US1806795A - Railway tsaffic controlling apparatus - Google Patents

Description

May 26, 1931.

F. "r. FEREDAY RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 27, 1930 INVENTOR'. F 7 Faraday VQLKF Patented May 26, 1931 UNITED STATES PATENT OFFICE.

FREDERICK T. FEREDAY, OF ANCHORAGE, KENTUCKY, ASSIGNOE TO TH E -UNION SWITCH & SIGNAL COMPANY, or swrssvann, PENNSYLVANIA, -A ooarom'rron OF PENNSYLVANIA I RAILWAY TRAFFIC CONTROLLING APPARATUS Application filed May 27,

My invention relates to railway traific controlling apparatus,and particularly to railway signaling systems employing wayside signals of the semaphoretype.

In systems of this character, the semaphore in arm is usually biased to a stop position by gravity, and is moved toone or more proceed positionsby an electric motor, an electrically controlled holding device beingpro'vided to hold the semaphore arm in its proceed position or positions. When the holding device isof the tractive magnet type, it usually requires less current to operate the holdingdevice than to operate the motor. Heretofore, the current for operating both the holding device and the motor has usually been sup plied from a primary or a storage battery which had to be renewed 'or recharged at intervals depending upon the amount of the energy consumed by the signaling apparatus. One object of my invention is to provide means for normally supplying all of the operating current for'the holding device and part of the operating current, for the motor from an alternating current source through a rectifier, and the remainder of the current for operating the motor from a'primary or storage battery, thereby greatly increasing the life of the battery and, in addition, effecting a considerable saving in'power consumption. V 7

Another object of my invention is to provide a novel arrangement of apparatus whereby, in the event of an interruption of thefalternating currentsupply, all of the energy for operating the signal may be supplied by the battery.

I will describe one form of railway traiiic controlling apparatus embodying my invention, and will then point outthe novel features thereof in claims. a p

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

Referring to the drawing, thereference characters-1 and 1F designate the track rails of a stretch-ofrail way track along which traffic normally moves in the direction indicated by the arrow. These track rails are divided 1930. Serial; No. 45. 1am.

by means of insulated joint-s 2, into a plurality of track sections, only one of which A-B is shown in the 3 drawing. Section AB is provided with a track circuit comprising a track relay C connected'across the rails adgravity to the stop position in which it X' tends at right angles to the mast 5, as illustrated in the drawing, together with a motor M for moving it to an inclined or caution j position in which it is 45 from'the stop position, and to a proceed position in which the semaphore arm is90 from the stop position.

The motor M is operatively connected with the semaphore arm through themedium of suitable operating .mechanism indicated 'diagrammatically in the drawing by the dash lines 6, 6 and 6*, this operating mechanism including a ratchet wheel 7. Cooperating with the ratchet wheel 7 is a pawl 8, which when held in engagement with the ratchet wheel, operates to holdthe semaphore arm in its caution or proceed position. The pawl 8 is biased'to such. a'position that it is normally out of engagement with the ratchet wheel 7, but is movable into engagement with the ratchet wheel by a holding magnet D comprising a winding 9 controlling an armature 10 attached to the'pawl 8.

v The signal S also comprises three circuit controllers E, F and G which are operated in accordance with the movements of the semaphore armd and which, as here shown, are

nism indicated diagrammatically by dash.

lines 6" andfi, The circuit controller E comjprises a contact seginent ll and two contact fingers 12 and 13 cooperating therewith. The

segment 11 and fingers 12. and 13 are so arranged that when the semaphore arm 4: occupies its stop positioniin which it is illustrated in the drawing, the segment 11 engages the finger 12 to close a contact 1112; when the arm has moved to a short distance beyond the caution position, for example 5, the segment 11 then engages the finger 13 to close a contact 1l-13 which remains closed when the arm is in the proceedposition; and when the arm has moved an additional distaneeof, say 5", so that the arm is beyond the caution position, the-segment 11 moves out of'engagement with the finger 12 and opens contact 1l-l2,this contact remaining open in the proceed position of the semaphore arm. The circuit controller F comprises a cam 1 1 which cooperates with a flexible contact finger 15'to M open a normally closed. contact 15-16 when the sen'iaphore arm has moved to its caution position, and to hold this contact open when the semaphore arm is in its proceed position. The circuit controller G comprises a contact 1718 which is closed at all times'eizcept when the semaphore arm occupies its proceed position.

