US1810452A - Railway traffic controlling apparatus - Google Patents

Description

June 16, 1931. J WA 1,810,452

RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed May 5, 1926 INVENTORZ H. P. Wu lloag g Patented June 16, 1931 UNITED] STATES PATENT" OFFICE} HERBERT A. WALLACE, G1 EDG EWOGD BOROUGH, PENNSYLVANIA, ASSIGNGR TO THE.

UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA RAILWAY TRAFFTG CONTROLLING APPARATUS Original application filed May 5, 1926,

y 192a Serial My invention relates' to railway traffic controlling apparatus, and particularly to apparatus comprising governing means controlled by energy in the track rails. vMore particularly my present invention relates to the 'means for supplying such energy; to the rails.

controlled in accordance with traffic conditions.

' The present appll'cat on 1s a. divlslon of .my copending application Serial No. 106871,

filed May 5, 1926, for railway traflic controlling apparatus. r

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

The accompanying drawing is a diagrammatic view illustrating one form of trackway apparatus embodying my invention as applied to a stretch of track over which traflic moves'in both directions.

.Referring to the drawing, the reference characters 1 and l designate the track rails of aistretch of railway track'over which traffic normally moves in both directions.

- These track rails are divided, by means of insulated joints 2, into a plurality of successive track sections, A-B, BC,'etc.'

Each track section isprovided with a. track relay designated by the reference character R with an exponent corresponding-to the location, and comprising two windings.

6 and 7 Winding 6 of each track relay is constantly connected across the rails adjacent the right hand end of the associated section, and winding 7 is constantly supplied with alternating current from terminals a and b of asuitablesource of alternating current not shown in the drawing.

Each tracksectionis' supplied with alternating current from a track transformer 'ond circuit is closed for relay Serial No. 166,871. Divided and this application filed August 5,

designated by the reference character T with an exponent corresponding to the location,

andcomprising a secondary 3 constantly connected across the rails adjacent the left hand end of the section in series, with the usual' impedance 5. The supplyof alternating current to the primary a of each track transformer T is controlled by arepeatertrelay located at the. left hand end of the section and designated by the referresponding to the location. Each repeater ence character P with an exponent correlay is controlled by the track relay for t the same section. .Referring, for example, to the repeater relay P4, it will be seen that when relay B is energized, current flows from one terminal. a of a suitable source of.

current, through contact 218 of relay R and the winding of relay 'P to the, other terminal bet the same source. R isde-energized, however, this circuit for relay P is open and the'relay becomes de energized. Primary 4 of each track translVhen relay 7' former T is normally supplied with alternating track circuit current from the terminals'a and 6 through the front point of contact 191 of the I associated repeater relay P.

Each track section is further provided with two line relays designated by the reference characters 158 and 159with exponents corresponding to the location. Each track section is also provided with two stick relays designated by the reference characters 160 and 161 with appropriate distinguishing exponents. Referring particularly to line relay 159 this relay is provided with two circuits, one of which passesfrom terminal a, through wire 162, front contact 163 of line relay 159 wires 164 and 165, front contact 166 of relay "R wire 167 winding of relay 159 wire 168, front. contact 169 of relay P .Lwire 170and back contact 1710f relay 160 to terminal 5. This circuit isclosed only when relay 160 is tie-energized and when relays P R and 159 are all energized. When relay 161 is energized, asec- 159 from terminal a, through front contact 17 3 of re lay 161 wires 174 and 165, front contact 166 of relay R wire 167-, winding of relay 159 wire 168, front contact 169 of relay P wire 170, and back cont-act 171 of relay 160 to terminal .b.- The control of each of the remaining line relays 159 and 158 is similar to that justexplained for relay 159 and will be understood from the drawing without tracing the circuit for these relays in detail.

