US1701749A - Railway-traffic-controlling apparatus - Google Patents

Description

Feb. 12, .1929. 1,701,749

c. w. FAILOR RAILWAY TRAFFIC CONTROLLING APPARATUS Filed NOV. 23, 1927 Y N" T 5 @540 ink.-

INVENTOR'. C 14 Fqf/a I,

Patented Feb. 12, 1929.

UNITED" STATES PATENT OFFICE.

CHARLES W. FAILOR, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION or rnnnsYLvAnIA.

V RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed November 23, 1927. Serial No. 235,301.

My invention relates to railway traffic controlling apparatus,and articularly to apparatus for controlling highway crossing signals, that is, signals that are placed at intersections of highways and railways for the purpose of warning users of the highways when a train is approaching the intersection.

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

The accompanying drawing is a diagrammatic view illustrating one form of railway traiiic controlling apparatus embodying my 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 a direction indicated by the arrow. These rails are divided, by means of insulated joints 2, to form a plurality of successive track sections,'only one of which A-C, is shown complete in the drawing. Track circuit current is at times supplied to the rails of section A-C from a track transformer Tihaving its secondary 4 constantly connected across the rails adjacent the on trance end of the section. Primary 5 of 1 transformer T is constantly supplied with alternating current from a suitable source, such as an alternator M,,over line wires 3 and 3. The reference character R designates a track relay having two windings 6 and 7, one of which, 7 is constantly supplied with alternating current over line wires 3 and 3. The other winding 6 of relay R is constantly connected across the rails adjacent the exit end of section A-C.

The reference character H designates a highway intersecting the section A@ at point B. A highway crossing signal S 13 located adjacent point B for the control of traflic along the highway H. An insulated joint 2 is located in rail 1" of section A-C adjacent point B and the primary 22 of a transformer J is connected across this joint in series with the track circuit of section AO. It will be plain, therefore, that track circuit current supplied to the rails of section AO from transformer T traverses the primary 22 of transformer J in series with winding 6 of relay B when thesection is unoccupied. The windings 6 and 7 are so related that current of the polarity thus supplied to winding 6 energizes the relay to close its front contacts. The relay R is therefore energized when section AC is unoccupied. The secondary 23 of transformer J is connected, through a rectifier Q, with the winding of a relay P so that this relay is continuously energized when section A-G is unoccupied.

The apparatus here shown and described is suitable for co-operation with train carried governing means responsive to train controlling current supplied to the trackway from a point in advance of the train. For the purpose of supplying this train controlling current to the trackway, the section AC is provided with a coding device designated in general by the referencecharacter K, and comprising a motor 10, and a code wheel 11 operated thereby. The code wheel 11 controls a contact 12 in such manner that the contact is alternately opened and closed when the code wheel is rotated. When relay R is dc-energized,currentiiows from line wire 3, through wire 13, back contact 14 of relay R, wires 15 and 16, motor 10 of coder K and wires 17 and 18 to line wire 3 The motor 10 therefore operates to rotate the code wheel 11.

'Each time contact 12 closes, current-flows from line wire 3, through wire 13, hackcontact 14 of relay R, wires 15 and 19, contact 12, wire 20, primary 9 of a train controlling transformer U and wires21 and 18 to line wire 3. The secondary 8 oftransformer U is connected across the rails adjacent the exit end of section A-C in parallel with winding 6 of relay R. It follows therefore that when relay R is de-energized, train controlling current is supplied to the rails of section A-G in the form of alternating current periodically interrupted at the frequency of operation of contact 12. It should be observed, however, that the train controlling current supplied to section AC from transformer U is of the opposite polarity from the track circuit current normally supplied to this section from transformer T. That is to say, the relative instantaneous direction of the train controlling current flowing through winding 6 of relay R is opposite to the direction of the current supplied to this winding from transformer T. Current of the polarity of the train controlling current'holds the armatures of relay R in their de-energized positions, and it follows that relay R can not be energized by train controlling current. When relay R is energized, of course, the

motor 10 of coder K is (lie-energized and the circuit for the primary 9 of train controlling transformer U is open. It should be pointed out, however, that when train controlling current is being supplied to the section A -C, and when the oortion of the section between points B and (J is unoccupied, train controlling current flows through primary 22 of transformer J and relay P is therefore intermittently energized to alternately close its front contact 24-24 and its back contact 24 24".

Associated with the relay P are two slow releasing relays F and G. The relay G is supplied with energy, from terminals D and E of a suitable source not shown in the drawing, over front contact 2424 of'relay P. The relay G is therefore energized when relay P is energized. In similar manner, the relay F is supplied with current from terminal's D and E over back contact 24--24" of relay P and relay F is therefore energized when relay P is de-energized.

