US1869847A - Railway traffic controlling apparatus - Google Patents

Description

Aug. 2, 1932. o. GRONDAHL 1,

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 15, 1931 3 Sheets-Sheet 1 Fzlgt N ATTORNEY Aug. 2, 1932. Y L. o. GRONDAHL 1,869,847

RAILWAY TRAFFIC CONTROLLING" APPARATUS Filed April 15, 1931 3 Sheets-Sheet 2 INVENTOR; N L-O.G/-onb n/1/,

BY i M ATTORNEY Aug. 2, 1932. L. o. GRONDAHL 1,869,847

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 15, 1951 s Sheets-Sheet 5 y 5 I INVENTOR.

L 0. Graham/N,

Q "pt W ALQ ATTORNEY.

Patentd Aug. 2, 1932 UNITED STATES PATENT OFFICE LABS O. GRONDAHL, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA Application filed April 18,

My invention relates to railway traflic controlling apparatus, and particularly to cab signaling or train control systems of the coded continuous inductive type.

One feature of my invention is the provision in systems of this character of means for supplying the track rails with alternating currents of different frequencies periodically interrupted or coded at one and the same frequency, together with train-carried apparatus selectively responsive to the several coded currents thus applied to the rails.

I will describe two forms of trackway apparatus and one form of train-carried apparatus, all embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of trackway apparatus embodying my invention. Fig. 2 is a diagrammatic view showing a modification of a portion of the trackway apparatus shown in Fig. 1. Fig. 3 is a diagrammatic view showing one form of train-carried apparatus embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference characters 1 and 1" designate the track rails of a railway track along-which trafiic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of successive blocks or sections, of which only three complete sections, AB, B-C and CD, are shown in the drawings. Extending along the railroad track are three transmission lines 5, 6 and 7, which are constantly supplied with alternating currents of diflerent frequencies, such, for example, as 60 cycles per second, 80 cycles per second, and 130 cycles er second, respectively. Associated with eac track section are three transformers T, U and V, the primaries 4 of which are connected with the transmission lines 5, 6 and 7, respectively, and the secondaries 8 of which are utilized to supply current to the track rails and to other apparatus associated therewith, as hereinafter explained.

RAILWAY TRAFFIC CONTROLLING APPARATUS 1931. Seriali No. 529,723.

Each tracksection is pro'videdwith two track relays Q and B. Each relay Q is a. slow-releasing direct current relay, and its winding is connected across the rails through the medium of a full-wave rectifier X. Each relay R is of the alternating current type,

having a winding 8 connected across the rails of the section and a second winding 9'constantly supplied with alternating current coding device is controlled by a normally deenergized coder relay K.