Stick relay 161 is provided with a pickup circuit which passes from terminal a, through Wire 175, back contact 176 of relay 158 wire 177, back contact 178 of relay R wire 179, back contact 180 of relay P wire 181, front contact 182 of relay 159 wires 183 and 184, and winding of relay 161 to terminal 1). Relay 161 having been energized over the pick-up circuit just traced, is maintained in its energized condition as long as relay 159 is de-energized, the stick circuit being from terminal a, through wire 185, back contact 186 of relay 159 wire 187, front contact 188 of relay 161 , wires 189 and 184, winding of relay 161 and back to terminal 6. The remaining relays 161 and 160 are each provided with circuits similar to those just traced for relay 161.-

The control of line relays 158 and 159 and the stick relays 160 and 161 is similar to the control of these relays in the usual and well known absolute permissive block signaling systems, and their operation will be readily understood by those skilled in the art. For example, one system embodying line relays and stick relays controlled in this manner is disclosed in Letters Patent of the United States No. 1,602,137 granted to me on October 5, 1926, for railway trafiie controlling apparatus.

Located at the junction of each two adjoining sections is a coding device designated by the reference character K with an exponent corresponding to the location. Each of these devices comprises two magnets 8 and 9 and a pivoted armature 49 biased to a central position but arranged to be attracted by one or the other of the magnets. Carried by the armature 49 are movable contacts 11, 14, 33 and 190, which swing to oneside or the other depending upon which of the magnets 8 or 9 is attracting the armature. Referring particularly to coding device K this device is provided with a circuit including back contact 219 of relay P and back contact 218 of relay R in multiple, so that this device will be energized when either section A.B or B-C is occupied by a train. The devices K are intended to operate on direct current, and since these devices are suppliedwith alternating current from the terminals a and 7), a rectifier 10 is included in the circuit for each device K to'change the alternating current supplied thereto to unidirectional current. It will be seen that contact 1111 is arranged to short circuit magnet 9, and contact 1111 is arranged to short circuit magnet 8. The contacts are so arranged that when the device is de-energized contact 1111 is closed. If therefore, the energizing circuit becomes closed, current supplied to the device will flow through magnet 8, but will be shunted around magnet 9 b contact 11-11. Armature 19 will there ore be attracted by magnet 8 to open contact 1111 and close contact 1111 Current will then be supplied to magnet 9, and magnet 8 will be short circuited. The magnets 8 and 9 are arranged to be slow acting however, so that an interval of time will elapse before the increasing flux in magnet 9 will overcome the decreasing flux in magnet 8 to a sufiicient degree to again reverse armature 49. At the expiration of this time interval armature 49 will swing back toward magnet 9 and contact 1111 will be opened and contact 1111' will be closed. Another time interval will then elapse before armature 49 is again reversed. It follows that as long as the circuit for device K is closed, the armature 49 will oscillate so that the contacts controlled by the armature are operated intermittently. The contacts 1414 and ld-li are so adjusted that these contacts are both closed when the device is tie-energized. When the device is energized however, these contacts are opened alternately. The parts are so arranged, as indicated by the unequal shunting bands on the magnets 8 and 9, that when the device K is operated contact 1414 is closed for a larger proportion of each cycle than is contact 14-14". For example, assuming that a complete cycle of operation of the device requires one second, the contacts may be so arranged that contact 1414 is closed for two-thirds of a second, and contact 1414 is closed for one-third of a second. This adjustment to accom lish unequal timing of the contacts or limping, may be effected by suitable adjustments in the structure of'the device or in the positions of the contact members.

