US1662481A - Railway-traffic-controlling apparatus - Google Patents

Description

Patented Mar. 13; 1928.

UNITED STATES PATENT or are HERBERT A. WALLACE. OF EDGEYVOOD BQBOUGH, EENNSYLVAJFTIA, ASSIGNOR TO THE UNION SWITCH dc SIGNAL COMPANY,

PORATION OLE PENNSYLVANIA.

.031" SWISSVALE, PENNSYLVANIA, A G03 RAILWAY-TRAFFIC-CONTROLLING emanates.

Application filed August 20, 1923. Serial No. 658,196.,

ll? out the novel features thereof in claims.

In the accompanying drawings. Fig. l is a diagrammatic View showing one form of apparatus embodying my invention. Fin 2 is a view showing a modification of the apparatus illustrated in Fig. 1 and also embodying my invention.

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

Referring first to Fig. 1, the reference characters 1 and l designate the track rails of a railway over which trattic normally moves in both directions. These track rails are divided by means of insulated joints 2 into a plurality of successive track sections of which only one complete section Al3 is shown in the drawing.

Each track section is provided witha source of track circuit current which com prises as here shown a track transformer designated by the reference character T with an exponent corresponding to the location and having its secondary winding 4 constantly connected across the rails adjacent the left hand end of the section. Interposed between one rail 1 of each section and the secondary 4 of the associated track transformer is an impedance 5, one function of which is to limit the output of the trans,

former when its terminals are short-circuited by the wheels and axles of a tram occupying the section. The primary 6 of each track transformer is constantly supplied with alternating current from the secondary of aline transformer associated. therewith and designated by the reference character H with an exponent corresponding to the location. The primary of each such line transformer is constantly supplied with alternating current from a suitable source of energy, such as a generator M, over line wires 3 and 3. Each section. also provided with a track relay. a cutout relay and an auxiliary relay designated by the reference characters R, E

of the train.

and (t, respectively, with exponents corresponding;- to the location. Each track relay R normally connected rails adjacent the r ht hand end. of the associated section. Referringpartieularlytoy relay R3 the relay is provided wit-h acircuit which passes from 'rail l of section iii-13, through wirei, back contact 8 of cut-out relay E ,wire 9, winding of track relay R and wires 10 and 11 back to rail 1 of sec ticn A B. It will be seen that this circuit is closed only when relay E is deenergized,

under which condition assuming section AB to be unoccupied, relav B is energized by current supplied to the ti'aclr. rails by sec,-

ondary 4 of track transformer T The traekway apparatus herein shown and described is intended for co-operation with train carried governing means responsiveto current flowing in the track rails. least one form of apparatus designed to cooperate in this manner the track circuit current in the track rails influences the governing means through themedium of receiving appliances located on the front of train. It is clear thatin apparatus of this nature the trackway apparatus must be so arranged that the source of track circuit current is at all, times connected w ththe rails in advance for traffic moving from right to leftthe transformers T are always in advance of the trains, and: in. order to provide a source of energy connected in. advance of trains moving: in the opposite direction, namely, from left to right. I provide an auxiliary track transformer located adjacent the right hand end of each section and here; designated by the reference character D with. a

suitable exponent. The primary of each such transformer D is constantly supplied with alternating current from the secondary of the associated line transformer H. Re-

ferring particularly now to section AB, a

across the track In at In Fig. 1 it will be seen that tion i\ll. the wheels back contact 15 of auxiliary relay G wires ltl and 17. winding; of relay F. and wire 18 back to the secondary of transformer I), thereby supplying track circuit current to section .\*ll. and simultaneously energizing relay F. which relay thereupon closes its front contacts. The closing of relay E" disconnects relay it from the track section A -B by opening back contact 3. and also closes a stick circuit for relay E which passes from the secondary of transformer D. through wires 12 and 7. rail 1 of secand axles of the train, occup \"in s section A.ll. rail 1, wire 11, back contact 13 of traclt relay R, wires 1t and 19, front contact 20 of relay E wires 21 and 17, winding of relay E and wire 18 back to transformer D It is clear therefore that relav E is energized only when relays ll and G are die-energized, and is subsequently stuck or retained in its energized condition over its own front contact as long as relay R is tie-energized even though relay G becomes energized. ith this arrangement therefore. a train moving from left to right through the stretch of track shown in this drawing is supplied with track circuit current from a source connected with the rails in advance of the train. The closing of the front contacts of relay E completes a pick-up circuit for relay G which pauses from the secondary of transformer II, through wires 22 and 23, winding of relay (i wires 24: and 25. front contact 36 of relay E, and wires 27 and 28 back to transformer H, thus energizing relay G Relay G is also provided with a stick circuit which passes from the secondary of transformer H, through wires 22 and 23, winding of relay G. wires 24 and 25. front contact 30 of relay G. wire 31. bacl; contact $52 of track relay It. and wires 33 and 28 back to transformer H. It is clear that when relay It tie-energized and relay G is energized, relay G is retained in its cnergized position over a circuit includine its own front contact and a back contactof re lay ll but eliminating the front contact of relay E. After the train moves out of the section ,\--l,l. current from transfori'ner D can only pass from rail 1 to rail 1 through secondary l: of transformer T Since the voltage of this winding t is in opposition to that of transformer D, the current flowing through transforn'ier D and hence through relay E is reduced to a value below the release point of this relay, which relay thereupon becomes tie-energized, opening its front contacts and closing its back contacts. thereby connecting relay R with the rails of the section. This relay thereupon cnergized. and the opening: of its back contact '13 disconnects transformer D from the ails of the section. The energization of relay R also opens, at its back contact 32, the stick circuit for relay G which relay becomes (lo-energized thus returning the apparatus to its normal condition.

