US2591035A - Traffic protection apparatus - Google Patents

Description

April 1, 1952 H. s. YOUNG 2,591,035

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April 1, 1952 YOUNG 2,591,035

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- 4- INVENYTOR.

HIS 'Arromr Patented Apr. 1, 1952 UNI-rec STATES A PATENT OFFICE TRAFFIC PROTECTION APPARATUS Henry S. Young, Wilkinsburg, Pa., assignor to Westinghouse Air Brake Company, a corporation of Pennsylvania Application July 30, 1946, Serial No. 687,145

9 Claims.

'My invention relates to traffic protection apparatus, and particularly to-apparatus for pro viding crossover protection for trains moving along railway tracks which are connected with each other by a crossover track through han operated track switches. I

A requisite for crossover protection apparatus is that it must be so arranged that a car or to provide the maximum broken rail protection.

Protection against defective should also be provided.

I One feature of my invention is the provision of crossover track circuits which include a short section of main track at each end of the crossover track. In this way, fouling protection is effective for each main track from the time the short section of the other main track becomes ocinsulated joints 'cupiedwhile either. switch is reversed until the short sections of both main tracks at the ends of the crossover track and all portions of the crossover track are again unoccupied.

Another feature of my invention is the arrangement of crossover track circuits for includin in series the rails of the short sections of main track and of the crossover track for providing broken rail protection.

A further feature of my invention is the arrangement of the track circuits so that opposite polarities are provided on opposite sides of each insulated joint in the crossover track. In this way, protection is provided against defective insulated joints, by shunting the track relays.

I shall describe four forms of apparatus e1nbodying my invention, and shall then point out the novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view showing one form of apparatus embodying my invention, in which a crossover track is divided into two main sections each of which is further divided into subsections the rails of which are included in series with the rails of rails of one subsection in series with the rails of one of the short sections of main track, and another track relay is used in a portion of the same track circuit for another subsection; Fig.

3 is a diagrammatic view showing another modilied form of the apparatus of Fig. 1 in which two 2 Y track relays are used for each track circuit, but one of the main sections has one less subsection than in Fig. 2; and Fig. 4 is a diagrammatic view showing a modified form of the apparatus of Fig. 1, in which a track circuit having two track relays arranged similarly to one of the track circuits shown in Fig. 3 is used for a single switch.

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

Referring first to Fig. l, a stretch of railway is shown comprising two main tracks, designated by the reference characters IT and 2T, connected with each other by a crossover track, designated by the reference character 3T, through handoperated switches IW and EW. Track ST is divided, by means of insulated joints 4 at a mid point a, into two main sections. The main section to the right of point a, as shown in the drawing, is divided by a pair of insulated joints t, at each of the points DI and cl, into subsections a-bI and bI--cI. A section of main track IT, defined by insulated joints at points bl and dl, includes track switch IW and its associated frog IF.

The rails of section bI-cZI, of main track IT, and the rails of subsections abi and bI-cI of track 3T are connected in series in a track circuit which includes a suitable source of current such for example as a battery, designated by the reference character IQ, and a track relay designated IR.

The main section to the left of point a, as shown in the drawing, is divided by a pair of insulated joints 4 at each of the points 112 and c2, similarly to the main section to the right of point a, into subsections a-b2 and b2c2. A section b2-d2 of main track 21, similarly to section bI-dI, includes track switch 2W and its associated frog 2F.

The rails of section b2-d2 of main track 2T and the rails of subsections ab2 and b2c2 of track 3T are connected in series in a track circuit which includes a battery 2Q and a track relay 2R.

The rails of the sections are so interconnected by jumpers in each of the track circuits .as to provide opposite polarities on opposite sides of each insulated joint as shown by the plus and minus signs.

The pair of insulated joints at point cI is between the heel of switch IW and frog IF, and may preferably be adjacent to the heel of the switch. The pair of insulated joints at point 02 is similarly located in relation to the heel of switch 2W and frog 2F.

The insulated joints in the frog rails at points bl and b2 adjoin the heels of frogs IF and 2F, respectively.

