US1797560A - Railway-traffic-controlling apparatus - Google Patents

Description

March 1931- H A. THOMPSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed July 1'7, 1929 INVENTOR. I H.H.7"hompsan,

Patented Mar. 24, 1931 nurrno s'ra'rs "r- 1 OFFICE HOWARDA. THOMPSON, F EDGEWOOD BOROUGH, PENNSYLVANIA, .ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, ACORPORA- ff TION OF PENNSYLVANIA RAILWAY-TRAFFIC-CONTROLLING APPARATUS- Application .filed July 17, 1929. Serial N0. 378,909.

My invention relates to railwaytraflicco-ntrolling apparatus, and is particularly suitable for, though not limited to, apparatus of a type comprising train control devices locat- 5 ed in the trackway and adapted to co-operate with train carried governing means.

One feature of my invention is the provision of means whereby a trainman on a moving train can forestall a brake application at a caution signal but not at a stop signal.

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. stretch of railway track over which traffic moves in the direction indicated by the arrow. Rail 1 is divided by insulated joints 2 to form'track sections AB, BC and CD. Each of these sections is provided with a track relay designated by the reference character R with a distinguishing exponent and connected across the rails adj acent the entrance end of the section. Track circuit current is supplied to each of these sections by a transformer designated by the reference character 3, the secondary winding of which is connected across the rails adjacent the leaving end of the section through a usual impedance device 4. The primary winding of each of these transformers is constantly supplied with current by linewires w and 0, which are in turn constantly supplied with current by a source not shown in the drawmg.

Reference character 1? with a distinguishing exponent designates a train controlling device located in the trackway a short distance back of the entrance end of each section. Train controlling devices P, as here shown, are of a well known type commonly used on subway lines of electric railways and referred to as a tripper arm train stop. Train carried governing means with which such a train stop co-operates is also :well

known, and forms no part of my present in vention, and is therefore not shown in the drawing. 'Each of these'train stops is capable of being operated to either what is known as its tripping position, or to what is known as its non-tripping position, and when in its tripping position co-operates with the train carried governing means to stop a train but, when in its non-tripping position, has no effect on a train. Each of the train stops shown in the drawing operates A a circuit controller contact a which is closed only when therespective train stop is in its non-tripping position.

A signal designated by the reference character S with a distinguishing exponent, and which, as here shown, is of the semaphore type, is located adjacent the entrance end of each section. The arm of each of these signals is operable to anyone of three positions, namely, Proceed, Caution and Stop, the proceed position indicating that the first two sectionsi'n advanceof the signal are unoccupied, and the caution position 1ndicat-ing that the first-section in advance of the signal is unoccupied but that the second section in advance of the signal is occupied,

whereas the stop position indicates that the first section in advance of the signal is occupied. Control and operating circuits are shown for train stop'P and signal S only, similar circuits being employed for the other train stops and signals respectively.

Located in the trackway, a short distance in the rear of each train stop, is an inductor device designated by the reference character .magnetic material aroundwhich is placed a winding 8 which may be connected with a source of current, here shown as a battery Q, by means of a manually operable contact 9. The device J is so proportioned and so located with respect to vehicle 1V that, as the vehicle W passes each device L, sufiicient current is induced in winding 5 of device L to operate relay F when manually operable contact 9, carried on vehicle W, is closed.

It is to be understood that, as in usual practice with acknowledging devices carried on a railway vehicle, contact 9 is so associated with the brake control equipment of vehicle W that if contact 915 closed longer than a brief period of time, as for example, five seconds, a brake application will result on vehicle W. Means forso associating contact 9 with thebrake control equipment of vehicle W forms no part of my present invention and is therefore omitted from the drawing.

A distance control relay M is controlled by track relays R and R A stick relay T has a pick-up circuit controlled by relays M and R and by contact a of train stop P Stick relay T has a second pick-up circuit which is controlled by relays F and R A stick circuit for relay '1 is controlled by relay R 1 Train stop P is provided with an operating circuit controlled by relays M and R with a second operating circuit controlled by relays T and R and with a third operating circuit controlled by a manually operable contact 32, which is so located adjacent train stop P that it cannot be operated from a vehicle moving over rails 1 and 1 A holding circuit for stop P is controlled by relays R and T and by contact a of train stop P The caution position of the arm of signal S is controlled by relay R and the proceed position is controlled by relay M as well as by relay R Having thus described, in general, the arrangement and location of the various parts comprising my invention, I will now describe the operation of the apparatus.

