US1631808A - Railway-traffic-controlling apparatus - Google Patents

Description

June 7 1927.

- 1,631,808 R. M. GILSON RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Aug.l9. 1924 2 Shae t 1 IINVENTOR t I ATTORNEY 1927. lune 7 R. M. GILSON RAILWAY TRAFFIC CONTROLLING APPARATUS BY Q-K-W Filed Aug. 19, 1924 2 Sheets-sheet 2 M a ATTORNEY Patented June 7, 192'?a UNITED STATES PATENT OFFICE.

ROBERT M. GILSON, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 8?; SIGNAL COMPANY, PENNSYLVANIA.

OF, SWISSVALE, PENNSYLVANIA, A CORPORATION OF RAILWAY-TRAFLIC-GONTROLLING APPARATUS.

Application filed August 19, 1924. Serial No. 732,927.

l; y invention relates to railway traffic controlling apparatus and particularly to apparatus of the type comprising train carried governing mechanism controlled by energy received from the trackway. More particularly, my invention relates to apparatus of the type in whicn alternating currents of two different frequencies are present in the traclrway, current of one frequency being iii to control the trackway apparatus and cur cut of the other frequency being used to control the train carried governing mechanism.

I will describe two forms of traclrway apparatus embodying my invention. and will then point out the novel features thereof in claims.

in the accompanying drawings, Fig. lis a diagrammatic View showing one form of apparatus applied to a double track railway and en'ibodying my invention. F 1g. 2 me view showing a stretch of single track provided with trackway apparatus en'ibodymg mv invention.

Similar reference characters refer to similar parts in both views.

Referring first to 1, the reference characters X. and Y designate the two tracks of double tracltrailway, over each of which tracks traffic normally moves in the direction indicated by the arrows. The two rails l and l of track Y are divided, by means of ii 'ulated joints 3 into a plurality of sucive track sections A.B, B-C, etc. arlv the track rails 2 and 2 of track X t divided by means of insulated joints 3, a plurality of successive sections D-l3l E-lhhtc= here shown. the junction of each two sections of track X is opposite the junction of two sections of track Y, although this particular arrangement is not essentlal.

Each-of the tracks X and Y is intended for usev in a railway system having electric propulsion, and for this reason impedance bond of a usual and well known form are prcvidedat the junction of each two adjacent track sections for thepurpose of coinlucting propulsion current around the insulated joints 3. The apparatus of my i1 i-. 'veution equally well suitech'however, for

use on a steam road, in which case the bonds l t would of course be omitted.

Isleans are provided ior at times supplying each track section of each track wlt-h alter-' prising two line wires l3 and 18 is supplied with alternating current of one frequency from a suitable source such as an alternator K. A second transmission line comprising two line wires 12 and 1 is constantly supplied with alternating current of a lilferent frequency from a suitable source such as an alternator J. Current supplied from line wires 13 and 13 is used to control train carried governing mechanism of, some suitable type and I shall hereafter call such current the train governing current. Alternating current supplied to the trackway from line wires 12 and 12 is used to control trackway apparatus and I shall hereafter term such current the track circuit current; The train governing current is preferably, though not necessarily, of

ondary winding 5 connected across the terminals of the impedance bond let adjacent the entrance end of the section. A11 impedance 6 is interposed between the secondary 5 of each transformer T and one rail of the associated section in'the usual manner. The

primary l of each track transformer T'is constantly supplied with track circuit current from line wires 12 and 12.

Train governing current is supplied to the rails of each section. through the medium of a train governing transformer designated by the reference character S with an appropriate exponent and having a secondary winding 8 connected with the terminals of the impedance bond 14 adjacent the exit end of the-section. An impedance 9 is interposed between the secondary 8 of each transformer S and one rail ofthe corresponding. section in accordance with standard practice. The supply of train governingcurrent. to each transformer S will be explained in detail hereinafter. "Each track'section is further provided with a track relay designated by the reference character R with an exponent corresponding to the location and comprising two windings l0 and 11. One winding 10 of the relay R is constantly supplied with current from line wires 12 and 12 The remaining winding 11 of each track relay R is constantly connected across the rails adjacent the exit nd of the associated section. Inasmuch as each track relay can be effectively Jill -track transformer former S energized only when currents of the same frequency are supplied to its two windings l0 and 11, it follows that these relays will not normally respond to train governing current in the track rails.

