US1651491A - A corpora - Google Patents

Description

Dec. 6, 1927. 1,651,491

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Auz. 21, 1924 4 Shets-Sheet 1 INVENTORI a z-W ATTORNEY Dec. 6, 1927. 1,651,491

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 21, 1924 4 Sheeys-Sheet 2 Q L A Qhm:

: I Q N Q L i (Q Q INVENTOR A 6. ATTORNEY Dec. 6, 1927. 1,651,491 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS 4 Sheets-Sheet 3 Filed A1192. 21, 1924 Fig 3. RfqizlflandJ/wef.

INVENTOR Q- a-W A F 2 ATTORNEY Dec. 6, 1927. 1,651,491

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug. 21. 1924 4 Sheets-Sheet 4 Fig. 5. Lat 11 /1120 S/zeei.

INVENTOR H61 4%, BY 42' x-V/VM M ATTORNEY Patented Dec. 6, 19.237.

UNITED STATES PATENT OFFICE.

HERBERT A. W'ALLACE, OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SW'ITCH & SIGNAL COMPANY, OF SYVISSVALE, PENNSYLVANIA, A CORPORA- ILION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS Application .filed. August 21, 1924:.

My invention relates to railway traiiic controlling apparatus and particularly to apparatus of the type comprising train carried governing means controlled by energy received from the tracliway. More particularly, my invention relates to the track my portion of such apparatus.

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

In the accompanying drawings, Fig. 1 is a diagrammatic View showing one form of trackway apparatus embodying my invention. Figs. 2 and 3 are views showing moditications of the apparatus illustrated in Fig. 1, and also embodying my invention. Fig. 43 is a fragmental View showing one modification of a portion of the apparatus shown in Fig. 2 and also embodying my invention.

Similar reference characters refer to similar parts in each of the four views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a railroad over which traflic normally moves in the direction indicated by the arrow. These track rails are divided, by means of insulated joints 2, into a plurality of successive track sections AB, BC, CD, etc.

Each track section is provided with a track relay designated by the reference character R with a suitable exponent and connected across the rails adjacent the entrance end of the section. Track circuit current for con trolling such track relays is supplied to each track section from some suitable source of direct current, such as a battery 8, connected across the rails adjacent the exit end of the section. A resistor 6 is interposed between each track battery 8 and one rail of the associated section in the usual and well known manner.

Each section is further provided with a lrackway signal designated by the reference character S with an exponent corresponding to the location. These signals may be of any suitable form and are here shown as S-indication semaphore signals.

Each signal S is controlled by the associated track relay in the following manner. Referring. for example. to signal S when Serial No. 733,394.

relay R is energized, a circuit is closed over which current flows from a suitable source of energy, such as battery J through wire 15, front contact 27 of relay R wire 28, operating mechanism of signal S wire 29, front contact 11 of relay R and wire 32 back to battery J and signal S then displays a caution indication. If relay K is also enorgizeth as will be described herein after, currentflows from battery J through wire 15, front contact 27 of relayR wire 30, front contact 10 of relay K wire 31, operating mechanism of signal S wire 29, front contact 11 of relay R and wire 32 back to battery J When this circuit is closed signal S indicates proceed. lVhen relay R is (lo-energized both operating circuits for signal S are opened and the closing of back contact 27 of relay R short circuits the operating mechanism of signal s and the signal then displays a stop indication.

Each signal controls a pole changer 9 intcrposed in'circuit with the track battery 8 for the section next in rear. Each pole changer 9 is arranged to occupy one position when the associated signal indicates proceed or caution, and a difi'erent position when such signal indicates stop. hen a signal, such as signal S, indicates proceed or caution, section B-C is supplied with track circuit current of one polarity, which I shall call normal polarity, and relay R is energized in the normal direction, swinging armatures 19 and 24; to the left. lVhen signal S indicates stop, section BC is supplied with track circuit current of the opposite polarity, which I shall term reverse polarity, and relay R is energized in the reverse direction to swing armatures 19 and 21 to the right.