As shown in the drawing, all parts to the right of point A are in their normal condition, that is, sections A-B, B-C and CD areunoccupied, signals S S and S are indicating proceed, and each of the train stops P P and P is in its non-tripping position. l/Vith sections A B, B-C and CD unoccupied, each of the relays R ,-R and R is energized. With relays R and Re energized, relay M is energized by its circuitpassing from wire 00, through contact 10 of relay R wire 11, contact 12 of relay R and the winding of relay M to wire 0. With relays R and M energized, stop P is held in its non-tripping position by its operating circuit passing from wire as, through contact 13 of relay M, wire 16, contact 17 of relay R wire 18, and themechanism of stop P to wire 0. With relays M and R energized, and with stop P in its non-tripping position,

relay T is energized by its pick-up circuit which follows the path just traced for the operating circuit for stop P as far as wire 18, thence through contact a of train stop P wires 19 and 20, and the winding of relay T to wire 0. lVith relay T as well as relay R energized, the second operating circuit for stop P is also closed, passing from wire 02, through contact 14 of relay T,-wires 15 and 16, contact 17 of relay R wire 18, and the mechanism of stop P to wire 0. With relays R and M energized, the arm of signal S is held in its proceed position by its circuit passing from wire as, through contact 24 of relay R wire 26, contact 27 of relay M, wire 28, and the mechanism of signal S to wire 0.

I will now assume that with the parts in the condition just described, vehicle W enters section A-B, de-energizing relay R? which then closes its contact 21, completing the stick circuit for relay T, passing from wire :20, through contact 21 of relay R wire 22, contact 23 of relay T, and the winding of relay T to wire 0. A holding circuit is also completed for train stop P including the stick circuit just traced for relay T as far as contact 23 of relay T, thence through wires 20 and 19, contact a of train stop P and the mechanism of train stop P to wire 0; Contract 29 of relay F continues open as vehicle W passes inductor L3 while contact 9 carried on vehicle W is open.

When vehicle W enters section B.C, it de-energizes relay R which thenopens contact 24, breaking the control circuits for the 17 of relay R? has already been opened by 17' the de-energization of relay R the pick-up and stick circuits for relay T are now open, and the holding and operating circuits for trainstop P are open, and hence relay T opens its front contacts, and train stop P moves to its tripping position.

As vehicle W proceeds further and leaves section BC, relay R becomes energized, completing the caution control circuit for signal S passing from wire 5a, through contact 24 of relay R wire 25, and the operating mechanism of signal S to wire 0. The arm of signal S now moves to its caution position. Since relay M is die-energized ,whilo vehicle W is in section G-D, t i t dos similarly to vehicle V, enters section AB, de-energizing relay R which then closes its contact 21. I will also assume that when the second vehicle is passing inductor L the contact 9 carried on the second vehicle is closed, causing winding 8 of the inductor J which is carried onthe second vehicle to be energized by current passing from its battery Q, through contact 9, and winding 8 back to battery Q. Inductor J then induces sufiicient current in winding 5 of inductor L to causerelay F to momentar'ly close its contact 29. With contact 29close'd, relay T becomes energized by its pick-up circuit passing from wire 00, through contact 29 of relay F wire 30, contact 31 of relay B wire 20, and the winding of relay T to wire 0'. Relay T then continues energized by its stick circuit as long as the second vehicle remains in section AB. Upon'the energization of relay T as thus described, the second operating circuit for train stop P through contact 14 of relay T, as already traced, is closed, and hence stop P moves to its non-tripping position permitting the second vehicle to continue into section B-C while vehicle occupies section CD.

I will now assume that all parts are again in the normal condition as described, and that vehicle W moves through section AB into section BC. I will also assume that after vehicle W has entirely left section A- B, the second vehicle enters section AB. If, while the second vehicle is passing over inductor L contact 9 on the second vehicle is closed, causing inductor J on the second vehicle to operate relay F the pick-up circuit for relay T through contact 29 of relav F will still be open at contact 31 of relay R due to the presence of vehicle V in section BC, and the second operating circuit for train stop P will also be open and hence train stop P will continue in its tripping position. The second vehicle must therefore stop, or train stop P will cause it to stop by means of a brake application. Assuming that the second vehicle stops before being tripped by train stop P a trainman on the second vehicle can close contact 32 thus completing the third operating circuit for step P passing from wire at, through contact 32, and the mechanism of train stop P to wire 0. The second vehicle can now follow vehicle W into section BC.

