US1664532A - Railway-traffic-controlling apparatus - Google Patents

Description

April 3, 1928.- v 1,664,532

' .v H. A. THOMPSON RAILWAY TRAFFIC CONTROLLING APPARATUS 1927 2 Sheets-Sheet l April 3, 1928.

H. A. THOMPSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 15, 1927 2 Sheets-Sheet 2 w w m vil az-f Patented Apr. 3, 1928.

HOWARD A. THOMPSON, OF ED GEWOOD' UNION SWITCH j& SIGNAL-COMPANY,

PORATION OF PENNSYLVANIA.

BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE 0]? SWISSVALE, PENNSYLVANIA, A COR- RAILWAY TRAFFm-ooNrnoLLrnG APPARATUS.

Application as m 13,

My invention relates to railway trallic controlling apparatus, and particularly to apparatus of he'type comprising train-carried governing means controlled by train governing energy received from the trackway. More particularly my present invention relates to the trackway portion'of such apparatus. I I

The present application is an improvement on the apparatus disclosed and claimed in my co-pending application filed August 11;. 1926, Serial No. 128,594, for railway trailic controlling apparatus.

I I will describe one form of trackway apparatus embodying my invention, and will then point out the novel features thereof in claims. v

I In the accompanying drawings, Figs. 1 and 2 are diagrammatic views, which, when placed end to end with Fig. 1 on the left, illustrate one form of trackway apparatus embodying inyinvention. These views are furtherso arranged that they constitute one complete unit of a system, so that the lefthand ,end of Fig. 1 is a continuation of the right-hand end of Fig. 2. II I Referring to the drawings, the reference characters 1 and 1 designate the track rails of a stretch of railway track over which traffic moves in both directions, and the ref} erence characters/1: and 4 designate the track rails of a passing siding, a series of which are usually located at convenient intervals in a stretch of single track. The track rails 1 and I are dividedby insulated joints 2 to forms plurality of blocks A -B, B-C, and-Dg-A, and the block A-{B- is further divided into two sub-blocks AQE and II I I I I I lr'afiic through the stretch shown in the drawing is g'overned by wayside signals, each of which is designated by the reference character; S with a suitable exponent. It

will be noted thattwo opposing signals are loeatedat the point A and that two opposingsignals are located at the point D, but that an eastboundsignal S is located at the point B and a Westbound signal S is located at the point Q. QAll of the signals are 1927. Serial mime.

controlled in accordance With what is known 1n the ra1lway signaling art as absolute permissive block signaling. That is to say, when an eastbound train enters section A-B, it places the westbound signals. S 8? and S atcstop, and each of these signals remains at stop until the train has passed it; as'the train passes signal 8%, it places this signal at stop, and as the train passes signal S? it places the latter signal at stop, but signal S then moves to the caution position. WVhen the train passes signal 8%, it places the latter signal at stop,

,ivhereupon signal S moves to the caution position and signal S inoves to the proceed position. The apparatus for controlling;

these signals is omitted from the drawing, with the exception of the line relays eacli of which isdesignated by the referencecharacterH with an exponent corresponding to that of the associatedsignal. The operationof the signals during the westbound movementis, of course, similar to the operation just explained for an eastbound movement; I H I fLocated immediately in therear of the eastbound signal S? is a'shortfinsulated section of track which is known as the eastb,ounc l reset section, and locatedim'mediately in the rear of westbound signal; S is a similar wv'estboand reset section X C. Each of these sect-ions will usna-lly be about 200 feet in length. Location A is'provided with a pair or, reset sections X-,A .and A -X each of which. ispr'eferably about feet in length, and location D is prov'idedyvith a similar pair of reset sections X -D and D X. Eacl 1 reset section is provided with an alternating current track circuit which is normally supplied with curreminds the secondary 6 or 7 or a transfarmer designated by' tlie reference charact er; with an exponent corresponding to the location. I Considering reset I section X A, for example, the right-hand terminalof secondary 7 of transformer T? is connected through areactance 10 and 'vire 1-1with rail-1? at the right-hand end of the section, and-the left hand-terminal of this secondary is connected by wire 25' with rail 1 at the left-hand end of the section. A. detector relay E has one of its terminals connected with rail 1 at the left-hand end of the reset section through wires 12 and 112 while the other terminal of this relay is con nected with rail 1 at the right-hand end of the reset section through wires 24 and 113. In the form here shown, the detector relay is of the direct current type, and an asymmetric unit 114 is interposed between one terminal of the relay and one of the track rails so that the relay receives pulsating direct current. The track circuit for each of the remaining reset sections is similar to the circuit for section X A. The primary 5 of each transformer T is connected with the secondary 8 of a line transformer designated by the reference character L with an exponent corresponding to the location, and the primary 9 of each transformer L is consta-ntly supplied with alternating current from a source not shown in the drawing. It will be noted that the primary 5 of each transformer T and T is constantly connected with the secondary 8 of the associated transformer L, whereas the primary 5 of each transformer T and T is connected. with secondary 8 of the associated transformer L through back contacts 54, and 55 of a relay Q or Q The control and the function of the relays Q will be explained hereinafter.