Associated with each track relay is a line relay designated by the reference charrutter K with an appropriate exponent. Referring particularly to line relay K this relay is provided with a circuit which may be traced from hatteryJ through wires 15 and 16, front contact 17 of'track relay R wire 18, normal contact 19 of relay R wire 20, winding of relay K wire 21, circuit controller 1 1 operated by signal S wires 22, 23 and 25, circuit controller 13 operated Ion gm mar lei.

liv

1 between the secondary t of each track trans former T and the associated pole changer 5). Each transformer T is at. times supqiilicdwith alternating current from an associated: linetr ns l'oriner designated by the reference character H with an exponent corresponding-to the location. The primary ofeachlinetransformer H is constantly supplied with alternating current from some suitable source, such as an alternator M, over line wires 3 and 3 Referring for example,

to I track transformer A current, flows at times from secondary Soot line transformer H through wire 35, normal contact 2 of relay R mire 86 front contact 37 of relay R wire 38, circuit controller lfloperated by signal S wire 39, prin'iary 5 of transformer T9, and wire ll), back to transformer H Q This circuit is closed only when relay R is energized in the normal direction and 1 signal S indicates caution. or proceed. Eachof the remaining track transformers is coutrolled in the same manner asjust described for transformer T and itis thereforeplaiu that each section supplied with train con trolling current when thetrack relay for the section next in. advance is encrc'ized in the normal direction.

It should be here pointed out that the trackway apparatus herein shown and described is, suitable for co-operation with train carried governing means so that when the train occupies a stretch of track supplied with alternating, train controlling current a less restrictive indication, as a proceed indication, is received on board the t "sin,

whereas wh n such supply is interrupted the I train receives ZLHIOIQ restrictivi-i indication, such as a stop indication.

As shown in the drawing the sect on to the right of point D occupied by a. train, indicated diagraininatically at V. 1 R is therefore de-energized As a result s'gnal S indicates stop, and relay K is deenergized. The circuit for transformer. T is open at contact 12 and at relay It, so

that n train cont-rolling current is being supplied to section CD. Pole changer 9 operateddgiy signal S is-reversed and sec tion (l-D-is therefore nli with d'rect err r E track circuit current ct rcrei polarity.

controll ng current.

i left ofA. is

rent of normal polarity and also with train Relay Relay it is therefore energized in the reverse direction. The circuit for relay K is nowopen at circutv controller 13 of signal S and at relay R so this relay is deencrgized. Signal therefore indicates caution. The circuit for transformer T is. howe *er, open at uor nal contact 24!: of relay t". so that section E S is not supplied with train controlling current. Tack circuit current of normal relative polarity is supplied to section B G and relay R is energized in the normal direction. Relay K is (lo-energized; however, is circuit being; open at normal contact 19 of relay R Sig: nal El therefore indicates caution. Sect-ion AB- is supplied with track circuit cur-- rent of normal polarity and also with train Relay R is energized in the normal direction, relay K is energised, and signalI S? indicates proceed. Under these conditions the section tothe supplied with track circuit curcontrolling current.

It will be observed test the signals are controlled in ccordance with what is known as three block signaling, that is, the two ..als in the rear of a stop signal indicate a stop. signal indicates proceed. it, with the aoparatus as is, a second train proceeds through the indication as far aspointB where the Euterruption oftraiu controlling current will cause thetraiu to receive a stop indication;

This stop indication persists throughout. sec;

lions-H S andOD, and if the train on tore the section to the right ofpoint 1).; it will ""itinue to rec ive St SlIOP indication. the train controllingcurrent being: shunted the sec .on.

Referring now to Fig". 2 the apparatus hero shown is sinjular to that shown in Fl l with the exception that LliQ functions of :ircuit controllers.l2, 1 and Hare performed hf other cmilarts. section is provided. as in Fig.1. 1., with a trash a tract; relay it. and,

r ay si on a l 5, line ry ii. Each track relay ll. rcsponsiYe as bei'oe. to reversals of .1: 1 a c .f' l 1 relay it. and ill? i clo ed w.

infection a .d su nar ll. licate caution. lVheu relay caution, and the th rd signal in the rear of shown in the away from the second train by the wheels :1 s ot the train V alreadyoccupying;.

in F n. 2 each Ian RC is 't'ized in the normal direct on current flows from battery J through wire 15, front contact '27 of relay R, wire 30, normal point of contact 19 of relay It", wire 31, operating mechanism of signal S". wire 29. front contact ll of relay R and wire 32 back to battery J and signal S indicates proceed.