Each track section is also provided with a line relay desig'natedby the reference char acter H with a suitable distinguishing e2:- penent, which relay, as here shown, is located at the entrance end of the associated section. Relay H for section DE is provided With a circuit which includes contact 70 oi? track relay R for the same section, so that relay H is de-energized whenever the associated section is occupied by a train. The control of relay H may be carried l'arthcr in ad- Vance if desired. The circuits for the remaining line relays H may be similar to the circuit for relay H but are omitted to simplify the drawing. Each train governing transformer S is supplied with train governing current when the associated track relay R is tie-energized and the adjacent line relay H is energized. it will thus be plain that each train governing 'transiormer S is normally disconnected from its energizing source but is connected with such source whenthe corresponding section is occupied provided the next section in advance is unoccupied.

As shown in the drawing all parts of the apparatus are in the normal conditions, that is, the conditions corresponding to the un occupied condition of the tracks X and Y. This being so, each track section is supplied wth track circuit current from the associated T, all track relays are energized, all line relays H are energized, but the circuit vfor each train governing transformers is open at the back contact 17 of the corresponding track relay. 1 will now assume that a train passes over track Y moving in the direction of the arrow. As this train enters section AB, track relay R becomes de-energized. The closing of back contact 17 thereon completes the circuit for the primary 7 0i train governing transformer S and train governing current is thus supplied to section AB by trans- If, however, when a train enters section A.- B, section B@ is already occupied, the opening of the front contact 71 of line relay H will interrupt the primary circuit for. transformer S and so the closing of back contact 17 of track relay R will not result in supplying train governing current to section AB.

' The traokway apparatus herein shown and taln systems s described is suitable for cooperation with train carried governing mechanism arranged to be responsive to train governing current in the trackway, that is, current of the fr=- quency of alternator K. This governing mechanism is preferably arranged to give a le s restrictive indication when the portion of tracliway occupied by the train is being supplied with train governing current, and to display a more restrictive indication when the supply oi. train governing current to such portion of track is interrupted. In cerabic for co'operation in this manner the train carried governing mechanism is controlled by the trackway current through the medium of suitable pick-up apparatus carried on the train in advai'ice of the :lront axle. It is obvious that in systems of this cha 'acter the source of train govern ing current must at all times be located. in advance of the train, as otherwise the train governing current would be shunted away from the receiving"apparatus by the wheels and axles of the train itself. p

Under certain conditions oi operation, with the circuits illustrated in Fig. 1, train governing current may be supplied to a track section under unsafe conditions in advance. For example, I will assume that relay H is tie-energized as by the presence of a train in section B-C, so that a train on track it entering section A-l3 will not close the circuit :tor transformer. S and the train will receive a more restrictive indication. If under these conditionsrelay R is de-energized, train govt-mining current is supplied by transformer S to sect-ion E-F andthis current, flowing down the rails of section F l to point E, flows into secondary 5 cl? transtormer T its a result train governing current is induced in. primary at of trans io-rn'ier T from which it may flow through line wires 12 and 12 to track transformer T The latter transformer WOdltllllQH in turn supply train governing current to the rails of section A-l3. it will. be observed, however, that this track transformer T is connected with the rails at the entrance end of the section A-B and therefore the train occupying section ri li, under the conditions outlined above will not be aiiected by the train governing current improperly supplied to section A E as just explained. That to say, this train governing current is supplied to the section in rear of the train and will therefore be shunted by the wheels and axles of the train so that it has no effect on the-receiving apparatus. located in advance of the front axle of the train.