Each block and sub-block is provided with a track circuit comprising a track battery 3, and a track relay designated by the reference character F with a distinguishing exponent. Each block BC and CD is provided with two of these track relays located at the two ends of the block respectively, and the track battery 3 for each of ElIIGSG blocks is located at the middle of the ock.

Each block and each sub-block is further supplied at times with alternatingtrain governing current under the control of traffic conditions in advance, and this current is supplied from the transformers T through the rails of the reset sections, so that in the event of failure of the supply of alternating current to any reset section, the supply of train governing current to the block or subblock in the rear of such section will also be discontinued.

Before explaining the operation of the apparatus, it should be pointed out that the apparatus herein shown and described is suitable for co-operation with train-carried governing means requiring the supply of alternating train governing current to at least one of the track rails to prevent a stop indication of any suitable type such as an automatic application of the brakes. If the supply of such current is discontinued, a stop indication will result unless the engineman takes proper steps to acknowledge the change in traffic conditions. If he does acknowledge, the train may proceed without incurring a stop indication, but if alternating current is again supplied to the rails occupied by the train and this current is subsequently discontinued, the engineman must again acknowledge to prevent a stopindication. One form of train-carried governing means suitable for. co-operation with the trackway apparatus herein disclosed, is shown and described in UnitedStates Letters Patent Reissue No. 16,502, granted on December 7,

1926, to Ronald A. McCann, for railway traiiic controlling apparatus, I

In apparatus of the type described in that patent, the train-carried governing means is controlled by alternating current in the track rails through the mediumfof an in ductive receiver carried on the train in advance of the forward axle, so that it is neces rail 1 of reset section X A, wires 12, 13,

14 and 15, reactance 16, rail 1, the wheels and axles of the train in block D-A rail 1, ref sistance 17, track battery 3, wire 18, circuit controller 19 operated by signal S wire 20, circuit controller 21 operated bysignal S front contact 22 of line relay 11%, wires 23 and 24, rail 1 of reset section X -A,' and wire 25 to secondary 7 It will be seen that this circuit will not be closed unless signal S is at stop, signal S indicates proceed or caution, and relay H 5 is closed. As the train enters reset section X A, it will receive alternating train governing current from rail 1 and the voltage supplied to this section is. such as to effectively operate the train carried governing mechanism to prevent a stop indication. While the train occupies reset section A-X ,it will receive alternating current from rail 1, and so a stop indication will still be prevented. As the train enters reset section AX it will place signal S E at stop, and it will also place opposing signals S and S at stop, these signal operations being primarily due to the opening of relay E lVhen the train passes point X it will receive train governing current in the following manner: The current from secondary 6 of transformer T will flow through reactance 26, Wire 27 rail. 1 of reset section X-B, wires 28 29 and 30, prim ary'40 of a transformer -P ,wire-31, front contact'32 of track relay-F wire 33, circuit controller 34 operated by signal S front contact 35 of line relay H wire 36, back contact 37 ofan auxiliary relay K wire 38, rail 1 of reset section X -B, and wire 39 to secondary 6 of transformer T. The secondary circuit for transformer P is from secondand axles of the train, railv 1*, Wire 53, back Contact 32 of track relay F wire 33, circuit controller 34, front contact 35 of relay H wire 36, back contact 37 of relay K wire 38 rail 1, and wire 39 tosecondary 6.