As shown in the drawing, the stretch of tract is unoccupied and all track relays R, and hence all repeater relays P, are energized, current being supplied to the rails of each section from the associated transformer T. All line relays 158 and 159 are also energized, and all stick relays 160 and ing of relay 158 will interrupt the circuit for'relay 158 When the train enters section A-B, relay R will become de-energized, thereby opening the circuit for relay P The closing of back contact 180 of this relay will close the pick-up circuit for relay 161*. At the same time, the opening of front contact 169 of relay P will open the circuit for relay 159 and after an interval of time due to its slow acting characteristics the relay 159 will open. Then this happens, the pickup circuit for relay 161 will be opened, but the relay will be held in its energized condition by its stick circuit over back contact 186 of relay 159 The line relay 159 being slow acting, it is insured that a sufiicient time will elapse after the closing of back contact180 of relay P for relay 1614* to become fully energized. The closing of back contact 218 of relay R will set device KBinto operation, and current will then be periodically supplied to primary 36 of a transformer L having its secondary connected across the rails ad jacent the right hand. end of section. A-B. The circuit for transformer L may be traced from terminal a, through wire 192, contact 3333 ofdevice K wire 193, front contact 194 of relay 159 wire 195, back contact 196 of relay R wire 197, and primary 36 of transformer L to terminal Z). When this circuit is closed, current will be supplied to the rails of section AB' by transformer L in accordance with what I will term procee'd code. lVhen' the train enters section B'C, relays R and P: will open, relay 161 will pick up,.and relay'159 will open, completin the stick circuit for relay 161 The, closing of back contact 218 ofrelayR will set coding deviceK into operation, and current will therefore be supplied over contact 3333 of device K to primary 36 of transformer 11 so that current will be supplied to the rails of section BC in accordance with the proceed code. After the train moves out ofsection .A-B, alter by transformer T and transformerLB. will be de-energized. Belay 159 will also become energized, its circuit being closed over front contact 173 of relay 161 and ,front contact 166 ofrelayRB; The opening of back contact 186 of relay 159 will de-ener- 'gize relay 161 and will returnthe apparatus to its normal condition. The operation of the apparatus when the train moves out of section BC will be understood from the foregoing without further explanation.

I will assume that a trainis in the secpoint in the section.

tionto the right of point C, so that relays P and 159 are de-energized, and Lelay'161 is energized. DeviceK is of course energized, but uninterrupted current is being shown in the drawing. The operation of the apparatusassociated with section A-B in response to the movement of this second train through the section is the same as described in connection with the first train, and will .be understood. without further explanation. When. the second train enters section BC, thede-energization of relays R and P will de-energize relay 159 as before, and relay; 161 will become energized, but current will then be supplied to section BC from an auxiliary transformer Q having its secondary 29 connected across the rails at an intermediate The circuit for the primary 30 of transformer QP may be traced from terminal a, through contact '3333 of device K wire 198, front contact 199 of relay 161 wire 200, back contact 2010f relay R wire 202, and primary 30of transformer Q to terminal I). The rails of sec between pointB and the pointof connection of transformerQf, and a stop indication between the latter point and point C because of theabsence of train governing current.

I will next assume that a train moving,

from right to left passes through the stretch of trackshown in the drawing. The entrance of the train into the section to the right of point O-willde-energize relays P and 159 Relays '159 'and 159 will therefore be de-energized, all relays'158 will be energized and all relays 160 and 161 will be de-energized. l/Vhen the train enters section BC, the de-energization of relays R and P will pick up relay: 160 and will deenergize relay 158 to close the stick cir-' The closing of back 3 contact 2190f .relay'P will set r-device K cuit for relay 160 into. operation, and current will then be supplied to transformer T from terminal a, through wire20i, contact 1 1+1 i of device K wire 205, front contact 206 of relay 158 wire 207, back contact 191 of relay-P wire 208 and primary 4 of transformer T to terminal 5. Under these conditions therefore the train'in section BC will be supmoves out of section B-C, relays R and ing in the same direction.