A stick relay RP has a pick-up circuit controlled by front contacts of relays IR and 2R, and has a stick circuit controlled by contacts I2 and I3 of switches IW and 2W, respectively. Contacts I2 and I3 are closed while switches IW and 2W are in the normal position as shown in the drawing, but become opened when the switches are moved to their reverse position.

Signal control circuits for tracks IT and 2T are controlled by contacts of relays IR and 2R, respectively, as well as by contacts of relay RP.

Referring next to Fig. 2, the track circuit as shown to the right of point a is here provided with two relays IR and AIR. In Fig. 2, it is not necessary that the insulated joint in the frog rail lb of track IT, which, in Fig. l is shown at point bl, shall be at the heel of frog IF., Therefore, the pair of insulated joints in track IT, which in Fig. l is shown at point bl, is shown in Fig. 2 at another point eI. The insulated joint in the frog rail 3a of track 3T at point bl, however, adjoins the heel of frog IF. The track circuit as shown to the left of point a is similar to the track circuit which is shown to the right of point a.

Referring now to Fig. 3, the pair of insulated joints shown at mid point a in Figs. 1 and 2 is here omitted. The insulated joint in the frog rail 3a of track 3T at point bl adjoins frog IF, and the insulated joint in the frog rail 3b of track 3T at point b2 adjoins frog 2F.

In this modification, one track circuit includes the rails of section dlel of main track IT and the rails of crossover track 3T shown to the right of point bl. The other track circuit includes the rails of section d2-e2 of main track ET and the rails of crossover track 3T shown to the left of point bl. Each of the track circuits shown in Fig. 3 includes two track relays as in Fig. 2.

In Fig. 4, a track circuit arrangement is shown for a single switch location which is similar to, but not exactly like, the track circuit shown to the left of point bl in Fig. 3.

Having described, in general, the arrangement of the various parts of apparatus embodying my invention, I shall now describe the circuits and operation in detail.

As shown in the drawings, all parts of the apparatus are in the normal condition, that is, each of the switches IW and 2W is in the normal position for train movements along main tracks IT and 2T, respectively; each of the track sections is unoccupied, and hence the track relays are energized; and each stick relay RP is energized.

In Fig. l, the track circuit which includes relay IR passes from the positive terminal of battery IQ, through a usual resistor 5, to rail 3a of track 3T, thence along the switch lead to the switch point, then through jumper 6 to rail Ia of track IT, jumper I, rail 3a of track 3T, jumper 8, rail 3b of track 3T, winding of relay IR, rail 3b of track 3T, jumper 9, rail 3a of track 3T, frog IF, rail lb' of track IT, to the switch point, and back to battery IQ. The track circuit which includes relay 2R is similar to the circuit just traced for relay IR.

With relays IR and 2R energized, the pick-up circuit for relay RP is closed, passing from terminal B of a suitable source of current not shown in the drawing, through contact Ill of relay IR, contact II of relay 2R, and the winding of relay RP to the other terminal N of the same source of current. With switches IW and 2W in the normal position, the stick circuit for relay RP is also closed, passing from terminal B, through contact I2 of switch IW, contact I3 of switch 2W, contact I4 of relay RP, and the winding of relay RP to terminal N.

4 relays are closed in signal control circuits for tracks IT and 2T.

If, with all parts of the apparatus thus in the normal condition, a train on track IT enters section b Idl relay IR will become deenergized, its contact III will open the pick-up circuit for relay RP, and its contact I6 will open the signal control circuit for track IT. If switches IW and 2W are left in the normal position, relay RP will remain energized by its stick circuit previously traced. The signal control circuit for track 2T will therefore remain closed.

I shall assume, however, that a trainman reverses switch IW for a light engine to proceed from track IT over crossover track 3T to track 2T. Contact I2 of switch IW will therefore open the stick circuit for relay RP, and hence, when the light engine enters section bI-dl, this relay will become deenergized since its pick-up circuit will then be opened at contact ID of relay IR. The signal control circuit for track 2T will therefore be opened at contact II of relay RP, causing a signal for track 2T to indicate stop.

