US1913728A - Traffic control system - Google Patents

Description

June 13, 1933.

A. G. SHAVER TRAFFIC CONTROL SYSTEM Filed June 14, 1927 n P QN mm e J L T NW1 e mm x m s? M wwk m L QE Q w QM Rm fim Pr m P0 Mr NW L Patented June 13, 1933 UNITED STATES ARCHIBALD G. SHAVER, OF CHICAGO, ILLINOIS TRAFFIC con'rnor. SYSTEM Application filed June 14,

means for operating a track switch from a train. i

It is the usual practice on railroads for a train, desiring to enter or leave the mainline at a siding, to stop while a member of the crew walks ahead and operates a switch, except where the switch is connected with a tower or station and controlled by an operator. In the case of heavy freight trains, in particular, the stopping and starting of the train involves a great loss of energy, in addition to the time loss. In practicing my invention, these losses are eliminated by the provision of improved and efiicient means for operating the switch without stopping the train. a

One object of my invention therefore is to provide improved means for operating the track switch from the train, for example from the cab of the locomotive, without bringing the trainto a stop.

Another object isto provide means wheref by the track switch may be manually controlled from the train, from normal position to the reverse and automatically returned from reverse to normal position as soon as the train has cleared the track section in which the switch is located.

Another object is to provide practical means for operating the switch from the moving trainthrough inductive means and without the necessity for physical contact between some part carried by the locomotive and astationary part on the roadside.

. Another object is to provide improved means on the locomotive or other part of the moving train for so controlling the inductor that the train cannot take the siding without slowing down.

A further object is to provide means, whereby, in connection with a spring connected track switch, a train on the main line may operate saidswitch and enter the siding, and after clearingthe track circuit section,

1927.. Serial No. 198,823.

the switch will return automatically tonormal position, after which the train may move back onto the main. line again, running through the points of the switch when in normal position without danger to said points.

A further object is to provide means whereby the engineman, when he acts to set the trackswitch for the siding, will be advised by a signal indication that the switch mecha nism has started to function.

A further objectis to provide means in a system, such as described, for informing the engineman when the track switch is in proper position for the train to pass over it. n

An additional object is to provide in a system, such as described, means for preventing the switch from being operated when the track, including the switch and adjacent siding within the fouling points, is occupied by a train. i I i Other objects will appear from the drawing and accompanying descriptions relating to one embodiment of the invention.

In the drawing: p

Figurel is a circuit diagram of the preferred form ofmy invention.

. Fig. 2 is a modification of the circuit on the locomotive.

The .track is divided into the usual track M circuit sections S1, S2, S3, etc., which are insulated from each other in a well known manner, and each section is provided with a battery. Section S2 is shown as provided with a relay R2. The track circuit section S2 includes the sidingas far as the fouling point 50 F. This siding has the usual switch SW which is controlled by a combined switch stand and selector SS. A spring 8 is con nected in the control rod of the switch in the W usual way, so that the switch points will not be damaged whenthe switch is run through trailing.

The switch is actuated by a motor M which drives suitable power mechanism PM for opening and/or closing said switch. The

The locomotive carries an inductor I, suitably located so as to pass near the stationary inductor I without contacting with the same, the purpose being to induce a momentary current in the stationary inductor. The inductor circuit may assume various forms, as

' shown in Figs. 1 and 2. In Fig. 1, the incats that fact to the engineman.

ductor I may be energized by any suitable source of current, such, for example, as the battery B, connectedthereto through suitable conductors 10, which circuit may be opened or closed by the centrifugal circuit closer G and/or by the switch contact H controlled by dashpot' D and electromagnet E. Another convenient source of current is the headlight generator, or train control generator used on many trains. The switch H is normally in the position shown, that is, it is in lowermost position and closes a circuit through a signal lamp L, provided the train is running below a certain critical speed, whereby the centrifugal device C maintains the circuit closed at that point. lVhen the train'approaches the siding,it may be desirable to slow down, and when the speed has dropped below the required maximum, the slgnal light L will indi- If the train is traveling too .fast, the centrifugal-device will hold the circuit open, thereby preventing thelamp from lighting. If the speed is low enough, the engineman closes the switch H by simply pushing upwardly on the small handle h, thereby energizing the electromagnet E and holding the circuit closed, whereby current flows through the inductor I as long as the speed continues below the maximum value. This switch forms the basis of my co-pending application, Serial No. 634,053, filed April 23rd, :1923, and :issued August 28, 1928, as Patent 1,682,429. The inductor I, which is'preferably a coil of wire, on a magnetic core, passes the stationary inductor I, which is of similar construction, thereby inducing current in the latter and closing the relay R1. The circuit from inductor I to relay R1 is through conductors 11, 12.