P will become energized, and relay 158 will pick up over front contact 222 of relay 160 Current will then be supplied to transformer T over a circuit which passes from terminal a, through wire 216, backcontact 206 of relay 158 wire 207, back contact 191 of relay P wire 208 and primary 4 of transformer T B to terminal I). By virtue of the circuit just traced uninterrupted current will be supplied to the rails of section B-C by transformer T Means are provided, however, for at times interrupting this current to give a caution code to a second train entering a section when the section in advance is occupied by a train mov- For this purpose each track section is provided with an auxiliary transformer, designated by the reference character Y with an exponent corresponding to the location, and having its primary 156 connected across the rails at an intermediate point in the section. Re ferrin particularly to transformer Y, the second ary of this transformer is provided with a circuit which may be traced from the right hand terminal of secondary 157, through wire 210, contact 190190 of device K wire 211, front contact 212 of relay 160 wire 213, back contact 214 of relay P and wire 215 back to the left hand terminal of secondary 157 of transformer Y When this circuit is closed the secondary of transformer Y is short circuited and is effective to shunt the rails at the point of connection of the transformer so that the current between transformer Y and point C is shunted. It follows that when'the circuit is being periodically closed by contact 190-190 of device K the rails of section B--C between the point of connection of transformer .Y and point C are being supplied with current in accordance with the caution code. The second train will therefore receive a caution indication between ,point C and transformer Y and a stop indication between transformer Y and point B.

Attention should be directed to the fact that if a train attempts to traverse the stretch of track in one direction when the stretch is already occupied by a train moving in the other direction, it will receive a stop indication. 'For example, I will assume that a train moving from right to left occupies section BC. Relays P and R are de-energized and all relays 159 are tie-energized. Relay 158 is also de-energized but relay 160 is energized. If, now, a train moving from left to right enters section A-B, the 'conse quent de-energization of relay R will not close the code circuit for primary 36 of transformer L because this circuit will be transferred at front contact 191 of relay 159 Similarly, the circuit for primary of transformer Q, will be open at front contact 199 of relay 161. The train in section, A-B therefore can receive no inter rupted alternating current from a point in advance of the train and a stop indication will therefore be received by the train.

In similar manner, if a train moving from left to right occupies section AB. so that relays P and R are de-energized, relays 158 will all be de-energized, relay 159 will be de-energized, and relay 161 will be energized. I will now assume that a train moving from right to left enters section BC. The resulting de-energization of'relay P will complete a circuit for transformer T over back contact,191 of relay P and back contact 206 of relay 158 so that uninterrupted alternating current will be supplied to the rails of section BC by transformer T. The shunting circuit for transformer Y will be open at front contact 212 of relay 160 which will then be open, and the current supplied to the rails of section B-C therefore cannot be interrupted. The uninterrupted current which the train in section B--C receives will give a stop indication aboard the train.

It should be pointed out that the trackway apparatus here shown and described is suitable for, though in no way limited to,

use in connection with train carried governing means forming no part of my present invention and omitted from the drawing for the sake of simplicity. For present purposes it is sufficient to state that when the portion of track occupied by the train is supplied with code impulse combinations in accordance with the proceed code, a proceed indication is received on board the train; when the portion oftrack which is occupied by the train is supplied with code impulse combinations in accordance with the caution code, a caution indication is received on board thetrain; and when the rails occupiedby the train are supplied with uninterrupted alternating current or with no current, the train receives a stop indication.

Although I have herein shown and described only one form of trackway 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, means for normally supplying uninterrupted alternating current to the rails.

I track over which-traffic moves in both; di-

rections, means for normally supplying alternating current to the rails adjacent one endof the stretch, means effective when a train moving in one direction occupies such stretch ,for periodically interrupting said current or for periodically shunting the rails depending upon trafiic conditionsin ad- Vance of such train, and means effective when a train moving in the opposite direction occupies such stretch for supplying interrupted current to the rails in advance of such last mentioned train.

