US1675927A - Railway-traffic-controlling apparatus - Google Patents

Description

July 3, 1928. 1,675,927

' c. w. FAlLOR RAILWAY TRAFFIC CONTROLLING APPARATUS Filed, May 6, 1927 Patented July 3, 1928 pairs?!) STATES- PATENT OFFICE.

CHARLES W. FAILOR, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWI$SVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING AI'PARATUS.

Application filed May 6,

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type wherein alternating; train governing energy is periodically applied to the track rails for the control of train-carried governing mechanism. The present invention relates to the traclrway portion of such apparatus, and specifically to track circuits in which the source of track circuit current is located at the entrance end of the section and the track relay is located at the exit end.

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

' The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention. Referring to the drawing, the reference characters 1 and 1 designate the track rails of a railway along which tra'l'lic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of track sections, the complete apparatus for only one track section Al3 being shown in the drawing. This section is provided with a track circuit comprising a transformer T located at the entrance end of the section, and a track relay R located at the exit end.

The secondary 3 of transformer T is connected across the track rails through 'a limiting impedance 2S, and the primary at of this transformer is connected with the secondary 5 of a line transformer L The primary 6 of the line transformer L is constantly suppied with alternating current from a generator G through the medium of a transmission line M.

The track relay R comprises two windings 8 and 9 and a rotor 7. One terminal of winding 8 is connected with track rail 1, and the other terminal of winding 8 is connected with track rail 1 through a front contact 10 of the relay The other winding 9 is constantly supplied with alternating current from the secondary of a line transformer L the primary (3 of which is connected with a transmission line M. It will be seen from the foregoing that when the track'relay R is open, it cannot be closed unless a shunt path around contact 10 is closed, but that when the relay R is once closed it will remain closed as long as track circuit current is 1927. Serial N0. 189,269.

supplied to the track rails, because the circuit for winding 8 is then completed through front contact 10.

Alternating train governing current is supplied to the rails at the exit end of section A-B by a transformer D, the secondary 25 of which is connected across the rails through a limiting impedance 27, and the primary 26 of which is at times supplied with alternating train governing current which is periodically interrupted by a coding device G.

(he coding device C comprises a motor 16 operating two cams 17 and 18. (lo-acting with the cam 17 is a. rocker arm 23 which actuates two contacts 19 and 20. lVhen the motor 16 is in operation these two contacts are alternately closed, and they are so arranged that each contact is open while the other contact is closed. (lo-acting with the cam 18 is a second rocker arm 2 which actuates another pair of contacts 21 and 22 in such manner that these contacts are alternately closed and that each contact is open while the other contact is closed. The two cams 17 and 18 have differentnumbers of swells, so that for each complete revolution of these cams, contact 20 will be closed once whereas contact 22 will be closed four times.

The reference character H designates a home relay located at the entrance end of section AB and supplied with alternating current from a secondary 5 of transformer L through the first contacts 12 and 13 of relay R. It follows that relay H will be closed or open according as track relay R is closed or open. The track section to the right of point B is provided with a home relay TI which is controlled in the same manner as relay H The motor 16 of the coding device C is provided with a circuit which passes from the secondary 5 of transformer L through back contact 11 of track relay R, and the motor 16 to secondary 5. It follows that motor 16 will be in operation when and only when track relay R is open. lVhen relay R is open, current is supplied to the primary 26 of transformer D through contact 20 or 22 of the coding device C according as home relay H is open or closed. Assuming that relay H is closed, the circuit for primary 26 is from secondary 5 of transformer L through back contact 11 of track relay R,

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same except that it will include back contact 14 of relay H and contact 20 of coding device C.

The front contact 10 of relay R is provided With a shunt which includes'contac't I 19 or 21 of the coding device C according as relay H is open or closed. Assuming first that rela 7 H is closed this shunt oasses from .the heel of contact 10, through front contact 15 of relay H and contact 21 of coding device C tothe toe of contact 10. If relay H is open, the shunt is the same except that it includes the back point at" contact 15 ofrelay H and contact 19 of "the coding device C.

It will be seen from the foregoing that when the coding device C is in operation, alternating train governing current will be supplied to the rails of section AB, and that this current will be periodically interrupted all one frequency or another according as relay H is closed or open; and it will also be seen that a shunt around contact 10 of relay R is closed d ng each interval between applicatirms of train governing current to section AB.

The operation of the apparatus is as fol. lows: c

When the section AYB is unoccupied and track relay E is closechthe circuit for motor 16.0f the coding device C is open at contact 11 and so this device is at rest. I Will now assume that a train moving toward the right enters section A-B. Thewheels and axles of this train constitute a shunt across the track rails and so the supply of. track cir- :cuit curnent to Winding 80f relay vR is discontinued. This relay accordingly opens,

and motor 16 then becomes energized to operate the coding device C. Train governing current is then supplied to the rails of section AB, which current is periodically interrupted atone frequency or another raccordingas relay H is closed or open, that is, according as the section next to the right of point B is unoccupied or occupied. lVi-th contact 1.0 of rela' it 0 611, the train overning current cannot energize Winding 8 to close this'relay. Furthermore, the shunt around contact 1040f relay R closed only at such times as train governing current is not being supplied to'section AB, so that there is no current present in the track rails to energize relay R While this shunt is closed.

The first time that the low resistance shunt around contact 10 of relay R becomes closed after the train passes out of the section A-B, this relay will become energized due to track circuit current from transformer T and will thereafter remain energized as long as the section 1s unoccupled, because 1. In combination, a section of railway track, a source of track circuit current connected with the rails adjacent the entrance end of said section, a track relay connected with the rails adjacent the exit end of said section through its own front contact, means including a motor and a contact operated thereby for periodically applying train governing current to the track rails at the exit end of the section, and means operated-by said motor for closing a shunt around said front contact of the track relay during each interval. erning current but not during the application or train governing current.

2. In combination, a section of railway track, a source of track circuit current connected with the rails adjacent the entrance end of said section, a track relay connected with the railsadjacent the exit endof Ea-id section through its own front contact, a motor, a first contact controlled by said motor and arranged to be alternately closed and opened while the motor is in operation, a second contact controlled by said motor :andarranged to be open While the first motor controlled contact is closed and closed While the first contact is opened, means including said first contact for applying train governing current to the rails at the exit end ofsaidsection, and a shunt path around said track relay front contact including :said second motor controlled contact. 3. In combination, a section of railway track, .a source of track circuit current con nected with the rails adjacent the entrance end of said section, .a track relay connected with the rails adjacent the exit end of said section through its 0WD front contact, .a motor, two contacts controlled by said motor and oar-ranged .to be alternately closed While the motor isi-n ope-ration, each contact being open When the other contact is closed, means including one of said motor controlled contacts for applying train governing current to the track rails at the exit end of the section, and a, shuntpath aroimd said track relay front contact including the other motor control-led contact,

In testimony whereof I afix my signature.

CHARLES W. FAILOR.

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