Each line relay K is controlled by the associated track relay and by the track relay for the section next in advance. For example, the circuit for relay K may be traced from battery J through wires 15 and 16, front contact 17 of relay R wire 41, front contact 42 of relay P wire 36, winding of relay K and wires 42 and 23 back to battery J This circuit is closed only when relays R and R are energized, under which conditions relay'K is energized.

vVhen re.ay K is energized secondary 4 of train control transforn'ier T is connected in series with impedance 7, track battery 5% and resistor 6, with rails 1 and 1 of section BC. over front contacts 43 and i l of relay K Under these conditions section B@ supplied with direct track circuit current of normal relative polarity and also with alternating train controlling current. lVhen, however, relay K is de-energizcd secondary a of transformer T is disconnected from the rails of section B-C and track battery 8 is connected directly with the rails of section BC through resistor 6. It should be noted however that under these conditions the polarity of the direct track circuit current sup plied to section BC is reversed. The primary 5 of each track transformer T is constantly supplied with alternating current, as before. from an associated line transformer H and each line transformer is constantly supplied with alternating current over line wires 3 and 3* from an alternator Iii.

As shown in the drawing the section to the right of point D is occupied by a train indicated diagraunnatically at V. Track re lay it is therefore de-energizcd and signal S therefore indicates stop. Line relay K is de-energized and section CD is supplied with track circuit current of reverse polarity but not with alternating train controlling current. Relay R is therefore energized in the reverse direction and signal S then indicates caution. Relay K" is deenergized, its circuitwbeing open at front contact 17 of relay R Section is therefore supplied with direct current of reverse po-' larity but not with train ccntrclling current. Under these conditions relay ll is energized in the reversedirection and signal S also indicates caution. The circuit for relay K is now completed over front contacts of re lays R and R and relay K is therefore energized. As a result direct current of normal polarity is supplied to se.:tion AB and this section is also supplied with alternating train controlling current from transforimr 'l. Relay R is then encrgizclil in the normal ('lire'ction relay K is energized and signal S indicates proceed. if now a second train moving from left to'right enters the stretch of track shown in the drawing it will receive. a proceed indication as far as point B, where the interruption of train controlling current willcause a stop indication to be received on the train as it proceeds through sections B-C and CD.

In Fig. l: 1 illustrate an alternative arrangement for controlling the train controlling current and the polarity of the track circuit current by the line relay K. In this view three contact armatures are usedinstead of two as in Fig. 2 and the primary 5 of the train controlling transformer T is carried over a front contact if) of relay K. it will he observed that with this arrangement the sccoiulary t of transformer T is constantly connected in series with battery 3 and that contacts l3 and 4A serve as a pole changerto control the connection of the terminals of this series combination with the track rails. When relay Kis (lo-energized the circuit for transformer T is opened at contact l5 'and the secondary winding l then functions simply as an impedance in series with battery 8;

Under some conditions of operation the lengths of the track sections may be so great that it desirable to divide each of the sections into two subsections. When this is true the arrangement illustrated in Fig. 3 may be used. In this modification each of the sections AB, BC and CD, etc. is divided into a forward and rear subsection by means of insulated joints 2, located at an intermediate point X in the section. In addition to the track relay R connected across the rails adjacent the entrance end of each section. a second track relay, designated by the reference character 1' with an exponent corresponding to the location is connected across the rails adjacent the exit end of each section. A battery 8 and a resistor. 6 are connected in series across the rails to the right of point X in each section and a track transformer T has its secondary at connected in series with an impedance 7 and resistor 6 and a track battery 8 across the rails to the left of point X in each section. A. second train control transformer designated by the. reference character 'l with an exponent corresponding to the location has its secondary winding 4 connected across the rails adjw cent the exit. end of each. section. Each track relay R in Fig. 3 is of the two-position type but each section is provided with a polarized relay designated by the reference character G with an appropriate distinguishing exponent. Each section is provided "1th a line relay K as in the preceding views.

Each section is further provided as inill) i and 58 back to battery J tion.