The relay K is connected with the circuit for line relay H and a portion of this circuit is shown in the drawing, such portion being wire 115, front contact 116 of track relay F wire 117, and contact 118 of checking relay E One terminal of relay K is connected with wire 117 and the other terminal is connected through wires 119 and 45 with common wire U. Since relay H is controlled by all track relays between signals 8%; and S and since re'layK is tapped onto the control circuit for relay H at'point B, it follows that relay K is con- I trolled byall track relays between A and B and consequently is opened by the eastbound train when the'train passes point A.

\Vhen the eastbound train enters reset sec.- tion X .B, it will receive train govering current from. secondary 6 of transformer T through rail 1 ,.it being understood that relay Q remains open during thepassage of an'eastbound train. \Vhen the train enters section BC, it will receive train governing currentin the following manner: If signal 8% is in the clear or caution position, current will flow from secondary6 of transformer T through reaction 57,1ail 1 of reset section' X D, wires 58, 59 and 60, primary 6]. of a trailsformer P wire62, front contact 63 of track relay F wire 64, circuit controller 65 operated by signal S wire 66, circuit controller 67 operated by signal S front contact 68 of relay H wires 69: and 7O,'rai l 1 of section X D, and wire 71 to secondary 6. The secondary; circuit for, transformer P is from secondary 72, through wi'rer73', contact 74 of track relay F wires 75 and 76, contact 77 of checking relay E wire 78,

primary 79 of transformer G, wires 80 and 81, common return wire U, and wire 82 to secondary 72. The secondary 120 of transformer G is connected across the rails of block B-C. \Vhen the train enters the westbound reset section C X, it will open checking relay E and while track relay F is still opena pick-up circuit for relay Q will be closed, which'circuit is from terminal Z of a suitable source of current through back contact 91 of line relay H back con tact 93 of track relay, F", wire 94, back contact 95 of relay E wire 96, frontcontact 97 of relay K winding of relay QP, wires 98 and 81 and common wire U to terminal 0 of the same source of current. Relay Q will remain closed as long as any part of the train occupies reset section CX*, because this relay is provided with a stick circuit which passes from terminalZ, through back cont-act 99 of relay E wire 100, front c011- tact 56 of relay Q Wire 101, winding of relay QP, and wires98, 81 and U to terminal 0. WVhile relay QP is closed, the supply of current to transformer T from transformer L? is discontinued, and current is then supplied to transformer T from secondary 72 of transformer P the circuit being from secondary 72, through wire 73, contact 7 4' of track relay F wires 75 and 83, front contact 55 of relay QP, wire 84, primary 5 of transformer T wire 85, frontcontact 54 of relay QP, and wires 86,- 81, U, and 82 to secondary 72 of transformer P Inasmuch as the supply of current to transformer P depends upon the position (if-signal S it will be seen that during the passage of an eastbound train through. the westbound reset section C.X the supply of train govcrning current to this train will depend upon traflicconditions in advance.

1 While the train occupies the section Xf X it issupplied with train governing cure rent from secondary 6 of transformer T, the circuit being through track rail 1 of section X -D, wires 58, 59 and 87,'-resistance 88, wire 8'.9,trac'k rail 1, the wheels and axles of the train, track rail 1, wire 90, back contact 63 of relay F, wire 64, circuit controller 65 operatedby signal S wire 66, circuitcontroller 67 operated by signal S front contact 68 of relay H wires 69 and 70, mil 1 of section X -D and wire 71 to secondary 6 of transformer T It follows that the train will not receive train governing current unless signalS is in the proceed or caution position and the circuit for the reset section X D isintact.

