USRE18264E

USRE18264E - Sylvania

Info

Publication number: USRE18264E
Authority: US
Publication date: 1931-11-24

Description

P. P. STOKER RAILWAY TRAFFIC CONTROLLING APPARATUS Nov. 24, 1931.

Original Filed Dec. 1927 4 INVENTOR. P, P, Stoker). 7 Qi'M K EWQQK Reisaued Nov. 24, 1931 UNITED STATES PA'TENYTZOFFICE .PAUL P. STOKER, OI WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORAT IDN OF PENN- SYLVANIA RAILWAY TRAFFIC CONTROLLING APPARATUS Original No. 1,750,247, dated March 11, 1930, Serial No. 238,558, filed Decemoer 8, 1927. Renewed August 2, 1929. Application for reissue filed August 26, 1931. Serial No. 559,566

My invention relates to railway traflic controlling apparatus, and particularly to apparatus orthe type intended for sarely controlling railway .trafiic governing devices,

such as railway signals, from a remote point.

1 will describe one form of railway trainc controlling apparatusembodying my invention, and W111 then point out the novel features thereof in claims.

The accompanying drawing is a diagrammaticview showing one form of railway trafiic controlling apparatus embodying my invention.

Referring to this drawing, the reference characters 1 and 1 designate the track rails of a stretch of railway track connected with a siding X, by a switch 3 of the usual and well known form. The switch 3 may be operated in any suitable manner. Since the apparatus for controlling the switch forms no part of my present invention, it has been omitted from the drawing for the sakeof simplicity. The rails adjacent the switch are divided, by means of insulated joints 2, to form a track section A-B and track circuit current is supplied to the rails adjacent point B from a suitable source of energy such as a battery F. A track relay R is connected across the rails of the section A-B adjacent A and the relay R is therefore normally energized but is deenergized when a train occupies any portion of the section A-B. The rails of the siding X are connected with the rails of section AB in the usual manner so that a train occupying the siding adjacent the switch will deenergize the track relay R.

Associated with the switch 3 is a circuit controller W comprising two contacts 5 5 and 66 which are closed only when the switch occupies the normal position in which it is illustrated in the drawing. Contacts 5 5 and 6-6 are closed only when the switch occupies its reverse position.

WVestbound trafiic, that is, traflic moving from right to left over the stretch of track shown in the drawing, is controlled by, two signals S and S. Traffic in the opposite direction is controlled by two similar signals S and S which in the form here shown are mounted on the same mast. The signals S are illustrated in the drawing as semaphore signals but this particular form is not essential.

The signals are controlled by two relays G and H and by the circuit controller W so that 6+6 of circuit controller W, wire 12, and

operating mechanism of signal S to terminal E of the same source. If the switch is reversed when relay G is energized, current flows over the circuit just traced to wire 11 and thence over contact 66 of circuit controller W, wire 13, and operating mechanism of signal S to terminal E. When relay H. is energized, current flows from terminal D, over front contact 8 of relay R, wires 9 and '14:, front contact 15 of relay H to wire 16, and thence, if switch 3 occupies its normal position, over contact 5-5 of circuit controller V, wire 17, and operating mechanism of signal S to terminal E. If switch 3 is reversed, current flows over the circuit just traced as far as wire 16, and

thence over contact 55 of circuit controller W, wire 18, and operating mechanism of signal S to terminal E. It follows, therefore that if relay G is energized, signal S or S iscleared, according as switch 3 occupies its normal or reverse position, but that when re-v layfI-l. is energized, signal S or signal S is cleared according as the switch occupies its normal or reverse position.

' Relays G and H are, controlled in part by a seriesof selectors J J J 3 and J 4 which are connected in parallel across a pair of line wires and 41 The selectors J are selectively responsive to control codes which may be impressed upon the line wires 4 and 4* by any suitable means. It is frequently desirable to control the selectors J by means of a code transmitter indicated diagrammatically at Y and located at some central control point, such for example, as a train despatchers oifice. Each of the selectors J J 2 and J comprises a normally open contact 7 which is arranged to be closed for a brief interval of time i it when the corresponding selector receives its proper control code. The selector Jtccma prises a normally closed contact 7 which is arranged to be opened for. a brief. interval of time when selector J 3 receivesits proper control code.