Another relay R2 is connected across the rails of the section S2 and is therefore normally supplied with current from the battery B2, thus holding in closed position a series of contacts 14, .15, 16, 17, hereinafter referred to. When the train enters the section S2, the relay R2 is short circuited, and these four contacts fall open.

The motor circuit is controlled by a third relay R3, which actuates a pair of pivoted contacts 18, 19.. This relay may be supplied with current from :the battery B3 when the proper circuit is closed. This circuit is con trolled by relay B1 which, when energized, moves its armature 13 to establish a circuit from the battery B3 through conductors 20,

21, 22, contact 13, conductor 23, through the.

relay R3, conductor 24, contact 15, and conductor 25 back to the battery. The energized relay R3 lifts the contacts 18, 19, the former of which establishes the motor circuit through conductor 27, and the other of which is in a shunt circuit around contact 13 and therefore maintains the energization of the relay B3 after said contact 13 opens, as it does immediately after closing. The circuit to the motor is thus established from the battery B3, through conductors 20, 28, mechanically operated switching mechanism CC, motor M, conductor 27, contact 18, conductors 29, 24, contact "1'5"andconductor 25, back to the battery.

switch is moved to complete the motor .cir-

cuit through conductor 26 for closing the track switch, and when the motor rotates in the opposite direction 'it leaves the electric switch in position closing the motor circuit through conductor 27 for again opening the track switch. Therefore, when the train has passed out of the section S2 and therelay R2 has closed the contact 15, the circuit of the motor is established through conductor .26,

contact 18, conductors 29, 24, contact 15.and

conductor 25, to the battery.

Means are provided whereby .the engineman will be advised by signal indications that the switch operating means has started to function, and that thetraclrswitch is in proper position for the train topass over it. These signals are indicated diagrammatically on the drawing 30, 31,32. They are controlled by two circuitcontrollersSC and SO, actuated by the same mechanism which 4 actuates the switch. Inthedrawing, the controller SC indicates the condition of the circuits when the switch is in normal position,

and is actuated by the switch points. SO 'indicates the closed position of'said circuits when the switch is properly locked in either of its two positions, said controller being actuated, for example, by the bolt which locks the switch against movement, 'or by other suitable means.

Signal 30 indicates that the main :line is open, i. e. that the switch is in normal position. Signal 31 indicates proceed, when the switch is open from the main lineto the siding. Signal 32 indicates proceed, when cation to proceed.

the switch is properly set for a train to move from the siding to the main line. The switch must be properly positioned and locked befor any signal can give the necessary indi- Thecircuit' for signal is from common conductor G'to the battery through the controlling mechanism of the signal, closed contact 14, conductor 33, circuit controller 34, closed when the track switch is normal, conductor 35, circuit controller contact 36, and continuing through other controlling elements of the block, if any, to the battery.

1 The circuit for signal 31may, in like manner, be traced through contact 16, conductor 37, contact 38, normally open but closed when the switch is reversed, and contact 39. Thecircuit for signal 3-2 is from the common conductor to the battery, through the controlling mechanism of the signal and through contact 40, closed when the switch is being bridged by a centrifugal device, similar to that previously described. An optional circuit is shown by dotted lines 49, whereby the centrifugal device may be omitted, if desired. When the engineman operates the hand-switch, the inductor I3 is energized,as in theprevious case. Before the train enters the section S2, the engine'man is compelled to slow down to a safe determined speed, and if '40 this is done the current induced inthe inductor I4 causes the operation of the varlous relays and motor circuits heretofore described, thereby opening the track switch.