Operating current for the signal S is supplied jointly by a battery H, and by a transformer T through a rectifier R. This rectifier may be of the well known copper oxide varietv, the input terminals and 26 of which are connected with the secondary 19 of transformer '1 through a current limiting impedance X. The primary 20 of transformer T is constantly suppliedv with alternating current from an alternator O by means of the wires 21 and 22 of'a transmission line Q.

The supply of current for operatingthe signal is controlled primarily by a polarized relay J which is connected with a suitable source of current, such as a battery N, over amok-changer P and the front contact 27 of track relay C. The pole-changer P maybe controlled in any suitable manner forming no partof my present invention. The supply of currentfor operating signal S is also controlled by an auxiliary relay K and by a pmvcr-off relay L. The relay K is included in the circuit for motor M in such manner that this relay will become energized'whenever motor hfl is supplied with current from battery. H, as will be explained more fully hereinafter. Relay L, as here shown, is of the well known direct current type commonly employed for signalling purposes but is provided, in addition to the usual operating windings and 31, with two auxiliary windings 28 and 29 which are heavy enough to cai rv the total output current of rectifier R. llhe windings 28. and 29 are connected in series with the operating windings 30 and 31 between the output terminals 23 and 24 of rectifier lLand theparts are so proportioned that relay ll will be energized except in the event of an interruption in the supply of current to transformer T. A lightning arrester 32 is connected between the common connection of the windings 28 and 31 and the coininon connection of the windings 29 and 30,

and this lightning arrester acting in conjunction with the choking effect of the auxiliary windings 28 and 29 provides considerable protection for the rectifier against static discharges which might injure the rectifier.

As shown-in the drawing, section AB is occupied by a train indicated dia rammatically by an axle and a pair of wheels. and track relay C is therefore deenergized: Polarized relay J' is also deenerg ized the circuit for this latter relay being dpen at front contact 27 of relay G. Since relay J is deenergized, all circuits for motor H and holding magnet D of signal S are open at the contacts of this relay, and motor M and holding magnet Dare therefore deenergized. The semaphore arm of signal S therefore occup es its stop position. Relay K is deenergized. :lelay L, however, is energized since its windings 28, 29, 30 and 31 are constantly supplied' with current from'the out-put termiptls 23 and 2 of rectifier R. Pole-changer l occupies its upper position in which its contacts 333 l' and 3536 are closed and its contacts 33 436 and 353T are open.

1 in explaining the operation of the appararus as a whole,- I will first assume that train il moves out of section AB so that track relay C will become energized and will close ts front contact 27'. Under these conditions. if 1 )olechanger P remains in the position in which it is illustrated in the drawin relay J will be supplied with current of ivhatll will term reverse polarity, so that it will gecome energized in its reverse direction. ii elay J will thereforeclose its front contacts 38, 39 and. 40, but its polar contacts 41%1 aiidl2' l2 remain open as illustrated. The closing of front contacts 38 and 39 of relay J w ll complete a circuit for winding 9 of holding magnet D, so that currentwill flow I'IOID the output terminal Qe'lof: rectifier K through wire 58, winding 29 of relay L, wird o9, front contact (SO-- of relayli. wires ()1; and 62, front contac 39 of relay J, wire 61 contact 1 112 of circuit controller E, wire 68, winding 9 of liolding device D, wires 39 and 55, front contact 38 of relay J. wires 06 ant 64, winding 28 of relay L, and wire to terminal 23 of rectifier R. TVindin; 9 of holding magnet D therefore becomes energized and attracts the armature 10 so that pawl 8 moves into engagement with the ratchet wheel At the same time, a circuit for motor M is completed at front contacts 38 and 40 of relay J, and current flows from battery H through wires 43 and 4:4, windine' of relay K, wires 15 and 4-6, front contact all of relay J wires r; and ill, contact 15-16 of circuit controller F, wires 49 and 50 field winding 51 of motor M, wire 52, ari'iiature 53, wires 54 and55, front contact 38 of relay J, and wire 56 back to battery H. It will be observed that relay K is connected in series with motor M in this latter circuit, so that as soon as this circuit becomes closed, relay K picks up and closes its front contact 57. Another circuit for motor Mis then completed which may be traced fromoutput terminal 24 of rectifier R through-wire 58, winding,