I shall assume further that, after the light engine passes switch IW onto track 3T, the trainman restores switch IW to its normal position, causing its contact I2 to again close. Since relay IR is still deenergized, however, relay RP cannot pick up because contact III of relay IR is open. With relay RP remaining deenergized, its contacts I5 and II will remain open, and hence the signal control circuits will be open and the signals for both tracks IT and 2T will indicate stop. Since the pick-up circuit for relay HP is controlled by contacts of relays IR and 2R. it follows that relay RP cannot again become energized until crossover track 3T and the sections of main track b I -dI and b2--d2 are all again unoccupied.

In the modification shown in Fig. 2, relay IR is energized by a circuit passing from the positive terminal of battery IQ, through resistor 5, rail 3a of track 3T to the switch point, jumper 6, rail Ia of track IT, jumper I, rail 3a of track 3T, jumper 8, rail 3b of track 3T, winding of relay IR, rail 31) of track 3T, jumper I9, rail lb of track IT, and back to battery IQ. Relay AIR is energized by a circuit passing from battery IQ, through resistor 5, rail 3a of track 3T, jumper 6, rail Ia of track IT, jumper I, rail 3a of track 3T, jumper 8, rail 3b of track 3T, windin of relay AIR, rail 3a of track 3T, frog IF, rail lb of track IT, and back to battery IQ. It follows that the circuit for relay IR includes the rails of sections olIeI and ct-bl in series, and that the circuit for relay AIR includes the rails of section bI-cl. The circuits for relays 2R and A2R are similar to the circuits for relays IR and AIR, respectively, just traced.

In Fig. 2, the pick-up circuit for relay RP includes front contacts of all four track relays, this rrcuit passing from terminal B, through contact 4 of relay AIR, contact 25 of relay IR, contact 26 of relay 2R, contact 21 of relay A2R, and the winding of relay RP to terminal N. The operation of relay RP in Fig. 2 for controlling signals or tracks IT anad 2T is similar to that already lescribed in connection with Fig. 1.

In the modification shown in Fig. 3, relay IR is energized by a circuit passing from battery IQ, through resistor 5, rail lb of track IT, frog IF, rail 3a of track 3T, winding of relay IR, rail 3b of track 3T, jumper 20, rail Ia of track IT, jumper 6, rail 3a of track 3T, and back to battery IQ. Relay AIR is energized by a circuit passing from the positive terminal of battery IQ, through re sis-tori, rail lb of track IT, winding of relay AIR,

rail l'a of track IT, jumper 6,rail3a: of track'iT,

and back to battery IQ. Relay 2R is energized by a circuit passing from battery 2Q, through a resistor 5', rail 3b of track 3T, jumper 6, rail 2b of track 2T, jumper 2 l, rail 32) of track 3T, winding of relay 2R, rail 3a of track 3T, jumper 22, rail 2a of track 2T, and back to battery 2Q. Relay AZR is energized by a circuit passing from battery 2Q, through resistor 5, rail 31) of track 3T, jumper 6, rail 2b of track 2T, jumper 2|, rail 3b of track 3T, jumper 8, rail 3a of track 3T, winding of relay AZR, rail 3b of track 3T, frog 2F, rail 2a of track 2T, and back to battery 2Q.

In Fig. 3, the pick-up circuit for relay RP includes front contacts of all four track relays, as in Fig. '2. The operation of relay RP in Fig. 3

"for controlling signals for tracks IT and 2T is therefore similar to that described for Fig. 2.

In the modification shown in Fig. 4, relay R is energized by a circuit passing from battery Q,

through resistor 5, rail 3b of track 3T, jumper 6, rail 2b of track 2T, jumper 2|, rail 3b of track 3T, winding of relay R, rail 30, of track 3T, jumper 22, rail 2a of track 2T, and back to battery Q. Relay AR is energized by a circuit passing from battery Q, through resistor 5, rail 3b of track 3T, jumper 6, rail 21) of track 2T, jumper 23, rail 3a of track 3T, winding of relay AR, frog F, and-rail 2a of track 2T back to battery Q. The signal .control circuit for track 2T here includes contacts of relays R anad AR, so that, when either one of these relays becomes deenergized, the signal control circuit becomes opened, causing the signal for track 2T to indicate stop.