As shown in the drawings, the section immediately to the right of point D is occupied by a train W, so that both track relays Q, and R for this section are de-energized. Alternating current of reverse relative polarity is therefore supplied to the rails of section C-D, the circuit being from the right-hand terminal of secondary 3 of transformer T, through contact 12d of relay R, to the upper track rail 1, and from the track rail 1, through back contact 11 as relay K, and the middle contact 10-03 of relay R, to the lefthand terminal of secondary 3 of transformer T Inasmuch as winding 8 of track relay R is supplied with cycle current of reverse relative polarity, and winding 9 of this relay is also supplied with 60 cycle current, this relay is energized in its reverse direction, so that its contact fingers are swung to the left. Relay Q is also energized, but this fact is of no immediate importance. Sixty cycle current of normal relative polarity is now supplied to the rails of section B-C, the circuit being from the right-hand terminal of secondary 3 of transformer T through contact 127' of relay R back contact 11 of relay K to the lower rail 1, and from the upper rail 1, through contact 10r of relay Rf, to the left-hand terminal of the secondary of transformer T. This current serves to energize relay R inthe normal direction, and it also serves to energize track relay Q". Sixty cycle current of normal relative polarity is therefore supplied to the rails of section AB, the circuit being from the right hand terminal of secondary 3 of transformer T through contact 12-% of relay R back contact 11 of relay K to the lower track rail 1", and from the upper track rail 1, through contact 10'n of relay R ,'to the left-hand terminal of secondary 3 of transformer T Track relay R is therefore energized in the DQ113511 direction and relay Q} is also energlze I will now assume that a train moving toward the right passes through the stretch of track shown in the drawings. When this train enters section AB, it will open both track relays Q and R with the result that coder relay K will become energized, the circuit being from the right-hand terminal of secondary 3 of transformer T through the winding of relay K back contact 14 of relay Q ,-and back contact 13-03 of relay R to the left-hand terminal of the secondary of transformer T Motor M will then be energized, the circuit being from the right-hand terminal of secondary 3 of transformer T through the motor M and front contact 15 of relay K to the left-hand. terminal of the same secondary. -The opening of back contact 11 of relay K will open the circuit previously traced for the supply ofrcurrent to the rails of section A-B, from transformer T and the closing of contact 19 of this relay will close a new circuit, this circuit being from the right-hand terminal of secondary 3 of transformer T through normal contact 20n of relay R front contact 19 of relay K coder contact 18 to the lower rail 1*, and from the upper rail 1, through coder contact 17 and normal contact 16-n of relay R to the left-hand terminal of secondary 3 of transformer T Sixty cycle current periodically interrupted at the rate of 2 cycles per second will therefore be supplied to the rails of section A-B, and as hereinafter explanned, this current will produce what may e termed the high speed signal on the train octu pying this section.

en the front end of the train enters sec-.

tion BG it will de-energize track relays Q and R and this will cause relay K to become energized by virtue of a circuit which rent periodically interrupted at the rate of 2 cycles per second will be supplied to the rails of this section from transformer U The circuit for this current is from the righthand terminal of secondary 3 of transformer U, through reverse contact 20-4 of relay R front contact 19 of relay K,coder contact 18,

to the lower rail 1, and from the upper rail -1, through coder contact 17 and reverse conentrance of the train into section B-C, will discontinue the supply of coded cycle current to the rails of section AB, and will cause coded 130 cycle current to be supplied to the rails of this section, the circuit being from the right-hand "terminal of secondary 3 of transformer V through contact 16d of relay R contact 17 of coding device P to the upper rail 1, and from the lower rail 1", through contact 18 of coding device P front contact 19 of relay K and contact 20-11 of relay R to the left-hand terminal of secondary 3 of transformer V When the rear end of the train passes out of section AB, this coded 130 cycle current will serve to energize relay Q his will open the circuit for relay K with the result that 60 cycle currentof reverse relative polarity will be supplied to the rails of section AB, thereby energizin relay R in the reverse direction.

When t e front end of the train enters section C-D, it will de-energize relays Q and R thereby energizing relay K and so setting motor M into operation. The supply of 60 cycle current to the rails of section (J-D will then be discontinued, and coded 130 cycle current will be supplied to the rails of this section, the circuit being from the righthand terminal of secondary 3 of transformer Vflthrough contact 16d 'of relay R, contact 17 of coding device P to the upper rail 1 and from the lower rail 1 through codin contact 18, front contact 19 of relay K. an contact 20-d of relay R to the left-hand terminal ofsecondary 3 oftransformer V. This current will give what maybe termed a low speed indication? on the train occupy ing section CD.

The opening of relays Q? and R due to the entrance of the train in section CD,

will cause coded 130 cycle current to be supplied to the rails of section BC, and when. the rear end of the train leaves the latter section, this coded current will serve to energize track relay Q thereby de-energizing relay K and so stopping the operation of motor M and coding device P ninterrupted 60 cycle current will then be supplied to the rails of section B-C, so that relay R will become energized in the reverse direction.

When the front end of the train enters the section to the right of point D, it will have no effect on the apparatus associated with this section, because the section is already occupied by the advance train W, and the second train will receive no energy from the track rails, because such energy is shunted by the wheels and axles of the train W.