29 of relay L, wire59,.front contact 60-60 of relay L, wires 61 and74, front contact 57 of relay. K, wires 63 and 74, front Contact 57 of relay K, wires 63 and 46, front contact 40 of relay J, wires 47 and 48, contact 16 of circuit controller F, Wires 49 and ,50, field winding 51 of motor M, wire 52, armature 53 of motor M, Wires 54 and 55, frontcontact 38 of relay J, wires 56 and 64, winding28 of relay L, and wire 65 to terminal 23 of rectifier 'R. i It will be apparent therefore that under these conditions operating current is supplied to motor M jointly froni'battery H and from transformer Tthr ough rectifier R. Motor M therefore operates to move semaphore arm 4 to its caution position. lrVhen the semaphore arm reaches its caution position, cam 14 moves into engagement with contact finger 15 and opens contact 15-16,

thereby opening both circuits previously traced for motor M, and motor M therefore becomes deenergized. Relay K then also becomes deenergized and opens its front contact 57. The circuit for holding magnet D, however, remains closed so that pawl 8 is held in engagement-with ratchet wheel 7, thereby holding the semaphore arm in its caution'position. 1

. When the semaphore armis to be-moved to the proceed position, pole-changer P will be reversed to open its contacts 3334 and 35 36, and to close its contacts 3336 and 3537." Under these conditions, relay J will be supplied with current. of normal polarity s that relay! J 7 now becomes energized in the normal direction and closes its front contacts38, 39 and 40,1 and itspolar contacts 4141 and 42,. 42'. Motor M is thenagain supplied with current from ,batteryH, over alcircuit whichincludes the, winding of relay .K and which passes from battery H, through-wires 43 and44, winding of relay K, wires 45 and 46, front contact 40 of relay J, 11634711116166, reverse contact 4242"- of relay J, wire 70, contact 17,18 of circuit controller G, wires 71, and 50, field winding 51 of motor M, wire 52, armature 53 of motor M, wires 54 and55, front contact 38 of relay J, and wire 56back to battery H; Since'relay i K is included in this circuit, relay K again,

becomes energized, and closes its front contact 57, therebycompleting another circuit for motor M which may be traced from'terminal 24 of rectifier R, through wire 58, winding 29 of relay L, wirer59, front contact 60--60 of relayL, wires 61 and. 74, front contact 57 of relay K,wires 63 and 46, front contact 40 of relay J, wires 47 and 66, reverse contact 42-42 of relay J, wire 70, contact 17. 18 of circuit controller G, wires 71 and tact 6060".

50, field winding 51 of motor M, wire52, armature 53 of motor M,.wires 54and 55, front contact 38 of relay J, wires 56 and 64, winding 28 of relay L, and wire 65 to terminal 23. Motor M therefore operates to. move semaphore arm 4 toward its proceed position. When the semaphore arm has moved a short distance past the caution position,contact 113 ofcircuit controller E becomes closed and upon a little additional movement of the semaphore arm toward the proceed PO51. tion, contact 11.l2 opens. When contact 11i3 closes,*a circuit is completed for winding 9 of holding magnet D over which current flows from terminal 24 -of .rectifier B, through wire 58, Winding 29 of relay L, wire 59,,front' contact 60',60 of relay L, wires 61 and 62, frontcontact 39 of relay J, wire 72, reverse contact 41-41 of relay J, wire 75, contact 11.13 of circuit controller E,.Wire 68, winding 9 of holding de-' vice D, wires 69 and 55,'front contact 38 of relay J , wires 56 and 64, winding 28 of relay L, and wire 65 to terminal 23 of recti-' I'ier B. When contact- 11,-12 opens, the first circuit for winding 9 including this contact is opened, but since the circuit just traced for winding 9 is now closed, this winding re mains energized. Vhcn the semaphore arm reaches its proceed position, contact 1718 of circuit controller G opens and deenergizes motor M. JVhen motor M becomes deenei gized, relay K also becomes energized and opens its front contact 57 so that this relay isthen restored to itsnormal deenergized condition. Holding magnet Dis still energizcd, however, due to the circuit which is.