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modification 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 claimis:

I. In protection apparatus for a crossover track extending between two main tracks and divided into two main sections insulated from each other, the combination comprising, a plurality of insulated' joints arranged to subdivide each of said main sections into a pluralitypf subsections, a section of each of said main tracks each including the track switch at its end of said crossover track, a track circuit for each of said main sections each arranged to include in series the rails of its plurality .of subsections and also the rail of the sections of main track at its end of said crossover track, and trafilc governing means controlled by said track circuits and by said track switches to :be energized while both of said track circuits are energized and both of said track switches are positioned for traiiic movements on only said main tracks and to become deenergized in either of said track circuits is deenergized only while either of said track switches is positioned for a trafiic movement over said crossover track and to then again become energized only while both of said track circuits are again energized.

2. In protection apparatus for a switch which connects an auxiliary track with a main track, the combination comprising, a section of said main track including said switch and the associated frog, a section of said auxiliary track including said frog, a second section of said auxiliary track adjoining said first section of said auxiliary track, a track circuit including the rails of :all'three of said sections in series, and traino governingmeans controlled by said track. circuit and by saidswitch to become energized only while said track circuit is energized and to then remain energized while said track circuit is energized or while said switch remains in a normal position for trafiic movements over only said main track and to become deenergized only when said track circuit is deenergized while said switch is in a reverse position for trafiic movements over both said main track and said auxiliary track.

3. In protection apparatus for a switch which connects an auxiliary track with, a main track, the combination comprising, a section of said main track including said switch and the associated frog, a section of said auxiliary track including said frog, a second section of said auxiliary track adjoining said first section of said auxiliary track, an insulated joint adjacent the switch heel in the switch lead to the frog side of said auxiliary track, a track circuit including the rails of saidmain, track section and the rails of said second auxiliary track section in series, said track circuit passing from one terminal of a suitable source of current to said switch lead adjacent said insulated joint and thence along said switch lead to the point of said switch, a jumper connection from said switch point to the adjacent rail of said main track section. a connection from the .other terminal of said source of current to the opposite rail of said main track section, a track relay energized from said trackcircuit, and a second track circuit including the rails of said first auxiliary track section and the winding of a second track relay.

4. In protection apparatus for a switch which connects an auxiliary track with a main track, the combination comprising, a section of said main track including said switch, an insulated joint adjacent the switch heel in the switch lead to the frog side of said auxiliary track, a track circuit passing from one terminal of a suitable source of current to said switch lead adjacent said insulated jointand thence along said switch lead to the point of'sa id switch, a jumper connection from said switch point to the adjacent rail of said main track section, a connection from the other terminal of said source of current to the opposite rail of said main track section, and a track relay energized from said track circuit.

5. In protection apparatus for a switch which connects an auxiliary track with a main track, the combination comprising, a section of said main track including said switch and the associated frog, a section of said auxiliary track including said frog, a second section of said auxiliary track adjoining said first section of said auxiliary track, an insulated joint adjacent the switch heel in the switch lead to the frog .side of said auxiliary track, a track circuit including the rails of said main track section and the rails of said second auxiliary track section in series, said track circuit passing from one terminal of a suitable .source of current to said switch lead adjacent said insulated joint and thence along said switch lead to the point of said switch, a jumper connection from said switch point to the adjacent rail of said main track section, a connection from theother terminal of said source of current to the opposite rail of said main track section, a track relay energized from said track circuit, and a second track circuit including the rails of .said first auxiliary track section.