After the train passes the fouling point,the

track switch automatically closes. It will thus be seen that the track switch iscontrolled by inductive means, thatis current induced in a stationary circuit by a moving circuit on a train, as contrasted wlth mechanical means on the train moved by the train or electromagnet means, although certain phases of the invention may be used without reference to the manner in which the stationary circuit is closed by the moving train.

' The track sections, shown in the drawing,

are intended to be those used in connection with automatic block signals, but it will be understoodthat ionly one section of track need be insulated ffrom'the remainder when no block signals are used.

What I claim as new is e 1. The combination with a main track, a branch track and a switch connecting the two, of speed governed train carried'means co-operating with track means for operating opened.

said switch on the approach ofa train, and track means closing said switch afterwthe train has passed the switch.

2. A railroad switch operating system comprising a mechanism for opening and 0105- ing the switch, a relay controlling the operation of the mechanism, and s eed governed inductlve tram carried means or the operation ofthe rela a I 3. In a switch operating system, a power operated mechanism to open and close the switch, a sourceof power for said mechanism, a device for applying the power to the mechanism, and inductive'train and track controlled means governing said device, effective only when the speed of the train is under a prescribed rate. J

4. In a train controlled railway switch operating system, in combination, a stretch of track containing a switch, mechanism for oprelay and said mechanism, and roadside,

means controlled fromthe train. through an air gap, said roadside means when actuated energizing the local relay, but only when the track relay is energized. i I

6. In atrain controlled railway switch operating system, in combination, a stretch of track containing a switch,a track relay for said stretch oftrack, mechanism for opening and "closing said switch, a local relay for controlling said mechanism energizable only when said track relay is energized, and a 'device controlled from the train, said device functioning to energize the local relay to open the switch, and said trackrela'y when deenergized functioning to deenergize said local relay for closing the switch after same has been opened. r

17. In a train controlled switch operating system, in combination, a stretch of track containing aswitch, mechanism for opening and closing the switch, a local relay controlling said mechanism in both the opening and closing movements, a track relayfor the stretch of track, and a third relay operated from a source of energy on the train, said third relay being effective only when said track relay is energized for energizing the local relay to open the switch, and said track relay functioning to d'eenergize said local relay to close the switchafter same hasbeen controlling 8. In a train controlled switch, operating system, in combination, a stretch of track containing a switch, mechanism for operating said-switch, a circuit for operating said mechanism, a local relay operating said mechanism. circuit, a circuit for said local relay, a track relay for said stretch operating said local relay and mechanism circuits, a third relay controlling said local relay circuit, and a circuit controlledfrom the train through an air gap for operating said third relay, said third relay when operated closing the local relay circuit to energize the local relay to close the circuitofor said mechanism, when said track relay is energized.

9. A railroadswitch operating system comprising mechanism for opening and closing the switch, a relay which when energized causes the mechanism to open the switch and which when deenergized is adapted to cause the mechanism to close the switch, train carried means effective under prescribed speed conditions of the train to control the energization of said relay to stick the same as the train approaches the switch and track means causing the deenergization off said relay when the train passes over the switch.

10. A railroad switch operating system comprising mechanism for opening and closthe switch, a relay which when energized causes the mechanism to open the switch, and which when deenergized is adapted to cause the mechanism to close the switch, androadside means controlled by the train, but etlectiveonly under limiting speed conditions of thetrain for energizing said relay as the train approaches the switch.

11. In a railway switch operating system, in combination, a stretch of track containing a switch, mechanism for opening and closing said switch, a local relay, a source of energy for said mechanism and saidlocal relay, a track relay normally energized. a circuit for said mechanism, a circuit for said local relay, a circuit contact in said mechanism and local relay circuits closed when the track relay is energized, a circuit contact in said mechanism circuit operated by said local relay closed when the local relay is energized, to operate the mechanism to open the track switch and closed when the local relay is deenergized to operate the mechanism to close the track switch, and roadside means controlled from a train for energizing said local relay.

