US1810095A - Railway traffic controlling apparatus - Google Patents

Description

June 16, 1931. H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Original Fild May 5. 1926 Patented June 16, 1931 warren stares PATENT orrics HERBERT A. WALLACE, EDGEW'OOD, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILWAY TRAFFIC CONTROLLING APPARATUS Original application filed May 5, 1926, Serial No. 106,871. Divided and this application fi led August 5, 1929. Serial No. 383,731.

My invention relates to railway trafiic controlling apparatus, and particularly to apparatus comprising governing means controlled by energy in the track rails. More particularly my present invention relates to the means for supplying such energy to the track rails.

One purpose of my invention is the provision ofnovel means for supplying energy to the track rails so that uninterrupted alternating current is normally supplied to the rails, but that under certain conditions periodically interrupted alternating current is supplied to the rails, the characteristic of these periodic interruptions being controlled in accordance with traffic conditions.

The present application is a division of my co-pending application filed May 5, 1926,

.Serial No. 106,871, for railway traffic controlling apparatus.

I will describe one'form of trackway ap-' paratus embodying my invention, and will then point out the novel features thereof in claims. W

The accompanying drawing is a diagrammatic view illustrating one form of track way apparatus embodying my invention.

Referring to the drawing, the reference I characters 1 and l designate the track rails of a stretch of railway track over which traffic normally moves in the direction indicated by the arrow. These track rails are divided,

by means of insulated joints 2, into a plu rality of successive track sections, AB, B C, etc. Each track section is provided with a track relay designated by the refer ence character R with an exponent corresponding to the location, and comprising two windings 6 and 7 Winding 6 of each track relay is constantly connected across the rails adjacent the entrance end of the associated section, and winding 7 is constantly supplied with alternating current from terminals a and b of a suitable source of alternating track circuit current. Each relay R also comprises two contacts 12 and 17 arranged to occupy a right-hand, a left-hand or an intermediate position, depending upon the relative polarity of the alternating current supplied to the windings 6 and 7 of the relay.

alternating current is supplied to the rails of each section by an auxiliary transformer designated by the reference character Q with a suitable exponent, the secondary of which is connected with the rails at an intermediate,

point in the section. The supply of alternating current to the primary '36 of eachtrack transformer L and the primary 30 of each I transformer Q is controlled by a repeater relay designated by the reference character P with an exponent corresponding to the location and controlled by the adjacent track relay Referring, for example, to repeater relay P it will be seen that when relay B is energized in either direction so that contact 12 is swung to either extreme position, current flows from one terminal a of a suitable source of current, through contact 12 of relay R and the winding of relay P to the other terminal Z) of the same source. l/Vhen relay B is de-energized, however, this circuit for relay P is open and the relay becomes deenergized. Y

Each track section is further provided with a coding relay designated by the reference character K with an appropriate distinguishing exponent and controlled by the repeater relay for the section next in rear. Each relay K comprises two magnets 8 and 9, and a pivoted armature a9 biased to a central position but arranged to be attracted by one or the other of the magnets. Carried by the armature 49 are movable contacts 11, 33 and 1.4 which swing to one side or the other depending upon'which' of the magnets 8 or 9 is attracting the armature.

