US1663222A - Railway-traffic-controlling apparatus - Google Patents

Description

March 20, 1928.

' v A. A. SKENE ET AL RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Dec. 20 1926 & gslwu fi m m VH. 6 a m w W Q E E 6% QM ww MN \N v V QM mWN mm mm mm .rmm T k mm H k N NE W Q. B WMN All W HA. T P

Patented Mar. 20, 1928.

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ANDREW A; SKENE, or wiLKrnsBURe, AND HOWARD A. rnomrson, or mambo]:

BOROUGH, PENNSYLVANIA, ASSIGNORS To THE UNION swIiiici-I & siGivA-L 001i:-

r NY; or swrssvana, rann'sYLvr-inrii, e con-rci'aarion or rEnitsrLvANrA;

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed December 20, 1926. Serial No. 155,844.

Our invention relates to railway trafiic controlling apparatus, and particularly to apparatus of the type comprising train carried governing means controlled by energy received from the trackway.

lVe will describe one form of railway traflic controlling apparatus embodying our invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view illustrating one form of railway traflic controlling apparatus embodying our invention.

Referring to the drawing, the reference characters 1 and 1 designate the track rails of a stretch of railway track over which trafiic normally moves in the direction indicated by the arrow. These rails are divided, by means of insulated joints 2, into a plurality of successive track sections, only one of which, A-B, is shown in the drawing.

Each track section is provided with a track relay designated by the reference character It with an exponent corresponding to the location, and connected across the rails adjacent the entrance end of the section. Associated with relay R is a repeater relay P which is connected with terminals X and Yof a suitable source of energy, not shown in the drawing, over front contactt9 of relay R Relay P is therefore energized only when relay R is energized.

A track transformer T has its secondary 7 constantly connected across the rails adjacent the exit end of section AB through the usual impedance 9. Section A-B is therefore provided with a track circuit comprising the secondary 7 of transformer T, impedance 9, relay R and the rails of thesection in series. The section is also pro vided with a loop circuit over which current is supplied to the railsof the section in par allel. For this purpose two impedances 12 and 18 are connected across the rails adjacent the entrance end and the exit end, re-

spectively, of the section, and secondary 10 of a loop transformer L is connected with the mid-point of these impedances.

Alternating currents are supplied to the trackway through a plurality of transformers G, D and 7E. The primary oftrans-V former C is supplied with alternatingi'current of onefrequency from an alternator F,

through a transformer C over line wires 3 and 4t Transformer is supplied with alternating'current through a transformer D from an alternator G, over line wires 5 and 6. A third alternator H supplies alternating current to the primary of a transformer E the secondaryof which is connected with the mid-points of the secondaries of transformers C and D Transformer E has its primary connected from the mid-point of the primary of transformer C to the mid-point of the primary of transformer D. It will therefore be plain that the primary of transformer E is supplied with alternating current from transformer E over a phantom circuit through wires 3-, 4, 5 and 6. The alternators F, G and are arranged to supply alternating currents, of

slightly different frequencies. These fre-.

quencies may have any suitable values, but

for purposes of explanation we will assume that alternator F vdelivers current of -cycles per second, that' alternator G delivers current of .59 cycles per second, and that alternator H delivers current of 58cycles per second. In order to maintain constant the relative values of the frequencies of the currents delivered by the three alternators F,

,G and H, we preferably connect the alternators mechanically.

When section AB is unoccupied, so

that relay R? and relay Pare energized,

current is supplied from transformer C to the primary 8 of transformer T over a cir cuit which passes from the secondary of transformer 6, through wire 14L, front co n- ,t-act 15 of relay P, wires 16 and 17,,primary lay R is energiz'edwhen relay P is'deenergized, current flows from the secondary of transformerE, through wire 23,, front contact 24: of relay R wire 25, back contact 26 of'relay P, wires 27"and17, primary 8 of transformer' T and wires 18', 1 9, 28; and

29, back to the secondary oftransforiner roe If, however, relay B is 'de-energized, as by the presence of a train in the section to the right of point B, and if relay P is de-energized, current flows from the secondary of transformer D, through. wire 30, back contact 24 of relay R wire 25, back contact 26 of relay P, wires 27 and 17, primary 8 of transformer T, and wires 18, 19 and 28, back primary of transformer L from transformer C so that under these conditions the loop cir- V cuit of section A-B is supplied with 60- cycle current. At the san'ie time the primary of transformer T is connected with transformer D or'with transformer E, de-

pending upon the condition of relay R so that the track circuitfor section AB is supplied with alternating current of 59 cycles or 58 cycles depending upon traflic conditions in advance. f

The reference character V designates a train which isprovided with two receivers K and K each comprisingtwo magnetizable cores 31 and 31 carried in inductive relation with the two track rails 1 and 1 respectively. Each of the cores 31 is provided with a winding 32 and each of the cores 31 is provided with a similar winding 32 The receiver K is located in advance of the forward axle of the train and the windings 32 and 32 of this receiver are connected in series in such manner that the voltages induced therein by current which flows in opposite direction in the two track rails at an instant are additive This receiver may therefore be called a track receiver because it is responsive to alternating current supplied to the track circuit of the section occupied by the train. The windings 32 and 32 of the receiver K are connected in series in such manner that the voltages induced therein by alternating currents which flow in'the same direction in the track rails at an instant are additive. This receiver may therefore be called the loop receiver because it is responsive to loop current in the track rails of the section occupied by the train. The track receiver K and therloop receiver K are connected, through amplifiers of any suitable type, with the windings 33 and 34,;respectively, of an induction motor relay J. This relay'is provided with an armature 35 which swings a-contact 36 in one direction or the other depending upon the relative polarity of the alternating cur rents supplied to windings 33 and 34.