closed at contact 1113 of circuit controller E,.and the semaphore arm is therefore held I in the proceed position; a

If a tram enters sect1onAB when the semaphore arm 4 occupies either its caution p relay L will become deenergized and open its front contact 6060 andclose its back con- Under these conditions, if relay J ;is energized in the reverse'direction, motor M will be supplied with current from' batteryI-I'oVer the circuit including contacts 38 and 40 of relay J in the manner previously described, but when relay K picksup, the closing of its front contact '57, instead of completing the circuit previously traced for mo tor M including this contact, completes a circuit for motor M. which passes from battery H, through wires 43 and 73, back contact -60 of relay L, and'thence over the circuit previously traced. for motor M including con tact 57 to wire 56, and from wire 56 back to battery H. Furthermore, under these conditions, winding 9 of holding magnet I), instead of being supplied with current from transformer T through rectifier R, is now supplied with current from battery H over wires 43 and 73, back contact ()'O60 of relay L, and thence over the circuit previously traced for winding 9 including contact 1112 of circuit controller E to wire 56, and from r wire 56 to battery H. It will be apparent therefore that under theseconditions all of the current for signal S is supplied by battery H. If relay J is energized in the normal direction when relay L becomes deenergized, all of the operating current for motor M as well as the current for winding 9 of holding magnet D will likewise be supplied from battery H, these circuits being obvious from an inspection of the drawing in the light of the foregoing description. 7

It will be apparent, therefore, that with apparatus embodying my invention, the energy for operating the motor is normally supplied jointly by a battery H and by a source of alternating current through a rectifier, but in the event of a failure in the alternating current source, all of the energy for operating the motor is then supplied by the battery. Furthermore, all ofthe energy for operating the holding magnet D is normally supplied from a source of alternating current through a rectifier, but in theevent' of a failure in the alternating current source this energy is supplied by the battery. This arrangement results in a considerable saving of power and greatly increases the life of the battery.

Although I have herein shown and described only one form of railway tratfic 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 railway trafiic con.- trolling device adapted to be operated by direct current. a source of direct current, a relay, means for at times supplying said device with current from said sourceof direct current through the winding of said relay, a source of alternating current, a rectifier, and means controlled by said relay for supplying said evice with current from said source of alternating current through said rectifier.

2. In combination, a railway trafiic controlling device adapted to be operated by direct current, a source of direct current, a relay,

means for at times supplying said device withcurrent from said' source of direct current through the winding of said relay, a source of alternating current, a rectifier, and means controlled. by said relay and eifective when said. relay is energized for supplying said motor with current from said source of alternating current througlr said rectifier.

3. In combination, a railway traffic controlling deviceadapted to be operated by direct current, a source of direct current, a relay, means for at times supplying said device with current from said source of direct current through the winding of said relay, a source of alternating current, arectifier, and means controlled by a front contact of, said relay for supplying said motor with cur-rent from said source of alternating current through said rectifier.

4. In combination, a railway traffic controlling device adapted to be operated by direct current, a source of direct current, a circuit for said device including said source of direct current, a source of alternating current, a rectifier, and meansresponsive to current insaid circuit for supplying said device with current fromsaid source of alternating current through said rectifier.

5. Railway trafficcontrolling apparatus comprising a signal provided with an oper ating motor and a holding magnet both designed for operation by direct current, a source of alternating current, a rectifier, means for supplying said holding magnet with current from said source of alternating current through said rectifier, a source of direct current, a relay, means for at times supplying said motor with current from said source of direct current through the winding. of said relay, and means controlled by said relay and effective when said motor is being supplied with current from said source of'direct current for supplying said motor with current from said source of alternating current through said rectifier.