Referring now to Fig. 2, the apparatu shown in this view is similar to that shown in Fig. 1, except that there is only one transmission line 27, and the train-controlling currents are furnished by local generators, which are, in turn, furnished with energy from this transmission line. Preferably the transmission line carries alternating current at 60 cycles per second. Each section is provided with a transformer N, the primary 26 of which is connected with the transmission line 27, and the secondary of which is connected with the input terminals of a fullwave rectifier H. Each secondary 25 also furnishes uninterrupted 60 cycle track circuit current for the associated section.

The local generators are designated E, F and G, and each of these generators comprises a relay 3O controlling the supply of current to a primary 21, 22 or 23 of a transformer S. The secondary 24 of this transformer furnishes coded current to the rails of the associated section when the section-is occupied by a train.

As shown in the drawings, the section to the right of point D is occu ied by a train W, so that both track relays 4 and R are deenergized. Sixty cycle current of reverse relative polarity is supplied to the rails of section CD in the same manner as in Fig. 1, that is, this circuit includes secondary 25 of transformer N contact 12d of relay R back contact 11 of relay K, and contact 10- d of relay R Relay R is therefore energized in the reverse direction, with the result that 60 cycle current of normal relative polarity is supplied to the rails of section B-C. Relay R is therefore energized in normal direction, so that 60 cycle current of normal relative polarity is supplied to the rails of sec- %on AB from secondary 25 of transformer I will now assume that a train moving toward the right passes through the stretch of track shown in the drawings.

When thistrain enters section A-B,it will de-energize relays Q and R thereby causing relay K to become energized, and this in turn will energize motor M from transformer N Relay'30 of coding device E is now energized, the circuit being from the upper'terminal of rectifier H through contact 16n of relay R winding of relay 30, back contact 31 of this relay, contact 20-n of relay R to the lower terminal of rectifier H A reactor 29 is connected in series in this circuit, and a condenser 28 is connected across the output terminals of rectifier H the purpose of these elements being to smooth out the direct current supplied to relay 30. Owing to the fact that the circuit for relay 30 includes a back contact of this relay, it follows that the contact will vibrate,

thereby alternately closing contact 31-?) and contact 3l-0. Contacts 5 and 0 are connected to the outer terminals, respectively,

of primary 21 of transformer S and the middle point of this ,primary is connected with the upper terminal of rectifier H through contact 16-02 of relay R Contact 31 is, of course, connected with the lower terminal of rectifier H and so it follows that while relay 30 is in operation, current will alternately be supplied to the upper and lower halves of primary 21, with the result that alternating current will be delivered by the secondary 24 of transformer S The parts of the generator E? are so proportioned that this current will have a frequency of cycles per second. This current will be delivered to the rails of section A-B, through the contacts of coder P, the circuit being from the upper terminal of secondary 24, through front contact 19 of relay K coder contact 18, to the lower rail 1, and from the upper rail 1, through coder contact 17 to the lower terminal of secondary 24. The train occupying section A-B will therefore receive coded 6O cvcle current, and this current will cause the high speed indication to be given on the train.

When the train enters section BC, it will deenergize track relays Q, and R thereby energizing relay K Inasmuch as relay R is energized in the reverse direction, generator F is in operation, its circuits being closed by contacts 20-1' and 161' of relay R and the parts of this generator are adjusted to deliver 80 cycle current to the transformer S so that coded 8O cycle current will be supplied to the rails of section B-C. This will cause the medium speed indication to be given aboard the train. When the train enters section CD, it will de-energize relays R and Q thereby energizing relay K, and since relay R is de-energized, generator G will be in operation, because its circuits will be closed at contacts 20-03 and 16-11 of relay R. This generator is adjusted to deliver 130 cycle current to the transformer S and so coded 130 cycle current will be furnished to the rails of section C-D to cause the low G into operation, so that coded 130 cycle' current will then be supplied to the rails of section A-B.' This will cause relay Q to become energized, thereby de-energizing relay K with the result that uninterrupted 6O cycle current of reverse relative polarity will be supplied to the rails of section A-B. This Wlll cause relay R to become energized.