The selector J 4 controls a relay K in such manner that the relay becomes energized when selector J is-operated. The pick-up circuit for relay K may be traced from terminal D over contact 7 of selector J wires 19' and 20, and Winding of relay K to terminal E. After relay K has once been energized, the relay is held closed as long as relay R remains energized, by virtue of. a stick circuit which passes, fro nterminal D, over front contact 21 of relay R, wires 22, 23 and 24, front contact 25 of re.:ay K, wires 23 and 20, and winding of relay K to terminal E. It follows therefore, that relay K is normally deenergized but that this relay may be closed b operating selector J whereupon the relay Igremains closed until atrain enters section AB to deenergize relay R.

Rela G is provided with a pick-up circuit control ed by selector J and passes from terminal D,'ove r front contact 21 of relay R, wires 2 and 27, contact 7 of selector J wires 28 and 29 and winding ofrelay G to terminal E. The rela G is also provided with a stick circu t whic1 may be traced from terminal Dover back contact 30 of relay K, wire 31, contact 7f of selector J Wire 32, back contact 33 of relay H, wire 34, front contact 40 of relay G, Wires 35 and 29, and winding of V relay G to terminal E. It will be seen, therefore, thatrelay G can be closed only if selecs tor J is operated when relay R is energize'ol. After relay G has once been closed, however, it is subsequently maintained in its energized condition as long as relay H remains open and contact 7" of selector J 3 remains closed, provided relay K is deenergized. If relay- K is energized, however, the stick circuit for relay G passes from terminal D, over front contact 21 of relay R, wires 22, 23 and 36, front Contact 30 of relay K, Wire 31, contact 7 of selector J wire32, back contact 33 of relay H, wire'34; front contact 40 of relay G, wires 35 and 29, and winding of relay G to terminal E. When relay K is energized,therefore,the stick circuit for relay G includes afrontcontact of relay R and its stick circuit will be broken if a train enters sectionfAB. The control of relay H by selector J 2 is similar to the control of relay G by selector J and will be'understood from the drawing without tracing the stick circuits in detail. It should be pointed out, however, that relay H is protitled with a stick circuit which goes direct totermin'al D over back contact 30 of relay K" when this relay is deenergized but that the stick circuit for relay H passes over front contact 21 ofrelay R when relay K is'energi'zed'.

tus as a whole, I will first assume that relay -K is deenergized and that the section A--B is unoccupied so that relay R is energized. I r V will also assumethat the switch 3 occupies its normal position. If, under these conditions selector J is operated, relay Gr picks up, and is subsequently held closed by its stick circuit over back contact 33 of relay H, contact 7 of selector J 3 and back contact-30 of relay Theenergization of relay G closes the circuit for signal S and this signal thereupon indicates proceed. If' a train enters section 'A B under these conditions, relay R becomes deenergized, thereby opening. the circuit for signal 6 at front contact 8 of relay R. Relay G reinain's'e'nergized, however, so thatwh'en the train moves out of section A-"B', the subsequent 'energization' of relay R will restore thesignal to its proceed position. Under these conditions, therefore,

the operation'of the 's'ignals is in accordance with what is usually known as"" semi'-'auto-' matic control. In Si Iifiila'I" manner, if relay 1K is d'eene'rg'ized' and selector J is operated, relay H picks up and is subsequently stuck up over back contact 30 of relay K. When relay H' closes, the c'ircuitis completed for signal S andthis signal indicates proceed. A train entering the s'ectio'n A=B will deenergi'ze re l'ay'R'fan'd put signals at stop, b'ut'the signal will return to its" proceed position when the train leaves the section. It should also pointed out that-if t'heswitcli aoccu ies its reverse position, the energization of relay G completes the operating circuit for signal Stand theenerg'izationjof relay H completes the 'operating circuit for" signal S, the signal'sfopera'ting" in either case in accordance withsemi-automaticcontrol.