Referring particularly to coding relay K the circuit for this relay may be traced from terminal a, through back contact 26 of repeater relay P wire 27 a rectifier 10, and magnets 8 and 9 of relay K to terminal 6. The relays K are intended to operate on direct current, and since the source of energy, the terminals a and Z) of which are shown in the drawing, is a source of alternating current, the rectifier 10 is included in the circuit for each relay K to change the alternating current supplied thereto to a direct current. It will be seen that contact ll-11 is arranged to short circuit magnet 9, and that contact 11-11 is arranged to short circuit magnet 8. These contacts are so arranged that when the coding relay is rile-energized, contact 1111 is closed. If, therefore, the operating circuit just traced for the relay K is closed, current supplied to the relay will flow through magnet 8, but will be shunted around magnet 9 by contact ll- 1R Armature 49 will therefore be attracted by magnet 8 to open contact 11-l1 and close contact 11-11. Current will then be supplied to magnet 9 and magnet 8 will be short circuited. The magnets 8 and 9 are arranged to be slow acting however, so that an interval of the time elapses before the increasing flux in magnet 9 overcomes the decreasing flux in magnet 8 to a sufficient degree to again reverse armature 49. At the expiration of this time interval armature 49 will swing back toward magnet 9, so that contact 11-1l will be opened and contact 11l1 will be closed. Another ime interval elapses before armature 49 is again reversed. It follows that as long as the circuit is closed for relay K, the armature 49 will oscillate so that the contacts controlled by the armature are operated intermittently. The contacts l414 and 1414 are so adjusted that these contacts are both closed when the relay is deenergized. lVhen the relay is'energized however, these contacts are opened alternately. The parts are so arranged, as indicated by the unequalshunt-ing bands on the magnets 8 and 9, that when the relay K is operated contact 14l4 is closed for a larger proportion of each cycle than is contact 14-14 For example, assuming that a complete cycle of operation of the relay requires one second, the contacts may be so arranged that contact 1414 is closed for two-thirds of a second, and contact 14-44 is closed for onethird of a second. This adjustment to accomplisli unequal timing of the relay contacts or limping of the relay may be eflected by suitable adjustments in the structure of the relay or in the positions of the contact nemhers.

Current is at times supplied to primary 36 of each transformer L from one or the other of two sources of alternating current of different frequencies. For this purpose each section is provided with two transformers designated by the reference characters O and S, respectively, with exponents corresponding to the location. The primary 68 of each transformer O is constantly supplied with alternating current of one frequency from an alternator l/l, over a transmission line 81. The train carried apparatus is arranged to respond only to current of this frequency in the track rails. For other purposes such as the energization of the track relays and the line circuits, current is supplied from a second alternator N of a different frequency to the primary 70 of each transformer S over a transmission line 82. Although any suitable frequencies may be chosen for alternators M and N, for purposes of explanation I will assume that the frequency of the current supplied by alternator M is 100 cycles per second, and that the frequency of the current supplied by alternator N is cycles per second. v

As shown in the drawing, the section to the right of point C is occupied by a train V. Relays lt and P are therefore ole-energized, and (SO-cycle current of reverse relative polarity is therefore supplied from transformer S to primary 36 of transformer L over contact 14l4 of relay K and back contacts 22 and 19 of relay P Relay It is therefore energized in the reverse direction and relay P is picked up. GO-cycle current of normal relative polarity is therefore supplied to primary 36 of transformer L through contact 14l4 of relay R and the front points of contacts 19 and 22 of relay P so that relay R is picked up in the normal direction and relay P is also energized.

I will now assume that a train moving in the direction of the arrow passes through the stretch of track shown in the drawin When this train enters section AB, the resulting de-e-nergization of relay P will energize coding relay K Each time contact 3333 of relay K is closed, a surge of 100- cycle current will flow from secondary 67 of transformer O through wire 71, contact 3? 33 of relay K wire 7 2, front contact of relay F wires 7 3 and 74, primary 36 of transformer L and wires 75, 76 and 77, back to secondary 67 of transformer O When this circuit is closed, contact 14-14 will be open, so that the supply of (SO-cycle current to transformer L will be interrupted. When the contacts of relay K swing to the left, the circuit just traced for secondary 67 of transformer O will be open, and the circuit will be reestablished for the supply of (SO-cycle current from secondary 69 of transformer S to primary 36 of transformer L It follows, therefore, that section AB will be supplied with IOO-cycle current in the form of impulses of energy of twothirds of a second duration, separated by time intervals of onethird of a second, and that during each in terval of one-third of asecond, (SO-cycle current will be supplied to the trackwa that is to say, the rails will be supplied with alternate impulses of 60-cycle current and 100- cycle current, the latter being interrupted in accordance with what I will term the proceed code.