A similar operation will occur as the train passes from section BO to section C-D.

Referring now to Fig. 3, the train-carried apparatus in the form here shown, comprises two magnetizable cores 33 and 33, mounted in front of the forward axle and disposed above the two track rails 1 and 1", respectively. These cores carry windings 35 and 35*, which are connected in series in such manner that the alternating currents induced therein by an alternating current flowing in opposite directions in the two track rails 1 and 1 at any given instant, are additive. This circuit constitutes the input circuit for an amplifier Y, the output circuit of which is provided with three multiple branches if), L and L Each branch includes a reactor 37 and a condenser 36, and these elements are so adjust/ed that the three branches L L and L are tuned respectively at 60 cycles, 80 cycles and 130 cycles per second.

Connected across a portion of the reactor I 37 of branch L is a relay 9 having a contact 39 which contact is tuned mechanically to resonance at cycles per second,- and this contact cooperates with two fixed contact members 39 and 39 The primary 41' of transformer t is provided with a circuit which includes a battery 40, contacts 39--39 and 39-39 in multiple and the primary 41, this primary being tuned by a condenser 42 to resonance at 60 cycles per second. lit follows that when coded 60 cycle current is being received by the train, periodically interrupted alternating current ,will be delivered by the secondary 43 of transformer 6 but that substantially no alternating current will be delivered by this secondary under any other condition. The secondary 43 is provided with an output circuit including a condenser 45 "and a reactor 44, whereby this circuit is tuned to the code frequency, that is, the frequency of the periodic interruptions of the current delivered by secondary 43. The input terminals of the full-wave rectifier k are connected across a portion of the reactor 44, and a slow-releasing relay u is connected with the output terminals of this rectifier. It follows that relay u will be periodically energized when coded 6O cycle current is being received by the train, but that this relay will not be energized under any other circumstances. Owing to the slow-releasing characteristic of relay to, the relay will remain closed during the supply of coded 60 cycle currents.

Branch L is (provided with a relay 9 mechanically tune to resonance at 80 cycles per second, and associated with the armature of this relay is a transformer t the secondary 43 of which is connected with the operating sen, filed Feb. 7,1930, Serial No. 426,563, for

circuit including a battery 53 and a primary 54 of a transformer n. This periodiE supply of direct current to the primary 54 causes an alternating current in the secondary 55, the frequency of which current corresponds to the frequency of the code. A slow-releasing relay u is connected with secondary 55 through a full-wave rectifier 7L with the result that relay u isperiodical'ly energized by direct current when the oscillator J is in operation. A condenser 56 is connected across the terminals of secondary 55 to maintain the flow of current in the secondary circuit during the periods in which contact 52-52 is open. Relay if being slow-releas- 4 ing in character, will keep its front contacts closed as long as coded 8O cycle current is being received on the train.

Referring now to branch L of the receiving circuit, the input terminals of a rectifier f are connected across a portion of the reactor 37, and the output terminals of this rectifier are connected with the primary 59 of a transformer 6 It follows that this primary is supplied with direct current which is periodically interrupted at the code frequency, and this current induces an alternating current of code frequency in secondary 60. The circuit for secondary 60 includes a reactor 61 and a condenser 62 by means of which the circuit is tuned at the code frequency, and the input terminals of a full-wave rectifier b are connected across a portion of the reactor 61. A slow-releasing relay'u is connected with the output terminals of this rectifier, whereby this relay is periodically su plied with direct current when coded 130 cyc e current is being received on the train. I

When relay 2& is energized, a lamp 48 is lighted, thecircuit being from a battery 47,

through ,front contact 46 of" relay u, andthe lamp 48 to battery 47 This lamp may be .utilized to give the high speed indication. When relay u is energized its contact 57 closes a similar circuit for a lamp 58, which may give a medium speed indication. When relay u is energized, its contact 63 closes a. similar circuit through a third'lamp 64, which may 've a low speed indication. .When all of t e relays u are'de-energized, a fourth lamp 142 will be lighted, the circuit for which lamp includes back contacts 139, 140 and 141' of relays u n and u respec tively. This lamp, when lighted, may give a stop indication, and it will be noted that this lamp will be lighted when and only when there is no coded alternating current being received by the train.