If either of relays G or H has been picked up to clear one ofthe signals S, the signal can be restored toits stop position by operating selector J The'operation of this selector opens contact 7'3, thereby openingthe stick circuit for whichever one of relays G or H happens to be energized, thereby restoring the'signals tostop. V V

I will next assume that selector J 4 is operatedto'cl'os'ethepick-up circuit forre'lay K. After relay K closes, it is held in its'energized position by'virt'ue'of its stick circuit including front co tact 21 of relay R and front contact 25 of relay K. If selector J is'nowoper'ated't'o pick up relay G, this relay wll subsequently be held closedover a stick circuitwhich'include's front contact 30 of relayK and front contact 21 of relay R. As'sumingthat switch 3 occupies its normal position", the closing of relay G completes the operating ircuit for' signal S and this signal thereupon indicates proceed. The signal may be restored to stop by operating selector J "tbbr eakthestiekcircait for'r elay G as has already been described. I will assume, however, that a train enters section AB while relay G is still energized. The opening of front contact 8 of relay R deenergizes signal S and this signal therefore indicates stop. The opening of front contact 21 of relay R also breaks the stick circuits for relays and G, so that both of these relays open. \Vhen the train leaves the section AB, therefore, signal S remains at stop, because its circuit is now open at front contact 10 of relay G. It will be manifest, therefore, that if relay'K is energized, and if one of the signal control relays G or H is subsequently energized to clear one of the signals S, the signal will be placed at stop by a train entering the section AB and the signal will remain at stop until the corresponding selector J or J is again operated to close the pick-up circuit for the proper relay G or H. It should also be pointed out that the deenergization of relay R caused by the entrance of a train into section A-B deenergizes relay K and restores the semi-automatic control of the signals. The operation of the signals when relay K is energized is in accordance with what is usually known as stick control.

It will be plain from the foregoing that one feature of my invention is the provision of circuits for accomplishing semi-automatic control of signals from a remote point and for changing this control to stick control from the remote point byvoperation of a single selector.

Another feature of my invention is that after the conditionshave been established for stick control of the signals the control is automatically restored to semi-automatic after the passage of a train through the section governed by the signals.

Although I have herein shown and described only one form of railway traffic 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 section of railway track, a track relay for said section, a signal governing traliic through said section, two manually controlled selectors, a first relay controlling said signal, a ick-up circuit for said first relay controlled y one selector and by said track relay, a second relay controlled by the other selector, a stick circuit for said first relay including aback contact of said second relay, and a second stick circuit for said first relayincluding a front contact of said second relay and a front contact of said track relay.

2. In combination, a section of railway trolled by one selector, a pick-up circuit for said firstrelay controlled by the other selector, means operating when the second relay is deenergized to hold thefirst relay closed independently of said track relay, and means operating when the second relayis energized to hold the first relay closedv only if the track relay is energized.

' 3. In combination, a section of railway track, a track relay for said section, a first relay, a signal for governing trafiic through said section and controlled by said first relay and by said track relay, two selectors, a second relay provided with a pick-up circuit controlled by one said selector, a stick circuit for said second relay controlled by said track relay and including a front contact of the second relay, a pick-up circuit for said first relay controlled by the other selector, a stick circuit for said first relay including a front contact of the first relay, and means effective a when said second relay is energized to include a front contact of the track relay in the stick circuit for said first relay.

4. In combination, a section of railway track, a track relay for said section, a first relay, a signal for governing trafiic' through said section and controlled by said first relay and by said track relay, a first and second selector each comprising a normally open,

contact arranged to be closed for a brief interfor said first relay including a contact of said second selector and a front contact of J the track relay, a stick circuit for said first relay including the contact of said third selector and a back contact of the second relay, and a branch around said contact of the sec- 0nd relay including a front contact of the second relay and a front contact of the track relay.

5. In combination, a section vof railway track, a signal governing trafic through said section, a first relay controlling said signal, a second relay, means for selectively energizing said relays, a manually controlled normally closed contact, means effective after the first relay has been energized and operating if the second relay is open to hold the first relay closed until said contact becomes open, and means effective after the first relay has been energizedand operating if the second relay is closed to hold the first relay its closed until said contact becomes open or un: tila train enters sa d sect1on. v 1