When the train V occupies a section which is supplied with loop current and with track circuit current, it will be plain that currents of corresponding frequencies will be supplied to windings 34 and 33 of relay J. As a result the contact 36 will be swung in one direction each time the currents in windings 33 and 34 are in phase and will be swung in the opposite direction each time the currents in these windings are 180 out of phase. It will be plain therefore that the frequency of oscillation of the contact 36 of relay J will correspond to the difference between the frequencies of the currents supplied to windings 33 and 34. In other words, the frequency of oscillation of contact 36 will be equal to the beat fre quency of the currents in the two windings of the relay J. If the track circuit is being supplied with 58-cycle current and the loop circuit is being supplied with 60-cycle current the beat frequency will be two cycles per second and the frequency of oscillation of relay J will also be two cycles per second. If, however, the track circuit is being supplied with 59-cycle current and the loop circuit is being supplied with (SO-cycle current,

the beat frequency will be one cycle per sec- 0nd and relay J will oscillate once per sec- 0nd. V

The train may be provided with, decoding apparatus of any suitable type which is selectively responsive to the frequency of oscillation'of the relay J. As shown in the drawing this decoding apparatus is similar to that shown and described in an application for Letters Patent of the United States, Serial No. 112,491, filed May '29, 1926, by Clarence S. Snavely,'for railway'traffic con trolling apparatus. This apparatus comprises two transformers Q and S, the primaries 38 and 39 of which are supplied with. periodically reversed direct current from a battery 37 under the control of contact 36 of relay J. As shown in the drawing, when contact 36 swings to the left to close contact 3636 current flows through the lefthand portions of primary 39 of transformer S and primary 38 of transformer Q, in one direction, and when contact 36 swings to the right to close contact 3636", current from battery 37 flows in the opposite direction through the right-hand portions of primaries 38 and 39. The secondary 41 of transformer S is connected through a rectifier with a relay 43, and the secondary 40 ofthe transformer Q, is connected through a rectifier with arelay 42. Itwill therefore be plain that. the flux in-the transformers Q, and S is periodically reversed at'the frequency of oscillation of contact 36.

The parts are so proportioned that when relay J is operating one cycle per second iii) to reverse the flux in transformer Q once per second, the core of the transformer is substantially saturated and relay 42 is supplied with sufiicient energy to pick up the relay. It follows that relay 42 will also be energized when the flux is being reversed saturation of the core, and since they are less rapid the energy supplied to relay 43 s not sufficient to energize the relay. The relays 42 and 43 control governing means of any suitable type. In the form here shown a proceed lamp 46 is supplied with energy from battery 37, over front contact 45- 45 of relay 43, a caution lamp 47 is supplied with energy from battery 37 over back contact 45-45 of relay 43 and front contact 44'44 of relay 42, and a stop lamp 48 is supplied with energy over back contact 4545 of relay 43 and back contact 4444 of relay 42.

We will now assume that'train V enters section A-B and that track relay R is energized. Relay R becomes tie-energized, thereby opening the circuit for relay P and causing that relay to become tie-energized. 60-cycle current is therefore supplied to the loop circuit and 58-cycle current is supplied to the track circuit of section A-B. lVindings 34 and 33 of relay J are thereforeenergized bycurrents of GO-cycles and (SS-cycles respectively, so that the beat frequency at which the'conta'ct 36 oscillates is two cycles per second. Under these conditions, relays 42 and 43 are both energized so that the proceed lamp 46 is lighted. If, however, relay R is de-energized, the loop circuit of section AB is supplied with (SO-cycle current as before, but the track circuit of this section is supplied with 59-cycle current so that the beat frequency to which the relay J responds is equal to one cycle per second. WVith relay J operating at this frequency, relay 43 is tie-energized but relay 42 is energized so that the caution lamp 47 is lighted. If the train enters an occupied section where it will be deprived of "track circuit current or if it is deprived of loop current or if for any other reason the relay J ceases to oscillate, relays 42 and 43 will both be de-energized so that the lamp 48 will be lighted to indicate stop.

When the train leaves the section, the 59 cycle current supplied to the track circuit from transformer D, energizes relay R thereby closing relay P and restoring the apparatus to its normal condition.