' fiimilarly, should relay R be de-energized improperly, and section A-l3 be occupied, track circuit current would llow from transformer T through .the rails of section Dell, to transformer S thence through wires 13 and 13, to transformer S and Elli] LI/l hence to winding 11 of relay R Vinding 10 of this relay is constantly supplied with track circuit current from line wires 12 and 12" and therefore relay R would be energized under these conditions if the magnitude of the stray track circuit current in winding 11 were suiiiciently large. This stray current would however be extremely small due to the impedance of the rails of section D-E,' and impedance 9 associated with transformers S and S and so it would not ordinarily be of suiiicient magnitude to energize relay R It will be observed however, that, should relay R be improperly energized by such stray current, the circuit for transformer S would be opened (at contact 17 of relay R and the supply of stray current to winding 11 of relay R would be interrupted. it is, therefore, impossible with my invention for relay R to be held in the energized condition by such stray current.

The relative polarity of the track circuit current in each track section at a given instant is indicated by the plus and minus signs not enclosed in circles, and the relative polarity of the train governing current at the same instant is indicated by such plus and minus signs enclosed in circles. It will be clear from the drawing that the train governing currents in all the track sections are of the same relative polarity, whereas the relative polarity of the track circuit current in each section is opposite to that of the track circuit current in the two adjacent sections of the same track and the same that of the track circuit current in the corresponding section of the other track. In explaining the reason for this arrangement, I will assume that sections ED and A-B are both unoccupied but that relays R and R are both improperly open. Under these conditions transformer T will cause track circuit current to be induced in line wires 13 and 13 through transformer S and transformer T will cause track circuit current to be induced in line wires 13 and 13 through transformer S These two track circuit currents are of opposite instantaneous polarities, however, and therefore will neutralize each other so that no track circuit current will actually be present in the train governing line wires 13' and 13 Furthermore, train governing currents induced in the track circuit line wires 12 and 12 will counteract each other ina similar manner.

Referring now to Fig. 2, the reference characters 2 and "2 designate the track rails of a stretch of single track over which-traffic moves in both directions. These rails are divided as before into a plurality of successive track sections AB,-B C, etc. Each track section is provided with two track relays each designated by the reference character R with a suitable distinguishing exponent and one located at each end of the section. Each. track relay comprises two windings 10 and 11, one of which-windings, 10, is constantly supplied with alternating current from a suitable source such as an alternator J over line wires 12 and 12% Each track section is further provided with two track transformers, each designated by the reference character T with an appropriate exponent. One such track transformer is located adjacent each end of each section and has a secondary winding 5 constantly connected through an impedance 6 across the rails of the section for supplying. track circuit current to the section. A traingoverning transformer having a secondary winding 8 constantly connected through an impedance 9 with the rails of the section is located adjacent each end ofe'ach section. Each such train governing transformer is designated by the reference character S with a suitable distinguishing exponent. Associated with each track relay R is a line relay designated by the reference character H with a distinguishing exponent. 'These line rela s are controlled in accordance with the usua practice in absolute permissive block signaling systems, and since the control of these re lays forms no part of my present invention I have omittedthe circuits from the drawing for the sake of simplicity. For purposes of the present disclosure it is suflicient to state that all line'relays are normally energized. lVhen a train moving from the leftto right leaves the first passing siding to the left of the portion of track shown in the drawing, line relays H, H, H etc. which govern traffic from right to left are de-energized and remain in this condition until the train has passed the first passing siding to the right of point C. Similarly, when train moving from right to left leaves the. passing siding to the right of point C, re lays H H and H etc. which govern trafiic from left to right, become de-energized and remain in this condition until the train passes the lirst passing siding to the left of. point A. Each H'relay' is further controlled so that when the corresponding section becomes unoccupied the H'relay for the direction in which the train ismoving becomes energized.