From the foregoing description and the accompanying drawing, it is clear that although in usual tripper arm train stop systems no provision is made for clearing a train stop from a moving train, my invention provides means for clearing from a moving train, a train stop adjacent a signal which is displaying a caution indication. It is also clear that, although in other train control systems provision is made for forestalling, from a moving train, a brake application at a stopsignal as well as at a caution signal, apparatus comprising my invention provides means for forestalling from a moving train a brake application at a caution signal only. lVith apparatus comprising my invention, a train must come to a standstill in order to avoid an autcmatic'brake application at a stop signal.

Although I have herein shown and described only one form of railway trafiic controlling 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:

1. In combination, a stretch of railway track including a first and a second section, a railway traflic governing device which when controlled in a given manner permits the movement of traffic into said first section and when controlled in a second given manner opposes such traffic movement, railway vehicle carried control means, means for controlling said device in said first manner when both of said sections are unoccupied, means for controlling said device in said second manner when either of said sections is occupied, and means controlled by said vehlcle carried control means and requiring manual action on the part-of the vehicle driver for controlling said device in said first manner when'said first section is unoccupied while said second section is occupied. y

'2. In combination, a stretch of railway track including a first and a second section, a railway traflic governing device which when'controlled in a given manner permits the movement of tralfic into said first section and when controlled in a second given manner opposes such traific movement, railway vehicle carried control means, means controlled by said vehicle carried control means and requiring manual action on the part of the vehicle driver for controlling said device in said first manner when said first section is unoccupied, and means for controlling said device in said second manner when either of saidsections is occupied. v

8. In combination, a stretch of railway track, a railway traflic governing device which when controlled in a given manner permits the movement or trafiic into said stretch and which in the absence ofsuch con trol opposes such traflic movement, means for controlling said device in the said given manner under safe trafiic conditions, and means requiring amanual act on the part of the driver of the vehicle to control said device in sald given manner under unsafe trailic conditions.

4. In combination, a stretch of railway track, a trackway means having an operative condition or a non-operative condition according as trafiic conditions in advance are unsafe or safe, a manually controllable device carried on a railway vehicle, and means requiring operation of said device under unsafe traflic conditions for placing said means in its non-operative condition.

5. In combination, a stretch of railway track, a tripper arm train stop having a tripping position. and a non-tripping position according as trafiic conditions in ad vance are unsafe or safe, and a manually con trollable device carried on a railway vehicle, requiring operation of said device under un safe trafiic conditions for placing said stop in its non-tripping position.

6. In combination, a stretch of railway track including a first and a second and a third section, a tripper arm train stop having a tripping position and a non-tripping position, means for moving said train stop to its non-tripping position when said sec: ond and third track sections are unoccupied, means for moving said train stop to its tripping position when a vehicle after moving through said first section toward said second and third sections leaves said first section, manually controllable means carried on said vehicle, and means controlled by said manually controllable means while said vehicle is in said first section for moving said train stop to its non-tripping position when said second section is unoccupied.

7. In combination, a stretch of railway track including a first and a second section, a tripper arm train stop having a tripping position and a non-tripping position, means for moving saidtrain stop to its non-tripping position when both of said sections are unoccupied, means for moving said train stop to the tripping position when a vehicle after entering said first section has passed said train stop, manually controllable means carried on said vehicle, and-means controlled by said manually controllable means for moving said train stop to its non-tripping position when said first section is unoccupied.

8. In a train control system, a stretch of railway track divided into sections, a plurality of train control means successively located along said stretch for governing the movement of traific over said stretch and each of which means is capable of being put into either an operative condition or an inoperative condition, means for putting each said control means into its operative condition when the first track section-in advance of said control means is occupied while the section adjacent said control means is unoccupied,

manually controllable means carried on a railway vehicle moving over said stretch, and means controlled bv said manuallv controllable means for putting into its inoperative condition the first train control means in ad Vance of said vehicle when the first track section in advance of said vehicle is unoccupied.

9. In combination, a stretch of railway track including a first and a second section, a trackway device for said first section, means for energizing said device from a source of current carried on a vehicle in response to manual action by thedriver of the vehicle as the vehicle passes over the device, a stick relay, a pick-up circuit for. said stick relay controlled by said device and by traflicconditions in said second section, a stick circuit for said stick relay controlled by traflic conditions in said first section, a railway traific governing device, and means ineluding said stick relay for controlling said traffic governing device.

In testimony whereof I affix my signature.

HOWARD A THOMPSON.

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