3. In combination, a stretch of railway track over which traffic moves in both directions, means for normally supplying alternating current to the rails adjacent one end of the stretch, means effective when a train moving in one direction occupies such stretch for periodically, interrupting said current or for periodically shunting the rails depending upon traffic conditions in advance ofsuch. train, and meanseflective when a train moving in the opposite curection occupies such stretch for supplying interrupted current to the rails in advance of such last mentioned train sothat current flows in the rails for difl'erent proportions of a given interval of time depending .upon traffic conditions. f

4. In combination, a stretch of railway track over which traffic moves in both directions, means for normally supplying alternating current to the ralls ad acent one end ofthe stretch, means effective when a train moving in one direction occupies such stretch for periodically interrupting said current, and means effective when such stretch is occupied .by atrain mov ng in the opposite direction for supplying interrupted current to the rails ad acent the other end of the stretch.

5." In combination, ,a stre'tch of railwaytrack over which trafiicf moves in both directions, means for normally supplying uninterrupted alternating currentto the rails of the stretch, and means efirective when. the stretch is occupied by a train moving n. either direction for supplying the rails in advance of such train with interrupted current 'in'accordance Wlth' tratfic I conditions in advance of the train.

6. In combination, a stretch of railway track over which traific moves in both directions, means for normally supplying un-.

interrupted alternating current to the .rails ofthe stretch, and means efiective when the stretch is "occupied by a train moving in" either direction for supplying the rails advance of such train with interrupted current so that the train is supplied with current for different proportions of a given interval of time depending upon trafiic con.- ditions.

' 7.7 In combination, a stretch of railway" track, means for normally supplying uninterrupted alternating current to the rails adjacent one end of thestretch, means for at times periodically interrupting said current, and means for atvtimes supplying in? terrupted current to the rails adjacent the other end of the stretch. 8. In combination,-.a.stretch of railway track, means for'normally supplying uninrent, and means for at times supplying 'in- I terrupted current to the rails at other points in the stretch so that such current flows in. the rails for different proportions of a given intervalof time dependingupon trafiic conditions.

10. In combination, a stretch of railway track, means for normally supplying unin-.

terrupted alternating current to the rails adjacent one end of the stretch,means for at times periodically interrupting said current, means e'n ective undercertain traflic conditions for supplying interrupted cur.- rent to the rails adjacent the other end of the'stretch so that such current flows in the rails for one proportion of a given interval of time, and means efiective under other traflic conditions for supplying interrupted current to the rails" at an intermediate pointin the stretch so that current flows in the rails for a diiierent proportion of said interval of time.

11. In combination, a stretch of railway track over which traflic moves" in both di-' rections, means for normally supplying uninterrupted alternatingcurrent to the rails adjacent one end of the stretch, means effective when a train moving in one direction occupies the stretch for periodically interrupting said current to give. one code; if conditions in advance of such train are safe and'forperiodically'shunting the rails at an intermediate point in the stretch to, give a second code if conditions in advance 'of the train are unsafe, and means efi'ective :one code if conditions in advance of the train are safe and to supply the rails at a second intermediate point in the stretch with interrupted current to give said sec ond code if conditions in advance of the train are unsafe.

12. In combination, a right hand and a left hand section of railway track over which trafiic moves in both directions, means for normally supplying uninterrupted alternating current to the rails adjacent the left hand end of each section, a single coding relay, vand means including said coding relay for at times interrupting the supply of current to the right hand section, and for at other times supplying interrupted alternating current to the rails of said left hand section.

13. In combination, a stretch of railway track over which traffic moves in both directions, means effective when a train moving in one direction occupies such stretch for periodically interrupting said current or for periodically shunting the rails depending upon trafiic conditions in advance of such train, and means effective when a train moving in the opposite direction occupies such stretch for supplying interrupted current to the rails in advance of such last mentioned train.

14-. In combination, two adjoining sections of railway track, means including a single normally tie-energized electric inotor for supplying periodically interrupted train governing current to the rails of each section at the end adjacent to the other section, and means for energizing said motor when either of said sections is occupied by a train.