Each section is also provided with a stick relay designated by the reference character-Q, with a suitable exponent and located adja cent the right hand end of the section. -A repeater relay designated bythe reference character P with an exponent corresponding to the location is provided forfeach track section and is located adjacent .the left hand end of the section. Referring particularly to stick relay Q, this relay is provided with a pick-up circuit from which current flows from line wire 12% through wires 18 and 19,

back contact 200i relay R wire 21, back contact22 of relay R wire 23, front con tact 24; of relay H Wire 25, winding of relay Q and wires 26 and 27 to line wire 12. 'llhiscircuit is closed only when relays and E are ale-energized and relay H is energized, as when a train moving from right to left enters section Al5, Relay H will then open its front contact and interrupt the circuit just traced, but relay Q will be maintained in its energized conditions as long as any part of the train occupies section A-B by virtue of the sticl-z circuit which may be traced from line wire 12, through wires 28 and 29, back contact 30 of relay Wire'31, front contact of relay Q}, wire 83, winding of relay Q and wires 26 and 27 to line wire 12. When relay (If is energized, current flows from line wire 12, through wires 34 and 35, front contact 36 of relay Q, Wire 87, winding of relay P, and Wires 38 and 39 to line wire 12. Relay P is therefore energized only when relay Qj is energized. Track circuit current is at times supplied to the primary t of traclr transformer T, over a circuit which passes from line Wire 12, through w'res and 40, back contact 41 of relay P wire e2, winding 4 of transformer T, and wire 39 to line wire 12. This circuit is closed whenever lay P is deenergizcd. The track transformer T located. at the right hand end of sectionA-B is supplied with track circuit current, when relay Q is ene 'ized, over a circuit which passes from line .wire 12" 41 through wire 43, front contact 44L of relay Q wire 45, primary winding 4; of transformer T, and wire 27 to line wire 19.

The second Winding 11 of relay R is connected through an impedance 15 across the rails 2 and 2 of section i l-13 adjacent point A. When relay l? is energized, however, a path of low resistance is closed around inipedance 15, whichpath is through wire 41-6, front contact 47 of relay P and wire 48. When this path is closed, winding 11 of relay R is connected directly across the rails of section AB. lVhen relay Q is de-energi'zed, winding 11 of relay 1& connected across the rails of section AB adjacent point B through hack contact 4:9, but when relay Q} is energized this winding 11 completely disconnected from the rails.

Train governing current is supplied to the track rails from an alternator K over line wires 13 and 13 and through transformers For example, the circuit for transformer [t may be traced from line wire 13, through wire 50,'front contact 51 of relay H wire 52, back contact 53 of relay (sf, wire 54, primary .7 of transformer S wire 55, back contact 56 of relay Ttfland wire to line wire 13. This circuit is closed only when relays Q and R are de-energized and relay H is energized. Then relay P is energized and relay H is also energized, train governing current is supplied from line wire 13 through wire 58, front contact 59 of relay it, front contact 61 of relay P wire 62, primary 7 of transformer S, and wire 63 to line Wire 13.

As shown in the drawing all parts of the apparatus are in their normal pot tions, that is, the positons corresponding to the unoccupied condition of the stretch of traclt here shown. Under this condition the track transformer T located at the left hand end of each trac section is supplying traclr circuit current to the corresponding section, but t is circuit for the track transformer located at the right hand end of'each section interrupted at a front contact of the corresponding stick relay. All traclrrelays are energized, all line relays H are energized, and all stick relays Q and repeater relays are Clo-energized. The impedance associated with the track relay at the left hand end of each section is connected in series with the corresponding relay because the low resistance path around this impedance is open, and winding ll of the other track for eachs ction is connected across the ra1ls by the associated stick relay Q. All

train governing transformers S are de-ens crg'ized.

