US1575349A - Railway-traffic-controlling apparatus - Google Patents

Description

, Mmh 2,1926. A 1,575,349

" R. A. MCCANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 15, 1923 .2 Sheets-Sheet l INVENTORZ A 4, ATTORNEY Patented Mar, 2, 1926.

n STTES; errant errnonnrn a. steam, or swrssvarn, rnnnsYLvmvrA, nssrenon 'ro THE UNION swrrcn & SIGNAL COMPANY, or swIssvALnrnnnsYLvAmA. A conrenarron or PENNSYLVANTA.

EAILWAY-TRAFFIGCUNTROLLENG APPARATUS.

Application filed February To all 10 he mit may 0011051 11 Be it known that I, RONALD A. MOCANN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Rail wayEmilio Controlling Apparatus, of which the following is a specification.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of thetypein which cars or trains are governed by energy received from the track rails.

I will describe one form of railway traffic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims;

In the accompanying drawings, Figs. 1 and 1 are diagrammatic views which when placed end to end in the order named illustrate one form of apparatus embodying my intention.

Similar reference characters are used throughout to designate similar parts.

Referring to the drawings, the reference characters 2 and 2 designate the track rails of a railway track which comprises a series of single track blocks separated by passing sidings. The stretch of track actually shown in the drawings includes a siding G and a portion of the block lying in each direction from this siding. This stretchof track is divided, by means of insulated rail joints 1, into a plurality of successive sections 3- i, et5, li -t), etc.

'lrafiic from left to right along the portion of track shown in the drawing is governed by a S and S", while trafiic from right to left along this same stretch is governed by a plu ality of similar signals S S is and 8*. As here shown each signal is loted adjacent the junction of two track .iS although this exact location is not estial. Each signal, in the form' illustrated in the drawings, is of the three posit-ion semaphore type arranged to indicate stop", caution and proceed, according as the semaphore blade is at 90, 45 or angular degrees,respectively, with respect to its mast.

The track section t-S is provided with a track circuit comprising means for supplurality of roadside signals 15, less. Serial HG. 619,243.

! lying alternating current to the track railradjacent the middle of the section. In the arrangementshown in the drawing a transformer N constitutes the immediate supply of alternating current, to the track rails at the middle of this section, the second'aryof this transformer being constantly connected across the: rails of the section. Interposed between the secondary of transformer N and rail 2 is an impedance 9, one function of which is to limit the output of this transformer when the section is occupied by a train. The primary of. this transformer N is connected to the secondary of transformer M. through back contacts of air-auxiliary relay B", whose control is described hereinafter. Ti lie primary. of transformer ;M is constantly connected with a transmission line L fed by a generator It is evident, then, that alternating current is supplied to the rails of the section 4l,5 bytransformer N only when relay B" is de-ener gized. Located at the left end of this section t .is a track relay T having two windings. One winding 10 of this relay is normally connected across the rails of the section and the other winding 11 is constantly supplied f with alternating current by wires 145 and 13, and 15 and 12 from the secondary. of transformer D whose pri many is connected with the line wires L. Similarly at the right end of the section another track relay T has one winding 10 normallyconnected across the rails and another winding 11 supplied with alternating current by wires 19 and 17 and wires 18 and from the secondary of transformer D whose primary is connected with the line. wires L. Thus it is plain that the section isv normally: provided with a track .circuit comprising the secondary of transformer N, the rails of the section, winding 10 of; track relay T and windii'ig 10 of track relay T. Section 5-6, the portion of track to the left of point 3, and the portion of track to the right of point 6 are provided with track circuits similar in all respects to the track circuit for section 4-4).

"the track section 3- whichincludes the siding G, is provided with a special track circuit. comprising a winding 10 of a track relay T constantly connected across the rails at the left endof the section, a winding 10 of a track relay T normally connected across the rails at the right end of the section, and the secondary of a track transformer E constantly connected across the rails at the same point as track relay T Interposed between winding 10 of relay T and rail 2 is an impedance .22 which serves to protect the winding against heavy currents from transformer E A similar impedance 23 is interposed between the secondary of transformer E and rail 2 and serves to limit the output of the transformer when its terminals are short circuited by the wheels and axles of a train occupying section The. second winding 11 of relay T is constantly supplied with alternating current from the secondary of transformer D by means of wiresand 21. The primary of this transformer D is energized from the line wires L. In a similar manner, winding 11 of track relay T is supplied with alternating current from the transformer D by means of wires 12 and 13.