12. In a train controlled railway switch operating system, train carried means, including an electro-magnetic switch, for cooperating with. roadside means to operate the railway switch, said train carried means becoming effective to operate the railway switch when the speed of the train is under a prescribed rate and the electro-magnetic switch is closed, and being ineffective to operate said railway switch when the speed of the train is above a prescribed rate. I

13. In a train controlled railway switch operating system, train carried means, including a circuit closing switch, for cooperating with roadside means through an air gap to operate the railway switch,said trainvcarried means becoming eiiective to operate the railway switch when the speed of the train is within prescribed limits and the circuit closing switch is closed.

14. In a train controlled railway switch operating system,.in combination, a stretch of track containing a track switch, roadside means including a track relay for said stretch 'for operating said track switch, and train carried means controlled by an electro-magnetic switch for influencing said roadside means to operate said track switch providing said track relay is energized.

15. In a railway switch operating system, in combination, a stretch of track containing a switch; a mechanism for operating said switch; a local relay controlling circuit making contacts;a track relay for said stretch controlling circuit making contacts; a third relay controlling a circuit making contact; a source of energy; a circuit for said mechanism to operate said switch comprising said source of energy, a circuit making contact of said track relay closed when the track relay is energized and a circuit making contact of said local relay closed when said local relay is energized; a circuit for said local relay to energize the same comprising said' source of energy, a circuit contact of said track relay closed when the track relay is energized and a circuit contact of said third relay closed when the third relay is energized; and train means for causing the energization of said third relay..

16. A railroad switch operating system comprising, a stretch of track containing a switch, a mechanism for operating said switch, a circuit including said mechanism, a local relay which when energized closes said circuit to operate the switch to one position and which when deenergized closes said circuit to operate the switch to another position, a track relay for said stretch controlling the local relay, and train carried means controlling the energization of the local relay as the train approaches the switch, and thereafter the sticking of said local relay in its own circuit through its own contact, said energization and said sticking being effected only when the track relay is energized.

17 In a train controlled railway switch operating system, in combination, a stretch of track containing a switch, a track relay for the stretch of track, a mechanism for opening and closing said switch, a local relay energizable only when said track relay is energized for operating said mechanism, and a device controlled from the train, said device functioning to energize the local relay and stick the same to open the switch, and said track relay when deenergized functioning to deenergize said local relay to, close thelswitch after same has been opened.

18. In a train controlled railway switch operating system, in combination, a stretch of track containing a track switch, roadside means, including a track relay for said stretch, for operating said track switch, and

train carried means including a circuit, a coil in said circuit and a switch controlled by said coil, for influencing said roadside means to operate said track switch providing said track relay is energized.

'19. In a train controlled relay switch operating system the combination with a main track and a siding trackand a track [switch connecting the two, of train carried means,

including a circuit, a coil in said circuit and a switch controlled by said coil, co-operating with roadside means for operating the track switch in one direction on theapproach of a train and track means for operating. the

track switch in the other direction after the train has passed said track switch.

20. In a train controlled railway switch operating system, in combination, a stretch of track containing a. switch, mechanism for operating the switch, a control rod including a spring therein connecting said mechanism to the switch, a local relay controlling said mechanism, a track relay for said stretch of track controlling both said local relay and said mechanism and roadside means controlled from the train, said roadsidemeans when actuated energizing the local relay when the track relay is energized.

21. In a system for producing track-side operation from atrain, in combination, operating means on the train, including a circuit, a coil in said circuit and means operative by the coil controlling said operating means, and trackside means comprising devices responsive to said operating means.

22. In a system of the character described, a stretch of main track containing a switch adapted when closed, fortrains to operate along the main line, and, when opened, for

trains to operate between the main line and a a circuit for each of said signals controlled by said track circuit relay and by saidcontacts, the latter being closed when said track signals to indicate proceed and when said track-switch is closed for said first signal to indicate proceed, and train carried means co-operating with roadside means to operate said switch, said roadside means including a controlling relay for said motor circuit, adapted, when energized, to be in position for, said track switch to open and when deenergized for said track switch to close.

In testimony whereof, I have subscribed my name.

ARCHIBALD G. SHAVER.

switch is reversed for said second and third

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