T will now assume that a train moving from left to right passes I thror h the stretch or rack shown 1n the drawing. As this tram. left the passing siding to the left of point lst, line relays H", H and H became (ls-energized. he train enters section A.l3, relays R and PM become (ls-energized and relay H also becomes de-energ ized Relays and P are unaffected, but the closing of back contact 56 of trac; relay R completes the circuit for transformer S which thereupon supgiilies. train governing current to section A- 3. the trainprointo section B-C,relay r and R become de-energized and relay H becomes de-encrgized. The closing of back contact 56 of relay B completes the circuit for transformer s which then supplies 7. train governing current to section B'-C, and the de-energ ization of relay H interrupts the circuit for transformers S" and so discon-- tinues the supply of train governing" current to sectionA-B. As the rear of the train passes out of section ills--13 relays R" and R become energised hut the remaining apparatusi-s unaffected. the train passes out of section B C rela and if hccome cnergized, and as the t enters the passingsid inn" to the ll llt'tlfl' point C the energization of relnysll, H and li returns the tus to its normal position.v

I will now assume that train moving from right to left passes along the track. As such train leaves the first passing siding appara- Inn to the right of .JOlDlZ C, relays H, and

11 etc. become e-energized but theremaining apparatus remains unchanged. As the train enters section BC it causes the de-energization of relays R and R Relay H also becomes de-energized, but subsequent to the de-energization of relay R and prior to the opening of front contact 524 of relay H the pick up circuit for relay is closed. lhe re ay Q} subsequently gized condition over its sticl; circuit which includes its own front contact 32 and back Contact 30 of'relay R lhe closing of front Contact 36 of relay Q closes the circuit for relay P which thereupon closes its front contact. he opening o't back contact-4L9 of relay Q? disconnects winding 11 of relay R from the rails, and the closing of front contact 4.41 of relay Q" supplies alternating current to the primary 4 of track transformer T Similarly, the opening of back contact 4;]. of relay P opens thecircuit for transformer T and the closing of front contact ll of relay P completes the shunt around impedance l and connects winding 11 of relay E directly to the rails of section B- The de-energization of relay B does not complete the circuit for train governing transformer S because the circuit for this transformer is open at front cont-act 51 of relay H and also at bacl: contact of relay Q The closing of front contact 61 of relay P completes the circuit for prii'nary 'i' of transformer S because relay H is energized, i and under these conditions section B'C is supplied with train governing currentfrom transformer S As the train moves through section AB the operation of the apparatus is the same as just described for section BO. As the train moves out of section l3C track circuit current supplied to the rails by transformer T energizes relay R which results in the de'energiaationof relay Q} and hence of relay 1. Relay R is there upon reconnected with the rails, the shunt around impedance for relay R is opened, and transformer T 1s energized. At th same time track transformer T is de-ener gized. The operation of the apparatus as the train passes out of section A-B will be readily understood without further expla nation. lVhen the train reaches the passing siding to the left of point A, relays HQH"; and H again become energized to returi the apparatus to its normal condition.

It should be pointed out that with the ap paratus shown in Fig. 2 the track circuit cur rent is at all times supplied to an occupied track section by a track transformer located in the rear of the train irrespective of the direction of travel of such train. It follows that any stray train governing current prcsent in the transmission line for generator J or induced in any of the connections or circuits intended for track circuit current will not be efiective to produce an improper indication in the train governing mechanisnr for the reason that such current will be shunted away. from the receiving apparatus by the wheels and axles of the train.

Although I have herein shown and de scribed only two forms of trackway apparatus embodying my invention, it is understood that various changes and modifications may be mace therein within the scope of the, appended claims without departing from the spirit and scope of my invention.

'I'laving thus describedmy invention what I claim is:

1. In combination, a section of railway track along which trafiic moves in one direction, a source of alternating track circuit current of one frequency connected with the rails adjacent the entrance end of said section, means controlled by traffic conditions in advance of said section for supplying alternating train governing current of a different frequency to the rails adjacent the exit end of the section, and a track relay receiving energy from the rails. adjacent the exit end of said section and responsive to said track circuit current but not to said train governing current.