Although I have herein shown and described only certain forms of 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 divided into a plurality of sections, means controlled by a train in one of said sections for supplying periodic currents of different frequencies to each of certain others of said sections, and means controlled by a train in each of said certain other sections for coding the current supplied to such section.

2. In combination, a stretch of railway track divided into a plurality of sections, means controlled by a train in one of said sections for supplying a periodic current of a difierent frequency to each of several other sections in the rear thereof, and means controlled by a following train in one of said other sections for coding the current in the section occupied thereby.

3. In combination, a stretch of railway track divided into a plurality of sections, means controlled by a train in one of said sections for supplying an alternating current of a different frequency to each of several other sections in the rear thereof, and means associated with each of said sections and successively controlled by said following train for interrupting said currents of different frequencies according to a common code as said following train proceeds from one of said other sections to another.

4. In combination, ,a stretch of railway track divided into a plurality of sections, a plurality of sources of periodic currents of different frequencies, means controlled by a train in one of said sections for partially establishing a circuit for each of several of said sections, in the rear thereof, each of said circuits including the source of one of said currents, means controlled by a following train for completing the circuit for the section occupied thereby, and means controlled by said following train for interrupting the current in each of said sections according to a common code.

5. In combination, a stretch of railway track, means for selectively supplying the track' rails of said stretch with alternating currents of different cyclic frequencies periodically varied at the same code frequency, and a plurality of governing devices all controlled by energy received from the track rails and tuned to both electrical resonance at said cyclic frequencies and mechanical resonance at said code frequencies.

ing device controlled by each of said auxiliary relays, means controlled by a first train in a first one of' said sections for establishing a circuit for one of said currents including a second section and the coding device for said second section. a circuit for another of said currents including a third section and the coding device for said third section, and a circuit for still another of said currents including a fourth section and the coding device, for said fourth section.

7. In combination, a stretch of railway track divided into a plurality of sections, a plurality of sources of alternating current of different frequencies, a three position track relay associated with each of said sections, an auxiliary relay controlled by each of said track relays, a coding device controlled by each of sald auxiliary relays, a circuit for a first section including the source of one of said currents and a normal contact of one of said track relays as well as a front contact of one of said auxiliary relays and one of said coding devices, a circuit for a second section including the source of another of said currents and a" reverse contact of another of said track relays as well as a front contact of another of said auxiliary relays and another of said coding devices, and a circuit for a third section including the source of still another of said currents and a middle contact of still another of said track relays as well as a front contact of still another of said auxiliary relays and still another of said coding devices.

8. In combination, a stretch of railway track divided into a plurality of sections, a plurality of sources of currents of different characteristics, a three position track relay associated with each of said sections, a direct current track relay associated with each of said three position relays, an auxiliary relay controlled jointly by said track relays for each of said sections, a coding device con trolled by each of said auxiliary relays, a circuit for a first section including the source of one of said currents and a normal contact of one of said track relays as well as a front contact of one of said auxiliary relays and cuit for a third section including the source 1 of still another of said currents and a middle contact of still another of said track relays as wellas a front contact of still another of said auxiliary relays and still another of said I coding devices.

- '9. In combination, a stretch of railway track divided into a plurality of sections, a plurality of sources of currents of difierent characteristics, a three position track relay associated with each of said sections, a direct current track relay connected in parallel with each of said three position relays, an auxiliary relay associated with each of said sections, a circuit for controlling each of said auxiliary relays including a source of one of said currents and a middle contact of one of said three position relays as well as a back contact of the associated direct current relay, a coding device associated with each of said sections, a control circuit for each of said coding devices controlled by a front contact of one of said auxiliary relays, a circuit for a first section including the source of one of said currents and a normal contact of one of said track relays as well as a front contact of one of said auxiliary relays and one of said coding devices, a circuit for a second section including the source of another of said currents and a reverse contact of another of said track relays as well as a front contact of another of said auxiliary relays and another of said coding devices, and a circuit for a third section including the source of still another of said currents and a middle contact of still another of said track relays as well as a front contact of still another of said auxiliary relays and still another of said coding devices.