Figs, 1 and ZWith a traclmay signal; S havingassociated therewith three circuit con.- trollers 12, 1'3 and 14 and each trackway signal Salso controls a pole changer designated by the reference characterf). Referring particularlyto section C-D,: the circuit for polarized relay G may be traced from battery JP, through Wires; 4L6-and-4 7, pole-changer9 o 'ieratedby signal S Wire 57, front contact 56, oftrack, 1 Wire 55,, front contact 5 l'of-relay R wire 53, Winding of relay G9, Wire 52, front contact 51 of relay- R Wire 50, front, contact l9 ofrelay I'D, Wire 48, pole changer; 9 and Wires 58' plain. that when relays R and r are ener-- gized, relay G is supplied with currentof one polarity when signal S indicates. care tion or proceed and with current ofpthe other polaritywhen signal S indicates stop. The

remaining polarizedrelays G. are controlled: in a mannerv similar; to that ust ClQSOl'lb'BCl forrelay G tact 7 8 of relay G Wires 79 and 80, operating inechanisln ofsignal S Wire81, front contact 82 of-relay GP tllltlfivlle. 83 back to,.-

battery-J and signal is 'then indicates cau- Another circuit for s1 'nal-S ma T be traced from battery J through Wire 46,

front contact 78 of relay G Wires TSand 80, front contact, 8d of relaylK Wire85, operate.

ing mechanism of signal SP, xvii-e81, front contact 82 of relay G and wire83 bacl: to

battery J Thiscircuit is closedonly-when relays G and-K are'both energized, under- Which COIlflltlODS signal S?" indicates pro-i ceed. The circuits for tl'ilerelnaini ng; sig nalsare similar to those ustatracedfor signal S When signals S and S both indicate. caution or proceed andirelay G is energized in the normal: direction and current flows from battery J through Wire46, front contact 59 of relay G Wire 60, normal pointcontact 613 of:re1ay GPgWire 62, Winding of ofrelay K Wire 63, circuit controller 14 operated by signal S Wire (Set, circuitcontroller l3 operated. by signal S and=wires and'58 backto batteryd ai'idrelay KP is then energized.

Train coi'itrolling currentis at times supplied to the traincontrol transforniers for each section from a line transforn'ier H supe plied With: alternatingcurrent from an -al A circuit ternator- M asin Figs. 1 and 2.; may be traced from secondary 33. of; transformer HP, through Wire 66,n orn alpo1nt of contact-67'of-relay G wire 68, frontcon-V tact 69-ofrelay G ,Wire 7'0, circuit control ler 12 operated by signal S Wire 71, front contact-72 of relay R- wire- 73, pri1nary 5' of transformer -T "-and ire 40 bac I? to sec-- ondary 33 0ftransformer H The circuit It is therefore just t-racedis provided Witha branch which passesfroin Wire 73, through Wire 74, front contact 75 of relay r W re 86, primary 5 of transformer T Wire 87 and back to wire filth cates PZI'OCQQdgOIT caution antle -relay GP is,

energized in the, normal direction, train con trolling, current is supplied; to subsection;

C+X- by transformer T As; shown 1n the drawing, the SQCtlOllytO the right-50f point D is occiii-pied byi a train; V and relay R is therefore de-encrgizedr, TllGvClITGUlt, forvrelay-GP is, therefore, open and the closing of baclscontactSS on relay R short circuits this relay to prevent it from picking up, improperly; Relay G? being; die-energized, signal" S indicates. stop,

thereby. opening, circuit controllers 12, 13 and 1% andreversingpolechanger 9. Re:

lay K is therefore tie-energized" and furthermore the circuits for transformer T and t'ansforineri T in section iC D are interr-uptedr, Subsection -X-D is supplied with direct current by battery 8 but, not with train controlcurrent, and relay'r is therefore energized,

train control current and'relay R is also energized.

versed'and therefore relay-G9 is energized 1nthe reverse direction. Signal S therefore indicatescautloniand relay K is de energized, the circuit for this relay bcingi Sub! sections B XiandX fc are each supplied; with direct track ClICUllS:CkllI'GIliQfl'OlIl a track opennt front. contact-59uof relay. G.

battery. Salocated:adjacentpoint Xibut the circuit for both ztrain control transformers associated! with these. subsections are open and therefore neither subsection is provided With train controlling; current.

train. controlling"transformers, one located" adjacent the exit end of each subsection. Relays R and' R are botlrenergized by direct track circuit current and relay G is energized inthe norinal'direction. The cir cusit for line relay I**- -is.coinpleteover-nor Similarly, subsection C-X is supplied with direct current. but not Witlr Under these conditions the, cir-. cult for relay" G? complete, but pole changerfi operated byqsignal' S is now re-.