l/Vhen the train enters section B-C, relay K will commence to operate. Each time the contacts of this relay swing to the left, contact let-14 will open, thereby interrupting the circuit over which 60-cycle current is supplied to primary 36 of transformer L At the same time,however, contact 8333 of relay K will close and 100-cycle current will then flow from secondary 67 of transformer 0 through wire 71, contact 3333 of relay K wire 78, back contact 66 of relay P wire 7 9, primary of transformer Q and wires 80 and 77 back to secondary 67 of transformerO Under these conditions, therefore, IOU-cycle current will be supplied to section BC at the point of connection of transformer Q? in the form of impulses each of onethird of a second duration separated by time intervals of two-thirds of a second duration, during which intervals GO-cycle current will be supplied to the rails of the section at transformer L It follows that between point B and the point of connection of transformer Q", the rails will be supplied with alternate impulses of lOO-cycle and 60-cycle currents of which the -cycle current is interrupted in accordance with what I will term the caution code, but that between the point of connection of transformer Q and point C, the rails will be supplied with interrupted 60- cycle current but with no 100-cycle current. The train will therefore receive a caution indication between point B and the transformer Q and a stop indication between transformer Q and point C. After the train has passed out of section A-B, the next impulse of GO-cycle current will pick up relay R which in turn will pick up relay P thereby.

tie-energizing relay K l/Vith relay K deenergized, uninterrupted 60-cycle current will be supplied to the rails of section A-B as will be plain from the drawing. The operationof the apparatus as the train passes out of section BG will be readily understood from the foregoing.

The trackway apparatus here shown and described is suitable for, though in noway limited to, use in connection with train carried governing means forming no part of my present invention and omitted from the drawing for the sake of simplicity. F or present purposes it is sufiicient to state that when the portion of track occupied by the train is supplied with the-proceed code, a

proceed indication is received on board the train; when the portion of track which is occupied by the train is supplied with the cantion code, a caution indication is received on board the train; and when the rails occupied by the train are supplied with uninterrupted alternating current or with no current, the train receives a stop indication.

Although I have herein shown and described only one form. of 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 I claim is:

1. Railway traffic controlling aiparatus comprising a stretch railway track, a coding relay controlled by traffic conditions and comprising two contacts arranged at times to be operated intermittently so that the contacts are closed for di" my invention, what irerent proportions of a given interval of time, means controlled by one of said contacts for at times supplying alternating current to said stretch at one point and means controlled-by the other said contact for at other times supplying current to said stretch at another point. 2. Railway traffic controlling apparatus comprising stretch of railway track, a coding relay controlled by trailic conditions and comprising two contacts arranged at times to be operated intermittently so that the contacts are closed for different proportions of a given interval of time, and means controlled by traflic conditions for at times supplying current of one relative polarity to sai stretch over one of said contacts and for at other times supplying current of the othe relative polarity to said stretch over the remaining said contact.

3. In combination, a plurality of succes sive sections of railway track, a track relay conn cted with the rails of each section and responsive to the relative polarity of the cur,-

rent supplied thereto, a coding relay for each section comprising two contactsarranged at times to be operated intermittently so that the contacts are closed for different proportions of a given interval of time, and means controlled by each track relay for at times supplying current of one relative polarity to the section next inrear over one of the contacts of the associated coding relay and for at other times supplying current of the opposite relative polarity to thesection next in rear over the remaining contact of such coding relay.

l. ln combination, a stretch of railway track, means for normally supplying said stretch with one alternating current of one frequency, and means for at times periodically interrupting said one current and for supplying a second alternating current of a different frequency to said rails when said one current is interrupted.

5. In combination, stretch of railway track, and means for supplying the rails of the stretch with alternate impulses of alternating currents of different frequencies in such manner that the rails are supplied with such currents for different proportions of a given inter al of time depending upon traliic conditions.