10. In combination, a stretch of railway track, means for supplying currents of difierent characteristics to said stretch, means for interrupting said currents at a predetermined frequency, a plurality of signals carried by a train, and means responsive to both the characteristics of' said currents and the frequency of said interruptions for selectively controlling said signals.

11. In combination, a stretch of railway track, means for supplying alternating currents of different frequencies to said stretch,

I means for interrupting each of said currents at a predetermined code frequency, a plurality of signals carried by a train, a plurality of circuits each tuned to resonance at the frequency of one of said currents for controlling certain of said signals, and means tuned to said code frequency for controlling said signalsjointly with said circuits.

12. In combination, a stretch of railway track, means for supplying alternating currents of different frequencies to said stretch,

, means for interrupting each of said currents at a predetermined frequency, a plurality of signals carried by a train, a first circuit tuned to resonance at the frequency of one of said currents for controlling one of said signals, a second circuit tuned to resonance at the frequency of said interruptions for controlling said signal jointly with said first circuit. a third circuit tuned to resonance at the frequency of another of said currents for aeeaecr controlling another of said signals, and a fourth circuit tuned to resonance at the frequency of said interruptions for controlling said last mentioned signal jointly with said third circuit.

13. In combination, a stretch of railway track, means for supplying alternating currents of diflerent frequencies to said stretch,

means for interrupting said currents at a predetermined frequency, a plurality of signals carried by a train, a plurality of circuits each tuned to resonance at the frequency of one of said currents for controlling certain of said signals, and a device mechanically tuned to oscillate at a natural frequency equal to that of said'interruptions for controlling one of said signals jointly with the tuned circuit associated therewith.

' Id. In combination, a stretch of railway track, means for supplying alternating currents of difierent frequencies to said stretch, means for interrupting said currents at a predetermined frequency, a plurality of signals carried by a train, a plurality of circuits each tuned to resonance at the frequency of one of said currents for controlling certain of said signals, a contact device for controlling one of said signals jointly with the tuned circuit associated therewith, and a device mechanically tuned to operate at a natural frequency equal to that of said interruptions for controlling said contact device.

15. In combination, a stretch of railway track, means for supplying alternating currents of different frequencies to'said stretch, means for interrupting said currents at a predetermined frequency, a plurality of signals carried by a train, a slow acting relay for controlling one of said signals, a circuit for controlling said relay, a contact for controlling said circuit, a device mechanicallytuned to oscillate at a natural frequency equal to that of said interruptions for controlling said contact, and a circuit tuned to resonance at thefrequency of one of said currents for controlling said device.

16. In combination, a stretch of railway track divided into sections A-B, B-C and C-D, means controlled by a train in section B-C for. supplying periodic current of a certain frequency to section A-B, means controlled by'a train in section 0-1) for supplying periodic current of a different frequency to section AB, and means controlled by a train in section AB for interrupting botih of said currents according to a common co e.

17. In combination, a stretch of railway track divided into sections A-B, B0 and CD. means controlled by a first train in section BC for supplying periodic current of a certain frequency to section AB, means controlled by said first train when it proceeds into sections-C'D for supplying periodic current of a' different frequency to section A-B, means controlled by said first train when it departs from section C-D for supplying periodic current of still another different frequency to section A-B, and means controlled by a train in section A-B for interrupting all of said currents according to a common code.

18. In combination, a stretch of railway track vdivided into a plurality of sections,

means controlled by a first train as it proceeds through certain successive sections for supplying periodic currents of different frequencles to a certain other of said sections in the rear thereof, and means controlled by a second train in said certain other section for interrupting each of said currents according to a common code.

In testimony whereof I aflix my signature.

LARS 0. GBONDAHL.

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