ll'hen a train moving from right to left enters. section i\l the operation of the apparatus the same as just described for tratlic from left to right but the train carried governing meansv are now supplied with alternating current from the transformer T" connected across the rails in advance of the train and hence the operation of the apparatus located at point it does not atl'ect the train. The purpose of hacl; contact, 8 of relay ill in the circuit for relay It is to eliminate any possibility of uncertainty in the operation of relay ll l in the absence of this contact, relay R" might, under certain circumstances be intermittently energized and tie-energized when a train occupies section A-B.

Referring now to Fig. 2 I show one arrangement of apparatus embodying my invcntion adapted for application to a signaling system comprising direct current track circuits. A direct current track relay. here designated by the re fercnce character with an exponent corresponding to the location is constantly connected across the rails adjacent the right hand end of each section, and the secondary at of each track transformer T is connected in series with a track battery designated by the reference character J with an exponent corresponding to the location. Relays l and (i are controlled by the associated track relays oycr circuits similar in all respects to those described in connection with Fig. 1.. The operation of the apparatus shown in Fig. :2 is as follows:

As shown in the drawing the parts are in the position crirrespondii'ig to the normal or unoccupied condition of the portion of track shown. The secondary 4- of transformer A and the impedance 5 offer low resistance to the direct current from battery J, and track relay S is therefore energized by the direct current supplied to the rails at the opposite end of the section. Relays l3 and G are tie-energized, and tJtlDSfUill'lQl D" is disconnected from the track section. Under these conditions alternating track circuit current is supplied to the rails from the transformer T Tratlic moyin; from right to left is therefore supplied with alternating: current from a source in advance of the train. If a train moving from left: to right enters section Al3 at point A. its wheels and axles will shunt the track circuit current sul'iplicd by battery J and transformer T llelay S. no longer receiving direct current. will be (lo-energized. The closing of bacl: contact 13 of relay 8 closes the circuit for transfm'mcr D and relay E". this relay therefore becoming energized. and closing its stick circuit over its own front contact 520. The closing of front contact 26 of relay E Ill Inn

completes the pickup circuit for relay G which thereupon becomes energized and closes its stick circuit over its own front contact 30 and back contact 32 of track relay S. It will be plain that under these conditions tratiic moving from left to right through section Al5 will be supplied with ulternating track circuit current from trans former D connected with the rails of the section in advance o! the train. litter the train leaves the section at point B the current supplied by transformer I) can pass from rail 1 to rail 1 only through transformer T which is in Voltage opposition. The current through transformer D and hence through relay E is considerably reduced therefore and this relay becomes deenergized. The opening of trout contact 20 of relay E disconneets transt'ori'ner D from the track rails. Direct currentfrom battery J picks up relay S which opens, at its back contact 32, the stick circuit for relay G which thereupon becomes tie-energized and returns the apparatus to normal condition.

Alilltlllgll l have herein shown and described only two forms oi. apparatus embodying my invention, it 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.

l laving thus described my invention, what 1 claim is:

l. in combination, a section of railway track, a source of alternating train governing energy constantly connected across the rails of said section, a second sourceof alternating train governing energy, and means for connecting said second source across the rails only when such section is occupied by a train.

2. ln combination, a section of railway track, a source of alternating train got' ernins QllGl'g'y constantly connected across the rails of said section, a second source of alternating train governing energy, and means normally iuctlective but effective when saic section is occupied by a train for connecting said second source across the rails of said section.