(3. in combination,

stretch of railway track, a coding l ion'iprising two contacts ar ranged intermittently so that closed for ditterent iroportiens a given interval of time, and mean: cslice b nditions "for simplying, rails of the stretch with al in t o o equency over one or a l and for w I 1 -x\ 1 1 snoplynig the rails i 1 i of a different frequency over me contact. *1 r track, means rails of san t (,llll'til 1 s p=yin current of a d fre uency the "ails of said stretch.

S. .4 strec track, mo t es sup oi said de 'm tions compii ing impulses or cut of one frequency separ tervals, n'ieans control by for varyii e s of a means for sup l m5;- current oi a a said time intervals.

9. In combination, a SlI-TGuCll of railway track, means to 1 times supplying the rails of said stretch with code impulse combinations comprisin iin )ulses of alternating current one frequency separated by time interral s, means co itro= trstic conditions for .it such time in a tervals, and plying the rails with altern 1 a dilierent rrev J b .1 qucncy during tiui vinterval 10. In conihiniaion, stretch of railway track, means to" normally supplying the ch with a inst alternating 0nd alternating cu"rent of a 101 1118 with inter: upted al second treque ic sue 1 manner ncy hows in s or a given 'nding upn conin. said first cond tret times to opthe contacts are ons of a given in- 4 controlled by trafiic the rails with alteror the other of said tch of railway p ing the rails "hating curntacts arranged intently so that the ior oitierent propor ions of a given interval oi time, and means coned by s for at times supo a ditlerent ireoint in the stretch for at other times l ent of such diiien 11151163 to tlle ran it a d'tferent point section over the other said contact.

combination, a section of railway coding relay comprising two contac erate intermittently when the r ed so that the contacts are c rent proportions of a t he int re er relay arranged to he energized only when traiiic conditions in ad Tc-.1106 of said section are safe, means for en ergizing aid coding relay when said section is occupied, a first transformer, and a second transformer having their secondaries connected wi ii the rails at spaced points in the section, two o ern icing current of lay, and one C01- and a circuit to man lg transfori the other said source, a bac cor l and the other corta't of the coding; relay.

16, Lil comhinaion, a section of railway track, two sources of current differing in character, means incl iding a normally deenergized electric ino'or for alternately supplying currents from said two sources to the rails of said section, and means for energizing said motor when a train enters said section. 1?. In combination, a section of railway said repeater relay,

track, two sources of alternating current supplying currents from said. sources to the rails of said section, and means for energizing said motor when a train enters said section. 7

19. In combination, a section of railway track, two sources of alternating current differing in frequency, means including a nor mally de-energized oscillating motor for alternately supplying currents from said sources to the rails of said section, and means for energizing said motor when a train enters said section.

20. In combination, a section of railway track, a member mounted to oscillate, normally de-energized electromagnetic means for causing sustained oscillation o1 said member, means for energizing said electromagnetic means when train enters said section, and means controlled by said member for alternately supplying train governing current and track circuit current to therails of said section.

21. In combination, a section of railway track, a member mounted to oscillate, con- I tacts operated by said member, a normally de-energized electromagnetic mechanism controlled by one of said contacts for causing sustained oscillation of said member, means for energizing said mechanism when a train enters said section, and means controlled by others of said contacts for alternately supplying train governing current and track circuit current to the rails of said section.

22. In combination, a section of railway track, a track circuit for said section comprising a source 01: track circuit current normally CODIleClZGdWltll the ra ls at the exit end and a track relay connected with the rails at the entrance end, and means including a normally de-energized motor set into opera tion when said track relay becomes de-energized for periodically interrupting the supply of track circuit current and supplying train governing current to the rails during the interruptions of the track circuit current.