Although we have, in describing the apparatus embodying our invention, referred to a number of frequencies for the alternating currents supplied to the trackway and for the beat frequencies to wliich the relay 5 is responsive it should be particularly pointed out that these particular frequencies are not essential, and have been specified simply for purposes of explanation. Furthermore, it should be noted that although we have herein shown and described apparatus which supplies only two different frequencies to the track circuit we do not limit ourselves to this number but that additional frequencies may be supplied to the track circuit to operate relay J at an additional number of frequen- "cies to obtain upon the train an lncreased number of indications.

Although we have herein shown and de 7 scribed only one form of railway traffic controlling apparatus embodying our 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 our invention. Having thus described our invention, what ,we claim is: I

1. Railway traffic controlling apparatus comprising means for supplying the trackway with two alternating currents of different frequencies, two train carried receivers separately responsive to such currents, a relay having two windings supplied with energy from the two receivers respeetiv'ely,.

and governing means controlled by said relay in accordance with the relation between the frequencies of said currents.

2. In combination, a stretch of railway track, two traclrway circuits forsaid stretch, meansfor supplying one circuit with alternating current of a firstfrequency, means for supplying the other circuit with alternating currents of different frequencies, two train carried receivers separately responsive to the currents in said circuits, and governing means controlled by said receivers in accordance with the difference between the frequencies of the currents supplied. to said circuits. I

3. Railway traffic controlling apparatus comprising means for supplying the trackway with two alternating currents of different frequencies, a train carried-member arranged to oscillate at different frequencies depending upon the difference between the frequencies of said currents, and governing means on the train responsive to the frequency of oscillation of said member. v

4. Railway traflic controlling apparatus comprising a train carried relay having two windings, means located in the trackway for Tilt) ill) causing alternating currents of different frequencies to flow in said windings, said relay having a movable member which is subjected to the vibromotive forces due to the joint action of such currents, and governing means selectively responsive to the frequency of oscillation of said member.

5. In combination, a stretch of railway track, two trackway circuits for said stretch, means for supplying one circuit with alternating current of a first frequency, means for supplying the other circuit with alternating currents of different frequencies, and means on the train selectively responsive to the difference between the frequencies of the currents in such circuits but not responsive to the current in either such circuit alone.

6. In combination, a stretch of railway track provided with a loop circuit and a track circuit, means for at times supplying alternating current of one frequency to the loop circuit, means for supplyingalternating currents of different frequencies to the track circuit, and governing means on a train selectively responsive to the. difference between the frequencies of the currents in the loop and track circuits.

7. In combination, a stretch of railway track provided with a loop circuit and a track circuit, means for normally supplying thetrack circuit with alternating current of one frequency, means effective when a train occupies the stretch to supply alternating current of such one frequency to the loop circuit, and to supply the track circuit with alternating currents of different frequencies depending upon traffic conditions, and governing means 011 the train selectively responsive to the difference between the frequencies of the currents in such circuits;

8. In combinatioma forward and arear section of railway track, a track relay responsive to traffic conditions in the forward section, a track transformer having its secondary connected across the rails of the rear section, a first impedance and a second impedance connected across the rails adjacent the entrance end and the exit end, respectively of the rear section, a loop transformer having its secondary connected with such impedances, two sources of alternating current ofdifferent frequencies, means for at times connecting one said source with the primary of the track transformer, andmeans'for at other times connecting such one source with a the primary of the loop transformer and for connecting the remaining source with the primary of the track transformer.

9. Railway trafiic controlling apparatus comprising an induction motor relay having ferent frequencies to such two windings, and v governing means controlled by the armature and responsive to the beat frequency of such currents.

10. Railway traffic controlling apparatus comprising means for supplying the trackway with two alternating currents of different frequencies, a member arrangedto oscillate at the beatfrequency of such currents, and governing means responsive to the frequency of oscillation of such member.

11. In combination, a section of railway track, a loop circuit for such section, a track circuit for such section, means for supplying the loop circuit with alternating current of a. single frequency, means for supplying alternating currents of different frequencies to the track circuit, and governing means controlled jointly by the currents in the loop circuit and the track circuit.

12. In combination, a section of railway track, a loop circuit for such section, a track circuit for such section, means for supplying the loop circuit with alternating current of a single frequency, means for supplying alternating currents of different frequencies to the track circuit, and governing means responsive to the relation between the frequencies of the currents in such circuits.

13. In combination, a section of railway track, a loop circuit for such section, a track circuit for such section, means for supplying the loop circuit with alternating current of a single frequency, means for supplying the track circuit with alternating currents of different frequencies in accordance with traffic conditions in advance, and governing means responsive to therelation between the frequencies of the currents in such circuits.

14. In combination, a section of railway track, a loop circuit for such section, a track circuit for such section, means responsive to traffic conditions in such section for supplying the loop circuit with alternating current of a single frequency, means for supplying the track circuit with alternating currents of different frequencies in accordance with traffic conditions in advance of the section, and governing means responsive to the relation between the frequencies of the currents in the loop and track circuits.

In testimony whereof we affix our signatures.

ANDREWV A. SKENE. HOWARD A. THOMPSON.

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