' means effective when said second relay occue piesone' position for holding said first relay energized provided only saidjstretch is unoccupied, and means eflective 'wlien said seeend relay occupies another position for holdingfsaid first relay energized independently of trailic conditions. i v I V 7. In combination with a stretch of railway track, a signal governing traflic over said stretch, a first rela m'eansfor clearing said signal when said first relay isenergizd provided said stretch is moccupied', means controlled from a remote point for energizing said first relay, a second relay, means for 'selectivelyoperating said second relay, means efiective when said second relay occupies one position for holding said first relay energized provided only said stretch is unoccupied, and means efl'ective when said second relay occupies another position'for holding {said first relay energized independently of trafiic conditions. 7 I v r 8. In combination with asection of railway track, a signal governing traffic over saidse'c- .tion,-a track circuit for said section including atra ck relay, a control relay, meansfor clearing said signal when said control relay and said track relay are both energized, means controlled from a remote point for energizing said control relay, a third relay, means for selectively operating said third relay, a stick circuit for said control relay controlled by said track relay, and means controlled by said third relay for at-times preventing control of said stick circuit by said 'track'relay. 9. In'combination with a section of railway track, a signalgoverning trafiic over said section,'a track circuitfor said section including a track relay, a control relay, means for clearing-said signal Whensaidcontrol relay and said track relay are both energized, means controlled from a remote point for energizing said control relay, a third relay, means for selectively operating said thirdrelay astick circuit for said control relay includin a front contactof saidtrack relay, andanot "er stick circuit for said'control relay including a contact of said third relay but not a contact of said track relay. i V 5 v 10. In combination witha section of rail- Way track, a signal 'governin'gtraffic; over said sectionfa track circuit for said section including a track relay, a control relay, means for clearing said signal when said'control relay andsaidltr'ack relay are bothner g' r enl c tr ed. f m a 'mm'cte in forenergizing said control. r lay, i astifck circuit for said control relay controlled by said trackjrelay, andnieans controlled from said remote pointfor at times preventing control of said stick circuit by'said trackrelay.

11. In combination with a sectlon of ra1lway track, a signal governing traffic over 1 said section, a track circuit for said section including a track relay, a control relay, means forclearing said signal when saidc'ontr'ol'relay and said track relay are bothenergized, nieansfcontrol'led from a remote point for energizingsaid control relay, a stick circuit for said control relay including a front contact of said track relay, and means controliedirom'said remote point for at times holding said control relay energized independently of said'track relay. f

"12. In combination with a section of rail- Waytraclgajsignal governin'g'trafiic over sa1dsection,'a track circ uit for said section including atrack relay, a control'relay and a third relay adjacent said section, means controlled "from a remote point for momentarily selectively energizing said control relay and said th'ird relay, a stick circuit for said third relay, a stick circuit for said control relay including a front contact of said track relay, means' controlled 'by said third relay for at times removing said track relay from the control of-said control relay, and means for clearing said signal when said control relay and said track relay are both energized; V i

13. In combination witha section of railway track, a signal governing traiiic over said section, a track c rcuit for said section includ ng a track relay, a control relay and a third relay adjacent said section, means controlled from a remote point for momentarily selectively energizing said control relay and said third relay, a stick circuit for said third relay-including a front contact of said track'relay, a stick circuit for said control relay includinga front contact of said track relay, another stick circuit forsaid control relay including a contact ofsaid third relaybut not a contact'o'f said track relay, and

- 14. Incombination with a section of railwaytrack provided with a switch and a track relay,'a signalfor governing traiiic over said sec'tion, acontrol relay adja'centsaid section,

meanscontrolled from a remote point for'nlomeritarily energizlng sald control relay, a

'stick'circuitfor saidcontrol relay controlled by said track relay, ineans controlled from "said remote point for atrtimesrpreventing control of-said stick circuit by said. track relay, and means controlled by said control relayfby said switch and by said track reav for cleari g a "Signal.-

In combination with a section of'railway track, a signal governingtraific over said section, a track circuit for said section including a track relay, a control relay, adja cent said section, a code transmitter at a remote point for at times momentarily energizing said control relay, a third relay, means controlled by said code transmitter for momentarily energizing said third rela a stick circuit for said third relay, a stic circuit for said control relay controlled by said track relay, another stick circuit for said control re-' lay controlled by said third relay but not by said track relay, and means controlled by said control relay and by said track relay for governing said signal.

16. In combination with a section of railway track, a track circuit for said section in cluding a track circuit, a pair of opposing signals for governing traffic in opposlte di rections through said section, a pair of control relays one for each said signal, means controlled from a remote point for selectively momentarily energizing said control re lays, means controlled by said track relay for subsequently holding the selected control relay in its energized condition, means controlled from said remote point for removing the track relay from the control of said control relays, and means controlled by each control relay for governing the associated 39 signal.

In testimony whereof I affix my signature.

PAUL P. STOKER.