I have stated that certain of the track relays are normally connected with the rails of the several track sections. As will appear hereinafter, these track relays are at times disconnected from. the rails and sources of alternating current are connected to the rails in their places for reasons which will also appear as the explanation of the apparatus proceeds.

Each signal is controlled by a line relay which is designated by the reference character H with the same exponent as the associated signal. Each signal is provided with a caution controlling circuit and a proceed controlling circuit. hen both these circuits are tie-energized the semaphore blade of the signal is moved by some biasing force such as gravity to the stop position; Heferring particularly to signal S, the proceed circuit is from the secondary of transformer D through wires 12 and 24, right hand point of contact of line relay H wire 26, operating mechanism of signal S wire 27, right hand point of contact 28 of relay H and wires 29 and 13 to the secondary of trans former D. This circuit is closed only when relay H is energized by current of such polarity that its contact fingers are swung to the right, which current I will term cur rent of normal relative polarity. It should here be stated that each relay H is of such type as to respond to reversals of the relative polarity of the current inwinding 31 thereof. This is accomplished by providing the relay with a second winding 32 which is constantly supplied with alternating current from a source which comprises, in the case of relay H the secondary of transformer D to which secondary the winding 32 is connected by wires 33 and 13 and wires and 12. The caution indication circuit for signal S is from the secondary of transformer 1), through wires 12 and 24, left hand point of contact 25 of relay H wire 30, operating mechanism of signal S, wire 27, left hand point of contact 28 of relay H and wires 29 and 13 to the secondary of transformer D. It will be seen that this caution circuit is closed only when relay H is energized by current of such polarity that its contact fingers are swung to the left, which current I will term current of reverse relative polarity. Thus it will be clear that when relay H is supplied with current of normal relative polarity, signal 55'' will indicate proceed, when relay H is supplied with current of reverse relative polarity signal S will indicate caution, and when the supply of current to either winding of relay H is for any reason interrupted, signal Sindicates stop.

The control of each signal by its associated line relay H is the same as the control of signal S by line relay H Line relay H is provided with a controlling circuit which passes from the secondary of transformer I)", through wire 17 pole changer P operated by signal 8, wires 35 and 36, right hand point of contact 37 of relay H wires 38 and 39, front contact 40 of relay T, wires 41, 42 and 43, front contact 44 of relay T wire 4:5, winding 31 of relay H wires 46, 46 47 and 48, pole changer P and wire 16 to the secondary of transformer D A branch is provided for this circuit which passes from wire 36, through wire 49, left hand point of contact 37 of relay H back to wire 38. It will be noted that the circuit just traced is controlled by both track relays T and T for track section so that the circuitwill be opeirwhen any part of this section is occupied by, a train. The circuit is also controlled by the line relay H so that the cir' cuit is closed when this relay is energized in either the normal or the reverse direction but is open when relayH is tie-energized. The circuit furthermore includes polechanger P which is operated by signal S in such a manner that. when this signal indicates proceed or caution, the current supplied to relay H is of normal relative polarity, but when signal S indicates stop, the current supplied to relay H is of reverse relative polarity.

The circuit for relay H is provided with a second branch which branch passes from wire 35 through wire 50, front contact 51 of a stick relay X and wire 52 back to wire 39. It therefore follows that when stick relay X is energized, line relay H is eliminated from the control of the circuit for line relay-H .Tlie control of line relay H is the same as the control of line relay H The stick relay X is provided with a can be picked up only when a train movingtoward the right enters the section to the right. of point 4'), and then only if signal S in one of the pos. ons specified. As soon as signal 5% moves beyond the caution position in response to the de cnergization of H resulting from the entrance of such a train into the section, the pick-up circuit for relay X opens, but in the meantime a stick circuit or holding circuit has been closed which is from the secondary of transformer D, through wires 16 and 53, winding of relay X wire 50,front contact 60 of relay X wire 61, back contact 62 of track relay T7, and wires 63 and 1'? to the secondary of transforn'ier 7:). For reasons which will be explained hereinafter, track relay T remains open until the rear of the train passes out of section 5-6 and so it follows that relay X will remain closed as long as section 5-\3 is occupied by any portion of a train.