2. In combination, two sections of railway track, a track circuit for each section comprising a track transformer connected with the rails adjacent the entrance end ofthe section and a track relay connected with the rails adjacent the exit end of the section, a single transmission line for supplying alternating track circuit current of one frequency to both said transformers, and means for at times supplying alternating train governing current of a different frequency to the rails of each section adjacent the exit end of the section.

in combination, two parallel sections of railway track over which 'traiiic normally moves in opposite directions, a track circuit for each section comprising a track transformer connected with the rails adjacent the entrance end of the section and atrack relay connected with the rails adjacent the exit for supplying alternating track circuit current of one frequency to both said transformers, and means for at times supplying alternating train governing current of a differcnt frequency to the rails of each section adacent the exit end of. the section.

of railway track, means for supplying each section with train controlling governing cur rent of one frequency adjacent the exit end f the section, a track clrcult for each section including a track relay located at the exit en d of the section and a track transformer located at the entrance end of the section, and a single transmission line for supplying track circuit current to said transformer, said transformers being so connected that the currents supplied to the two said secend of the section, a single transmission line 4. In combination, two successive sections 7 tions thereby are of opposite relative polari ties in the two sections at a given instant.

5. In combination, two sections of railway track, a track transformer for each section connected with the rails adjacent the entrance end of the section trackway apparatus including a track relay foreaeh section connected across the rails adjacent the exit end. of the section, a single transmission line for supplying alternating current; of one frequency to both said transformers, and. means for each section controlled by the associated track relay and by traffic conditions in. advance for supplying alternating train governing current of a different frequency to the rails of'each section adjacent the eXit end of such section.

6. In combination, two successive sections of railway track, two track transformers one connected with the rails adjacent the entrance end of each section, a single trans mission line for supplying alternating current'of one frequency to both said transformers,-two two-clement track relays each having one winding constantly supplied with energy from said tra emission line and the other windings connected across the rails ad jacent the exit ends of said two sections re spectively, means for supplying alternating train governing current of a different frequency to the rails of each section adjacent the exit end of the section, and means for each section for preventing the energization of the corresponding relay by said train governing current.

7. In combination, two parallel railway tracks each divided into a plurality of" successive sections and a train governing transformer for each section connected across the rails adjacent the exit end of the section, a first transmission line for supplying alternating train governing current of one frequency to all said train governing trans formers, the circuits being such that the train governing currents in all said sections are of the same relative polarity at a given inst-ant, a track transformer for each section connected with the rails adjacent the entrance end of the section, and a second transmission line for supplying alternating track circuit cur rent of a different frequency to all said track transformers, the circuits being such that at a given instant the track circuit current in any section of either track is of the same relative polarity as the track circuit current in the adjacent section of the other track and of the opposite relative polarity to the track circuit currents in the two adjacent sections of the same track.

current of one frequency connected with. the

rails adjacent the entrance end of said section, a relay responsive to were conditions in advance of said section, means controlled by said relay for supplying alternating train governing current of a different frequency to the rails adjacent the exit end of said section, and a track relay receiving energy from the rails adjacent the exit end of said section and responsive to said track circuit current but not to said train governing current.

9. In combination, a railway track divided into sections, a source of alternating track circuit current of one frequency connected with the rails adjacent the entrance end of each section, a. track relay for each section. connected with the rails adjacent the exit end of each section, and means controlled by each track relay for supplying alternating train governing current of a different frequency to the rails adjacent the exit end of the section next in the rear.'

10. In combination, a railway track divided into sections, asource of alternating track circuit current of one frequency connected with the rails adjacent the entrance end of each section, a track relay for each section connected with the rails adjacent the exit end of eachsection, and means controlled by each track relay for supplying alternating train governing current of a difl'erent frequency to the rails adjacent the exit end of the section next in the rear each track relay being responsive to track circuit currentbut not to train governing current.

11. In combination, a railway track divided into sections, a source of alternating track circuit current of one frequency connected with the rails adjacent the entrance end of each section, a track relay for each section connected with the rails adjacent the exit end of each section. and means controlled by each track relay for supplying alternating train governing current of different frequency to the rails adjacent the exit end of the sectionv next in the rear'cach track relay being responsive to track circuit current but not to train governing current, and the train governing current being of the same frequency in each section.

In testimony whereof I affix my signature.

ROBERT M. ernson.

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