6. In combination, a railway traffic controlling device adapted to be operated by direct current, a source of direct current, a circuit for saiddevice including said source of directcurrent, a source of'alternating current, a rectifier, a first relay supplied with current from said source of alternating current through said rectifier and arranged to be energized QX- cept in the event of a failure of said source of alternating current, a second relay arranged to be energized in rcsponseto current in said circuit, means effective when said-first and second relays are both energized. for supplying said device With current from said source of alternating current through said rectifier, and means effective when said first relay is deenergized and said second relay is energized for supplying said'device with current from said source of direct current.

7. Railway traffic controlling apparatus con'iprising a signal provided with an operating motor and a holding magnet both desource of alternating current through said rectifier, a source of direct current, means controlled by a back contact of said first relay for at other times supplying said holding magnet with current from said source of direct current, a second relay, means for at times supplying said motor with current from said source of direct current through the winding of said second relay, means controlled by a front contact of said second relay and by a front contact of said first relay for attimes supplying said motor with said current from said source of alternating current through said rectifier, and means controlled by a back contact of said first relay for at other times supplying said motor withcurrent from said source. of direct current.

8. In combination, a stretch of railway track provided with a track circuit including *1 track relay, a signal for controlling trafiic over said stretch provided with a holding magnet and an operating motor both adapted to be operated by direct current, a second relay controlled by said track relay, a third relay, a source of direct current, means in cluding the winding of said third relay and y a front contact of said second. relay for at times supplying .said motor with current trolled by a front contact of said second relay and a front contact ofsaid third relay for at times supplying said motor with current from said source of alternating current through said rectifier, and means controlled by a front contact of said second relay for at times supplying said holding magnet with current from said source of alternating current through said rectifier.

9. In combination, a stretch of railway track provided with a track circuit including a track relay, a signal for controlling traffic over said stretch comprising a semaphore arm biased to a stop position and capable of assuming a caution or a proceed position, a motor for moving said arm to its caution or its proceed position and adapted to be operated by direct current, a holding magnet for holding said arm in its caution or 1ts proceed position and adapted to be operated by direct current, a first contact controlled by said arm and arranged to be closed when said arm occupies its stop position but to be opened shortly after said arm moves past the caution position toward the proceed position, a second contact controlled by said arm and arranged to become closed shortly after said firstcontact opens and to remain closed when said arm is in the proceed position; a third contact controlled by said arm and arranged to be closed when said arm occupiesits stop position, its caution position, or any position between its stop and its caution position; and a fourth contact controlled by said arm and arranged to be closed at all times except when said arm occupies its proceed position, a manually operable polechanger, a polarized relay, means controlled by said pole-changer and including a front contact of said track relay for energizing said polarized relay in its normal or its reverse direction, an auxiliary relay, a source 1 of direct current; a first circuit for said motor including said source of direct current, the winding of said auxiliary relay, a first front contact of said polarized relay, and said third contact; a second circuit for said motor including said source of direct current, the winding of said auxiliary relay, said first front contact of said polarized relay, a first reverse contact of said polarized relay, and said fourth contact; a source of alternating current, a rectifier; a third circuit for said motor supplied with current from said source of alternating current through said rectifier and including a front contact of said auxiliary relay, said first front contact of said polarized relay, and said third contact; a fourth circuit for said motor supplied with current from said source of alternating current through said rectifier and including a front contact of said auxiliary relay, said-first front contactof said polarized relay, said reverse Contact of said polarized relay, and said fourth contact; a first circuit for said holding magnet supplied with current from said source of alternating current through said rectifier and including a second front contact of said polarized relay, and said first contact; and a second circuit for said holding magnet supplied with current from said source of alternating current through said rectifier and including said second front contact of said polarized relay, a second reverse contact of said polarized relay, and said second contact. I

In testimony whereofI affix my signature.

FREDERICK T. FEREDAY.

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