1111- posed in said restricted speed terrltory.

5. In combination, a track comprising a restricted speed territory provided with speed restricting means, an unrestricted section in advance of sald restricted speed territory and provided with train governing apparatus comprising a loop circuit including the two rails of the section in multiple, and means for controlstretch of railway traiiic conditions in advance of said section,

and means controlled by a train entering said section from said restricted speed territory for supplying said loop circuit with current of reverse relative polarity as long as any part of the train is in restricted speed territory.

7. In combination, a stretch of railway track comprising a restricted speed territory provided with speed restricting means, an unrestricted section in advance of said restricted speed territory and provided with train governing apparatus comprising a loop circuit including the two rails of the section in multiple, means for normally controlling said loop circuit by tra'h'ic conditions in advance of said section, and means controlled by a train entering said section from said restricted speed territory for conditioning said loop circuit to impose the same speed restriction as said means in restricted speed territory as long as any part of the train remains in restricted speed territory;

8. In combination, a stretch of railway track comprising a restricted speed territory provided with speed restricting means, and

means for continuing the same speed restriction on a train leaving said territory as long as any part of the train remains in such territory.

9. In combination, a section of railway track, train governing apparatus in said section comprising a loop circuit including the two rails of the 'section in multiple, means for supplying said loop circuit with current of normal or reverse relative polarity according to traffic conditions in advance of said section, and means controlled by a train entering said section for supplying said loop circuit with current of reverse relative polarity regardless of traffic conditions in advance of the section until the rear of the train enters the section.

10. In combination, a section of railway track, train governing apparatus for said section comprising a loop circuit including the two rails of the section in multiple, means for normally controlling said loop circuit in accordance with traflic conditions in advance to impose different speed limits on trains in the section, and means controlled by a train entering said section for controlling said loop circuit to impose a less than maximum speed limit regardless of traflic conditions in advance of the section until the rear of the train has entered the section.

11. In combination, a stretch of railway track comprising a restricted speed territory and an unrestricted speed territory, and means for continuing the speed restriction on a train entering said unrestricted speed territory from said restricted speed territory 10 and removing such speed restriction when the rear end of the train leaves said re stricted speed territory.

In testimony whereof I affix my signature.

HERBERT A. WALLACE.

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