3. in combination, a section of railwa track, a source of energy connected with the rails adjacent one end of said section, a trac relay connected with the rails adjacent the other end of said section and responsive to energy from said source, a cutout relay associated with said track relay, a second source or energy, an auxiliary relay, means cm'itrolled by said track relay and said auxi liary rcla for supplying current to the rails o't' said section and to said cut-out relay, means subsequently controlled by said track relz and said cut-out relay for sup fiying current to the rails of said section and to said cut-out relay, means controlled by said out-out ,relay tor energizing said auxiliary relay, and means cont-rolled by said track relay for subsequently maintainingsaid auxiliary relay in such energized condition until the track relay becomes energized.

:i. in combination, a section of railway trac a cut-out relay for said section, an an. .ry relay controlled by said out-out rcl and means controlled by said auxiliary rel, y and by trallic conditions in said section for supplying current to the rails of said section and to said cut-out relay in fri k 'it. i

5. In combination, a section of railway track, a cut-out relay for said section, an auxiliary relay controlled by saidreut-out relay, meanscontrolled by said auxiliar relay and by tratlio conditions in said section for supplying current to the rails of said section and to said cut-out relay inseries, and means controlled only by trallie conditions in said section for subsequently supplying current to the'ra-ils of said section and to said cut-out relay. i

6. In coml'iimition, a section of railway track, means for supplying cu'rent to said section, and means effective upon asubstantial decrease in the strength 01 such current for interrupting said supply.

-'i'. In combination, a section of railway track, a relay :ssociated with said section, means controlled by said relay for supplying current to said section, and means responsive tothe strength of said current. for

iuterru )tlll" said su 3 )l and for coutrollin a: Y a

said relay. o i

8. In combination, a section of railway track, a relay HSSOClZltGCl with said section,

means controlled by said relay andby traflie conditions in said section for supplying current to said section, and means responsive to the strength of said current t'orattimes removing said relay from the control of such current and at other times for interrupting such current.

9. In combination, a track, a track relay for said section, a second relay for said section, means controlled by said two relays for supplying current to said section, and means responsive to the strength of said current for at times removing said second relay from the control of such ourrent? 10. In combination, a section of railway track, a track relay for said section, a second relay for said section, means controlled by said two relays for supplying current to said section, means responsive to the strength of said current for at times removing said second relay from the control of such current, a pick-up circuit for said second relay in cluding a contact controlled by said last mentioned means, and astick or retaining section of railway circuit for said second relay including a contact controlled by said track relay.

11. In combination. a stretch 0t railway track. means for supplying" trains moving; in one direction through such stretch with alternating track circuit current from a source of energy constantly connected across the rails in advance ot the train. a se-ond energy source. and means for connecting said second source across the rails in advance of tratiic moving in the opposite direction and for disconnecting said second source when tratlic passes the point. where said second source is connected with said stretch.

12. Railway tratiic controlling apparatus comprising a section ot railway track. a source of track circuit current constantly connected with one end of the section. a second source of energy for the section; a track relay. a cut-out relay and an auxiliary relay for the section: means controlled by the track relay and cut-out relay for operatin; the said auxiliary relay: a circuit including the said second source. the cut-out relay. a contact operated by the track relay. a coin tact operated by the auxiliary relay, and the rails of the section in series: and a second circuit including the said second source. the cut-out relay, a contact operated by the cutout relay. a contact operated by the track relay and the rails of the section in series.

13. Railway traffic controllin; apparatus comprising a section of railway track. a source of track circuit current constantly connected with one end of such section. a second source of energy for said section: a track relay, a cut-out relay and an auxiliary relay for said section; means controlled by the track relay and cut-out relay tor operating the auxiliary relay; a circuit for said section including the said second source. the cut-out relay, a contact: operated by the track relay, a contact operated by the auxiliary relay, and the rails of the section in series; a second circuit for said section including the said second source, the cut-out relay. a. contact operated by such cut-out relay. :1 contact operated by the tracl; relay and the rails of the section in series: and means for preyenting the mer-energizalion of said track relay by the said second source.

1- Railway traliic coutrolliiu; apparatus comprising a section of railway track. a source of track circuit current constantly connected with one end of such section. a. second source of energy for the section: a. track relay, a cut-out relay and an auxiliary relay for said section: means controlled by the track relay and cut-out relay for operatin; said auxiliary relay: a cir uit for each rectiou inclndin; the said second source. the cut-out relay. :1 contact. operated by the track relay. a contact operated by the auxiliary relay. and the rails of the section in series; a second circuit for each section including the said source. the cut-out relay. a contact op erated by the cut-out relay. :1 contact operated by the track relay and the rails of the section in series: and means controlled by said cut-out relay to at times disconnecting the track relay from the section.

15. In combination. a section of railway track. a source of energy constantly connected across the rails of said section. a track relay normally connected across the rails of the section. a second source of energy. and means for at times connectiiu: said second source across the rails of said section and disconnecting: said relay from said section.

In testimony whereof I atlix my signature.

HERBERT A. \VALLACE.

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