As the train passes through reset sections X"D and DX it will receive train governing current from secondaries 6-and 7, respectively, of transformer T I will now assume that when the eastboundtrain enters section XY E, signal S is-in the stop position so that the supply of added between these points.

train governing current to this block is discontinued. The cngineman must then ac knowledge in order to prevent a stop indication. As the train enters reset section X -B, itwill receive train governing energy from transformer T so that it signal S indicates stop or caution when the train passes point B, the engineman must again acknowledge in order to prevent a stop indication. If, however, the supply of train governing energy to block BC is discontinued while an eastbound train is passing through the stretch, then when such train enters westbound reset section (L-X it will not receive train governing energy, and so the train-carried governing apparatus will not be reset and it will, consequently, not be necessary for the engineman to acknowledge upon passing the point 11*.

The operation of the apparatus during the passage of the westbound train will be understood from the foregoing without anydetailed explanation. It will be observed that as the westbound train passes through westbound reset section C-X*, relay QP will not become closed, and, consequently, this train will always receive train governing current from rail 1 of this section. hen the westbound train passes through reset section X B,however, relay Q will become closed, so that the supply of train governing current to this section will then depend on traffic conditions in advance of this section, and, therefore, this reset section will not necessitate acknowlegdment at point X if the train is proceeding under a stop indication.

It will be understood that absolute permissive signaling alone would require only one (or two) track sections betweenpoints A andB, whereas in my present invention two reset sections A-X and X B are This does not change the absolute permissive operation of the signals, however, because all signal circuits'formerly controlled by track relays F and F alone will now be controlled also by relays E and E. This applies also to blocks CD and D--E.

Although I have herein shown and described only one form of apparatusembodying 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: V

1. In combination, a stretch of railway track along which traflic moves in both directions, said stretch being divided into blocks and also into a short eastbound reset section and a short westbound reset section, means operating during the passage of a train in either direction through said stretch to supply train governing current to the rails of each block under the control of traffic con ditions in advance of the block, means normally operating to supply train governing current to the rails of each reset section regardless of traflic conditions in advance of such section, means operating while an eastbound train occupies. said westbound reset section to discontinue the normal supply of train governing current to such section and to supply train'governing current to such sec tion under the control of traflic conditions in advance of the train, and means operating when a westbound train occupies said eastbound reset section to discontinue the'normal supply of traingoverning current to the rails of such section and to supply train governing current to the rails of such section under the control of trafiic conditions in advance of the train.

2. In combination, a stretch of railway track along which traflic moves in both direc tions, said stretch being divided into blocks and also into a short eastbound reset section and a short westbound reset section, means operating during the passage of a train in either direction through said stretch to supply train governing current to the rails of each block under the control of traflic conditions in advance of the block, a normally open relay for each reset section, means for each reset section operating when the associated relay is open to constantly supply train governing current to the rails of the section regardless of traflic conditions, means for closing the relay for the eastbound reset section while such section is occupied by a westbound train but not while it is occupied by an eastbound train, means for closing the relay for the westbound reset section while such section is occupied by an eastbound train but not while it is occupied by a westbound train, and meansoperating when the relay for either section is closed to discontinue the normal supply of train governing current to the rails of the section and to supply train govern ing current to the sectionunder the control of trafiic conditions in advance of the train then occupying the section.

, 3. In combination, a stretch of railway trackalong which trafiic moves in both directions and containing an eastbound reset section and a westbound reset section, means operating during the passage 01"" a train in either direction through said stretch to supply train governing current to the rails of the main parts of the stretch in advance of the train under the control of trafiic conditions in advance of the train, means operating during the passage of aneastbound train to supply train governing current to said eastbound reset section whilethe train occupies such section regardless of trafiic conditions in advance and to supply train governing current to said westbound reset section under the control of traffic conditions in advance of such section While the train 00 cupies such section, and means operating While a Westbound train passes along said stretch to supply train governing current to said Westbound section While the train 0ccupies such section regardless of traffic condit-ions in advance and to supply train governing current to said eastbound section under the control of traffic conditions in ad- 1 Vance While the train occupies such section. in testimony whereof I afiix my signature.

HOWARD A. THOMPSON.

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