6. In protection apparatus for a switch which connects an auxiliary track with a main track, the combination comprising, a pair of insulated joints in said auxiliary track adjacent the heel of said switch, a second pair of insulated joints in said auxiliary track adjacent the frog'of said switch in the direction away from said switch, a third pair of insulated joints in said auxiliary track in the direction from said second pair of joints which is away from said switch, a section of said main track including said switch and said frog, and a track circuit including a suitable source of current connected across the rails of said main track section on the opposite side of said switch from the associated frog and including a first jumper connected from the stock rail side of said section of main track to the frog side of said auxiliary track adjacent said third pair of insulated joints between said second and third pairs of insulated joints and including a second jumper connected from said frog side of said auxiliary track adjacent said second pair of insulated joints between said second and third pairs of insulated joints to the opposite side of said auxiliary track adjacent said second pair of insulated joints between said first and second pairs of insulated joints and also including a third jumper connected from said opposite side of said auxiliary track adjacent said second pair of insulated joints between said second and third pairs of insulated joints to said frog side of said auxiliary track adjacent and on the frog side of said first pair of insulated joints and including a track relay connected 'from said opposite side of said auxiliary track adjacent said third pair of insulated joints beof said switch, a second pair of insulated joints in said auxiliary track adjacent the frog of said switch in the direction away from said switch, a third pair of insulated joints in said auxiliary track in the direction from "said second pair of joints which is away from said switch, a section of said main track including said switch and said frog, atrack'circuit passing from one terminal of a suitable source of current to the switch lead to the frog side of said auxiliary track adjacent said first pair of insulated joints and thence along said switch lead to the point of said switch,

' a conductorconnected from said switch point to the adjacent rail of said main track section, and said track'circuit including a connection from the other terminal of said source of current to the opposite rail of said main track section on the opposite side of said switch from the associated frog and including a first jumper connected from the stock rail side of said section of main track to the frog side of said auxiliary track adjacent said third pair of insulated joints between said second and third pairs of insulated joints and including a second jumper connected from said frog side of said auxiliary track adjacent said second pair of insulated joints between said second and third pairs of insulated joints to the opposite side of said auxiliary track adjacent said second pair of insulated joints between said first and second pairs of insulated joints and also including a third jumper connected from the frog side 'ofsaid section of main track to said opposite side of said auxiliary track adjacent said third pair of insulated joints between said second and third pairs of insulated joints and including a track relay connected from said opposite side of said auxiliary track adjacent said second pair of insulated joints between said second and third pairs of insulated joints to said opposite side of said auxiliary track adjacent said first pair of insulated joints between said first and second pairs of insulated joints.

8. In protection apparatus for a crossover track extending between two main tracks and divided into two main sections insulated from each other, the combination comprising, a plurality of insulated joints arranged to subdivide each of said main sections into a plurality of subsections, a section of each of said main tracks each including the track switch at its end of said crossover track, a track circuit for each of said main sections each arranged to include in series the rails of its plurality of subsections and also the rails of the section of main track at its end of said crossover track as well as the winding of a track relay, a stick relay, a pick-up circuit for said stick relay controlled by a front contact of each of said track relays, a stick circuit for said stick relay controlled by a normally closed contact of each of said switches, and a signal control circuit for each of said main tracks each controlled by a front contact of said stick relay.

9. In protection apparatus for a crossover track extending between two main tracks and divided into two main sections insulated from each other, the combination comprising, a section of each of said main tracks each including the switch and associated frog at its end of said crossover track, a subsection of each of said main sections of said crossover track each including the frog at its end of said crossover track, a second subsection of each of said main sections adjoining each other and each also adjoining the first subsection of its main section, a track circuit for each of said sections of each main. track each including the rails of its section of main track and also including the rails of the second subsection of the adjacent main section of said crossover track in series as well'as the winding of a track relay, a stick relay, a pickup circuit for said stick relay controlled by a front contact of each of said track relays, a stick circuit for said stick relay controlled by a normally closed contact of each of said switches, and a signal control circuit for each of said main tracks each controlled by' a front contact of said stick relay.

HENRY S. YOUNG.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,093,597 Beaumont et a1. Apr. 21, 1914 1,825,236 McCann Sept. 29, 1931 2,264,533 Johnston Dec. 2, 1941 FOREIGN PATENTS Number Country Date 1,719 Great Britain Jan. 18, 1912 of 1911

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