'15. In combination, two adjoining sections of railway track, a single normally tie-energized electric motor for said two sections, means including contacts operated by said motor for supp-lying periodically interrupted train governing current to the rails of each section at the end adjacent to the other section, and means for energizing said motor when either of said sections isjoccupied by a train. 7

16. In combination, two adjoining sections of railway track, means including a single normally de-energized electric motor for supplying periodically interrupted train governing current to the rails of each sec tion at the end adjacent to the other section, a track circuit including a track relay for each of said sections, and means for energizing said motor when either of said track relays is open.

17'. In combination, two adj oinin sections of railway track, a single normally de-energized electric motor for said two sections,

means including contacts operated by said motor for supplying periodically interrupted train governing current to the rails of each section at the end adjacent to the other section, a track circuit including a track relay for each of said sections, and means for energizing said motor when either of said track relays is open.

18. In combination, two adjoining sections of railway track, a single normally deenergized electric motor for said two sections, means including contacts operated by said motor for supplying train governing current to the rails of each section at the end adjacent the other section which current is eriodically interrupted in accordance with one code'or another depending on traific conditions in the other section,,and means for energizing said motor when either of said sections is occupied by a train.

19. In combination, a stretch of railway track divided into sections; absolute-permissive block signaling apparatus for said stretch involving the usual track relays, line relays and stick relays; and means for so plying train governing current to the rails at each end of each section priodically interrupted in accordance with one code when the associated line relay is closed and in accordance with a different code when the associated line relay is open but the associated stick relay is closed.

20. In combination, a stretch of railway track divided into sections; absolute-permis sive block signaling apparatus for said stretch involving the usual track relays, line relays and stick relays; a coding device lo cated at the junction of each two adjacent sections and comprising a normally dc-energized motor as well as two contacts operated thereby in accordance with two different codes, means operating when a section is occupied by a train to energize the motor for the coding device at each end of the section, and means for supplying train governing current to the rails at each end of each section through one contact of the associated coding device when the associated line relay is closed and through the other contact of such coding device when the associated line relay is open and the associated stick relay is closed.

21. In combination, a stretch of railway track divided into sections, atrack circuit including a track relay for each section, a line relay for each section for governing traflic in one direction through the section, means for controlling each line relay by the track relay for the section next in advance in the said direction and by the line relay for such section next in advance, a normally (lo-ener ized stick relay for each section, means or energizing each stick relay while a train moving in the said one direction but not in the other occupies the associated section, means operatmg Wheneach stick relay is energized to remove the associated .line relay from its control of the line relay for the section next in the rear, and means for supplying train governing current to the rails of each section at each end of each sec tion through one contact of the associated coding device when the-associated line relay is closed and through the other contact of such coding device when the associated line relay is open and the associated stick relay is closed; 22. In combination, a stretch of railway track divided vinto sections, a track circuit including a track relay for each section, a line relayv for each section for governing trafic in one direction through the section,

means for controlling each line relay by the track relay for the section next in advance in the said direction and by the line relay for such section next in advance, a normally tie-energized stick relay for each section, means for energizingeach stick relay while a train moving in the said one direction but not in the other occupies the associated section, means operating when each stick relay is energized to remove the associated line relay from its control or" the line relay for the section next in the rear, a coding device located at the junction of each two adjacent sections and comprising a normally deenergized motor as well as two contacts operated thereby in accordance with two dif-- ferent codes, means operating when a section is occupied by a train to energize the motor for the coding device at eachend of the section, and means for supplying train governing current to the rails of each section through one contact ofan associated coding device when the associated line relay is energized and through the other contact of such devicewhe'n the associated line relay is open and the associated stick relay is closed. I

23. In combination, a track section, a transformer connected to the rails adjacent each end of said track section, means for normally supplying uninterrupted alternatingcurrent to the rails through one of said transformers, means operating when said track section is occupied by a train for supplying uninterrupted or interrupted alternating current to one said transformer acr; cording to traffic conditions beyond said track section in one direction and to the other said transformer according to traflic conditions beyond said track section inthe other direction. v i

In testimony whereof I aflix my signature.

HERBERT A; WALLACE.

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