Relays R and r are both energized and relay G is "1 the Signal he ctosing o't' norn ml Iii mal contact 61 of relay G and signal S therefore indicates proceed.

If, now, a second train, moving in the direction of the arrow, enters the stretch of track shown in the drawing, this train will receive a proceed indication as it moves through subsections AX and X-ll. At

' point B, however, the interruption of train and polarized contacts on line relay G are used instead of polarized contacts on a track relay. Other changes in the circuits are those that are made necessary by the cut sections.

Although I have herein shown and described only a few forms of railway trallic controlling 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. In combination, a stretch of railway track, means for supplying said stretch with track circuit current, a polarized relay responsive to traffic conditions in advance of said stretch, and means for supplying train controlling current to said stretch when said relay is energized in one direction but for discontinuing such supply when the relay is energized in the other direction or is deenergized.

2. In con'ibination, a plurality of successive sections of railway track. a signal for each section; means for controlling said signals so that when one section is occupied the corresponding signal indicates stop, the first signal in rear and the second signal in rear each indicate caution, and the third signal in rear indicates proceed; and means effective when one section is occupied for supplying train controlling current to the third section in rear of the occupied section but not to the first and second sections in rear thereof.

3. In combination, a forward and a rear section of railway track, a polarized relay for said forward section, means controlled by tratlic conditions in advance of said forward section for supplying current of one polarity or the other to said polarized relay, a signal for said rear section, a line relay for controlling said signal, and means effective when said polarized relay is energized in one direction but not when such relay 1s energized in the other direction for energizing said line relay and supplying train controlling currcnt to the ails in rear of said rear section.

4-. In combination, a plurality of successive sections of railway track, a polarized track relay for each section connected across the track rails of the corrcspoinling section, means for supplying each section with track circuit current of one relative polarity or the other depending upon trailic conditions in advance, and means for each section for sup plying such section with train controlling current when the relay for the section next in advance is energized in one direction but not if such relay is energized in the other dircgtion or tie-energized.

In combination, a plurality of succccsire sections of railway track, a polarized track relay for each section connected across the track rails of the correspoiuling section means for supplying each section with track circuit current of one polarity or the other depending upon traiiic conditions in advance, means for each section for supplying such section with train controlling current when the relay for the section next in advance is energized in one direction but not if such relay is energized in the other direction or deenergized, a line relay for each section arranged to be energized only when the track relay for the section nest in advance is energized in said one direction, and a trackway signal for each section controlled by the associated line relay.

6. In combination, a plu ality of succet-tsive sections of railway track, a poiarized track relay for each section, means associated with each track relay for supplying the section next in rear with track circuit current of one polarity or the other according as such track relay is energized or de-energized, means also associated with each track relay for supplying train controlling current to the section next in rear when the relay is energized in one direction but not when the relay is energized in the other direction or deenergized, a line relay for each section arranged to be energized when the track relay for the section next in advance is en ergized in said one direction but not when such relay is energized in the other direction or de-energized, and a lraclnvay signal for each section controlled by the track relay and the line relay associated therewith.

7. In combination, a plurality of successive track sections, a track relay for each section, means for supplying each section with track circuit current of one polarity'or the other according as the section next in advance is occupied or unoccupied, and means for supplying each section with train controlling current when and only when at least the two sections next in advance of such sec-- tion are unoccupied.

8. In combination, a plurality of success sive track sections, a polarized traclcrelay for each section, means"for'supplying each track section with track circuit current of one polarity or the other depending upon traffic conditions in advance, and means for each sect-ion effective when and only when atleast such section and the the SQCtlOHIlGIilL in advance are both unoccupied to supply train controlling current to the section next in rear.

S). In combination, a plurality of successive track sections, a polarized track relay for each sectionfn'ieans for supplying each track section with track circuit current of one polarity or the other depending upon ti'afiic conditions in advance, and means for each section controlled by the track relay for such section and GllGCtlY'UWhGIX and only when at least such section and the section next in advance are both UDOCCUpled to sup-. ply train controlling current to the section next in rear.

In testimony whereof I atii): my signature.

HERBERT A. WALLACE.

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