23. In combination, a section of railway track, a track circuit for said section comprising a source of track circuit current normally connected with the rails at the exit end and a track relay connected with the rails at the entrance end, a repeater relay controlled by said'track relay, a normally de-energized electric motor, a circuit for said motor including a source of current and a back contact-of said repeater relay, and means operated by said motor for periodically interrupting the supply of track circuitcurrent and supplying train governing current diiiering in characterto the rails at the exit end of the section during the interruptions of track circuit current.

In combination, a section of railway track, a track circuit for said section comrising a source of track circuit current of no character connected with the rails at one nd and a track relay connected With the rails at the other end, and means including a normally de-energized motor set into operation when said track relay becomes de-energized for supplying train governing current of a different characterto the railsot said section periodically interrupted in accordance with one code or another depending upon traific conditions in advance of said section,

and means operated by said motor for periin accordance with one code or another de pending on tratllc conditions in advance of said section, and means also controlled by said motor'for supplying trackcircuit current of a different character tothe rails of said section during the periodic interruptions of said train governing current.

26. In combination, a section of railway track, a normally de-energized electric motor,

means for energizing said motor when the section is occupied by a train, means controlled by said motor and by traflic conditions 1n advance of said section for supplying train governing current of one character to the rails of the section periodically interrupted in accordance with one code oranother, and'mea ns also controlled by said motor for supplying trackcircuit current of a different character to the rails of sand section durlng-the periodic interruptions of said train governing current. p V I 27. In combination, asection of railway track, an electric motor, means controlled by said motor and by traffic conditions in advance of said section for supplying train governing current of one character to the rails of the section periodically interrupted in ac cordance with one code or another,'and means also controlled by said motor for supplying track circuit current of a dilferent character to therails of said section during the periodic interruptions of said train governing current. I

28; In combination, a section of railway track, two sources of alternating current differing in character, means including an electric motor for periodically connecting one of sad sources with the rails or said section in accordance with one code or another depending on traiiic conditions in advance of said section, and means also controlled by said motor for connecting the other source with the rails of said section during the periodic interruptions oi the first source.

29. In combination, a section of railway track, two sources of alter: ating current ditfering in character, a normally die-energized electric motor, means "for energizing said inotor when said section is occupied by a train, means controlled by said motor and by traffic conditions in advance of said section for periodically connecting one of said sources with the rails of said section in accordance with one code or another, and means also controlled by said motor for connecting the other source with the rails of sail section during the periodic interruptions of the first source.

30. In combination, a section of railway track, a normally de-energized electric motor set into operation when a train enters said section, two contacts operated by said motor in accordance with two codes, two sources of current differing in character, means for supplying current from one of said sources to the rails of said section through one of said contacts or the other depending on trafiio conditions in advance of said section, and means also controlled by said motor for connecting the other source with the rails of said section during the periodic interruptions of the first source.

31. In combination, a section of railway track, a plurality of contacts operated in accordance with diiierent codes, two sources or" alternating current differing in character, means for connecting one or' said sources with the rails of said section through one or another of said contacts according to traffic conditions in advance of the section, and means also controlled by said motor for connecting the other source with the rails of said section during the periodic interruptions of the first source.

32. In combination, a section of railway track, a normally de-energized motor set into operation when a train enters said section, two contacts operated by said motor in accordance with different codes, a source of train governing current, and means for-connecting said source with the rails at the exit end of the section through one of said contacts or with the rails at an intermediate point in the section through the other contact depending on .trafiic conditions in advance of the section.

38. In combination, a section of railway track, a normally Clo-energized motor set into operation when a train enters said section, two contacts operated by'said motor in accordance with diiierent codes, a source of train governing current of one character, means for connecting said source with the rails at the exit end of said section through one of said contacts or with the rails at an intermediate point in the section through the other of said contacts depending on trafiic conditions in advance of the section, and means including other contacts operated by said motor for connecting a source of track circuit current of a diil'erent character with the rails at the exit end of said section during each. interruption of train governing current.

In testimony whereoi I aiiiX my signature.

HERBERT A. WALLACE.

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