The reference character W designates a slow acting repeater relay which is controlled by tracl'r relay R- the circuit for this relay passing from line wire 3, through wires 13, 27 and 28, front contact 29 of relay R, wire 30, winding of relay and ires 31 and to line wire 3*. It follows therefore that rela-y W is energized when relay R is energized,

The slow releasing relays F, G and W control an interlocking relay L of the usual and well known form and comprising two windings 25 and 26. Winding 25 of relay L is provided with a circuit which may be traced fromterminal D over back contact 33 of rela'y F, wire '34, front contact- 35 of relay G, wire '36and winding 25 to terminal E. Win-ding 26 is provided with two circuits, one of which passes from terminal D, over front contact 37 of relay F, wire 38, front contact 39 of relay G, wires 40'and 41, and wind ing 2-6 to terminal E. The second circuit for winding 26 passes fronr terminal D, over front contact 42 of relay 1V, wires 43 and 41, and winding 26 to terminal E. It will be plain, therefore, that winding 25 o'f'relay L is energized when relay F is ale-energized and when relay G is energized. Wilding 26 of relay L is energized when relays and G are both energized or when relay ii is energized. The interlocking relay L controls the highway crossing signal S in such manner that when either of the back contacts 45 or 46 controlled by windings 25 and 26, re spectively, is closed, current is supplied from terminals D and to the operating mecha nism of the signal S.

As shown in the drawing, the section AG is unoccupied, and current-from transformer T therefore energizes relay so that the coder K is at rest and the prin'iary circuit for train controlling transformer U is open. Relay P is continuously energized so that relay G is closed and relay F is open. Winding 25 of interlocking relay L is therefore energized so that back contact 45 is open. Current is also supplied to winding 26 of relay L over front contact 42 of relay W which is now energized. Back contact 46 of relay L is therefore open so that both circuits for signal S are open to prevent the operation of this signal.

In explaining the operation of the apparatus as a whole, I will first assume that a train moving in the direction of the arrow passes through the section AC. hen the train enters the section, relay R becomes deonergized, thereby setting the coder K into operation and supplying train controlling current to the section from transformer U. The wheels and axles of a train shunt track circuit current away from transformer J, but train controlling current from transformer U now traverses primary 22 of transformer J and causes relay P to be intermittently energized. The intermittent operation of relay P supplies current alternately to relays F and G and due to the slow releasing characteristics of these relays, the front contacts of both relays are held closed. The opening of back contact 33 of relay F deenerg'zes winding 25 of relay L so that back contact '45 close and sets signal S into operation. The opening of front contact 29 of relay Ede-energizes relay TV, but due to the slow-releasing characteristics of the latter relay front Contact 42 does not open until after relay F has closed its front contact 37. It follows therefore that winding '26 does not become ale-energized, the circuitover front contact 37 of relay F and front contact 39 of relay G becoming closed before the circuit over front contact 42 of relay W opens. When the front of the train passes point B, train controlling current is shunted away form transformer J and relay P therefore drops so that relay G becomes tie-energized and relay F remains energized. Ending 25 of relay L therefore remains Clo-energized and the opening of front contact '39 of relay ion llG

G tie-energizes the winding 26, but due to the interlocking characteristics of the relay, back contact 46 does not close. Signal S therefore continues to operate current being supplied to the signal over back contact 46 of relay L. When the rear of the train passes point B, track circuit current from transformer T picks up relay P, thereby tie-energizing relay F and energizing relay G. Under these conditions, winding 25 of relay L is again energized to open back contact 45. Contact '46 remains open, however, although winding 26 ,is de-enerergized and the operation of signal S is'therefore discontiiiued, After the rear of the train has passed point C, during the first interval that contact 12 is open, current from transformer T energizes relay R, thereby discontinuing the supply of train controlling current to the sectlon and energizing relay W.

Winding 26 ofthe interlocking relay L there- W becomes tie-energized and after a brief interval opens its front contact to de-energize winding 26 of relay L. Back contact 46 of relay L therefore closes and sets signal S into operation. Relay P, however, remains energized'so that relay F is Clo-energized and relay G is energized. Winding of relay L therefore remains ei'iergized so that back contact 4:5 remains open. When the front of the train passes point B, relay P opens, thereby energizing relayil to open the circuit for winding 25 of relay L, but back contact does not close. Furthermore relay G becomes de-encrgizedso that winding remains tie-energized. When the rear of the train passes point B, the train controlling current supplied to the rails in rear of this train energizes relay P intermittently so tl at relays ll and G both become energized to energize winding 26 of relay L. Backcontact 46 of relay L therefore opens, and discontinues the operation of signal Sbecause contact 45 is looked open, although winding 25 is still de-energized. When the train passes out of section AC relay R becomes energized, stopping the coder K and picking up relay W; Relay P then becomes continuously energized by track circuit current from transformer T and allows relay F to open, thereby energizing winding 25 of relay L and restoring the apparatus to its normal condition.

It will be seen, therefore, that with apparatus embodying my invention, the highway crossing signal is set into operation by a train approaching the signal from either direction and the operation of the signal is discontinued as soon as the train passes the signal. It should also be pointed out that this result is accomplished without the use of a cut section adjacent the highway intersection.

scribed only one form of railway trafiic con trolling 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: V j

1. In combination with a section of railway track, a track relay connected across the Although I have herein shown and de railsadjacent one end of the section, a source of alternating current connected across the rails adjacent the other end of the section, an insulatedfjoint'in one rail of the section, a transformer having its primary connected across said joint, a secondrelay receiving energy from the secondary of said transformer, a slow acting relay controlled by said track relay, and a signal controlled by said second relay and by said slow acting relay. c

lln combination, a section -of railway track, means for. continuously supplying alternating current to the rails adjacent one end of the section, means for at times supplying periodically interrupted alternating current to the rails adjacent the other end of the section, an insulated joint in one rail of the section, a transformer having its primary connected across said joint, a first relay receiving energy from the secondary of said transformer, two slow acting relays con-,

trolled by said first relay, and a signal controlled by said two slowacting relays.

3. In combination, a section of railway track, means for continuously supplying alternating current to the rails adjacent one end of the section, means for at times supplying periodically interrupted alternating current to the rails adjacent the other end of the section, an insulated joint in one rail of the section, a transformer having its primary connected across said joint, a first relay receiving energy from the secondary of said transformer, a second relay controlled by a front contact of said first relay, a third relay controlled by a back contact of said first relay, and a signal controlled by said second and third relays.

4, in combination, a section of railway track, means for continuously supplying alternating current to the rails adjacent one end of the section, means for at times supplying periodically interrupted alternating current to the rails adjacent the other end of the section, an insulated joint in one rail of the section, a transformer having its primary connected across said joint, a first relay receiving energy from the secondary of said transformer, a second relay controlled by a front contact of said first relay, :1. third relay controlled by a back Contact of said first relay, an interlocking relay controlled by said second and third relays, and a signal controlled by said interlocking relays.

5. In combination, a section of railway track, means for continuously supplying alternating current to the rails adjacent one end of the sect-ion,'a track relay connected across the rails adjacent the other end of. the section, means for at times supplying periodically interrupted alternating current to the rails adjacent said track relay, an insulated joint in one rail of the section, a trans former having its primary connected across said joint, a second relay receiving energy from the secondary of said transformer, a slow acting relay controlled by said track relay, and a signal controlled by said slow acting relay and by said second relay.

6. In combination, a section of railway track, means for continuously supplying alternating current to the rails adjacent one end of the section, a track relay connected across the rails adjacent the other end of the section, means for at times supplying periodically interrupted alternating current to the rails adjacent said track relay, an insulated joint in one rail of the section, a trans former having its primary connected across said joint, a second relay receiving energy from the secondary of said transformer, two slow acting relays controlled by said second relay, a third slow acting relay controlled by said track relay, and a signal controlled by said three slow acting relays.

7. In combination, a section of railway track, means for continuously supplying alternating current to the rails adjacent one end of the section, a track relay connected across the rails adjacent the other end oi the section, means for at times supplying periodically interrupted alternating current to the rails adjacent said track relay, an insulated oint in one rail of the section, a transformer having its primary connected across said joint, a second relay receiving energy from the secondary of said transformer,

two slow acting relays controlled by said second relay, a third slow acting relay conrolled by said track relay, an interlocking relay controlled by saidthree slow acting relays, and a signal controlled by said interlocking relay.

8. In combination, a section of railway track, means tor continuously supplying alternating current to the rails adjacent one end of the section, a track relay connected across the rails adjacent the other end of the section, means for at times supplying periodically interrupted alternating current to the rails adjacent said. track relay, an insulated joint in one rail of the section, a transi'ornier having its primary connected across said joint, a second relay receiving energy from the secondary of said transformer, a third relay controlled by a back contact of the second relay, a fourth relay controlled by a front contact of the second relay, a fifth relay controlled by said track relay, an interlocking relay having a first and a second winding, a circuit "for said first Winding including a back contact of the third relay and a front contact of the fourth relay, a

circuit for the second Winding including front contacts on said third and fourth relays, a second circuit for said second Winding cont-rolled by said fifth relay, and a signal controlled by said interlocking relay.

In testimony whereof I aflix my signature.

CHARLES \V. FAILOR.

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