Line relay H* is provided with a circuit which passes from the secondary of transformer K through wires 64 and 65, front contact 66 of relay T wires 67, 68 and 69, back contact 7 of relay X wire 71, front contact 72 of track relay T wire 73, winding 31 of line relay H, wires 74, 4:8, 47 and 75 to the secondary of transformer K The primary of this transformer K is supplied with alternating current of the one or the other relative polarity from the secondary of transformer D by wires 12 and 13-. Thus when the upper terminal of transformer K is connected by front contact 7 6 of relay TV and wire 7 8 to wire 12 and the lower terminal of the primary of trans. former K is connected by front contact 77 of relay 7 and wire 79 to wire 13, relay li is supplied with current of normal relative polarity, whereas if relay 1V is deenergized the upper terminal of the pri mary of transformer K" is connected by back contact 7 6 and wire 7 9 to wire 13 and the lower terminal of the primary of trans former K is connected by means of back contact 77, and wires 80 and 78, to wire 12, and line relay H is then supplied with alternating current of reverse relative polarity. I

The back contact 70 of relay X is in cluded in this circuit to prevent a train moving from left to right from moving signal S to proceed or caution as it passes point 5. The line relay H" is controlled in exactly the same manner as line relay H except a pole changer P is used to reverse the current supplied to itscircuitiinstead of the polochanging relay W Line relays H. and H. are controlled in precisely the same manner as line relay H lVhen signal S is at proceed or caution, line relay H is provided with a normal circuit which passes from the secondary of transformer D through wire 20, pole changer P operated by signal S wires 81,

82, 82, and 83, winding 31 of line relay H,v

wire 84:, front contact 85 of track relay T, wires 86, 87 and 88, front contact 89 of track relay T wire 90, front contact 91 of track relay T wires 92 and 9S, pole changer l, and wire 21 to the secondary of transformer D Pole changer P is operated by signal S in such a manner that when this signal indicates proceed or caution, linerelay H is supplied with current of normal relative polarity and when signal S is at stop, line relay H is supplied with current of reverse relative polarity. In so far as the circuits just traced are concerned, the signal S will indicate stop whenever any one of the track relays T T or T is Clo-energized, will indicate caution when these relays are all energized and si nal S indicates stop, and will indicate proceed when these relays are all energized and signal S indicates caution or proceed. A branch is provided around contact 91 of relay T however which branch passes from ire 90, through wire 199, front contact 9% of relay X and wire 95 back to wire 93. -The control of relay X is similar to the control of relay X and inasmuch as relay X is energized when a train moving toward the left passes signal 8, it will be seen that at such times signal S will move to the caution position as soon as the rear of the train passes the point 3, and to the proceed position as soon as signal S moves to the caution position while if track relay T is open due to a train appreaching signal S from the left, both S and S will indicate stop.

The control of relay H is similar to the control of relay H The pole changing relay W is normally energized over a circuit passing from the secondary of transformer D through wire 21, pole changer P operated by signal S wire 03, contact 97, operated by signal wires 98, 102, and 103, back contact 104 of relay R wire 105, contact 106 operated by signal S", wire winding of relay ll. wires 108, 82, 82 and 81, pole changer P and wire to the secondary of transformer D This circuit is provided with two branches around contact 97 operated by signal S. This contact is closed only when signal S is at proceed or caution.

One branch passes from wire 93 through wire 101, contact 100 of line relay H and wire 99back to wire 98. The other branch lit) passes from *ire 93 through wire 109, front contact 110 of stick relay X and wire 111 back to wire 98. It will be seen therefore that relay TV is de-energized as soon as relay H is de-energized by a train moving toward the right in the section to the left of point 3, but that when a train moving toward the left passes signal S relay W will become energized at once. The result of this control is that when signal S is moved to the stop indication by a train moving toward the right, signal S is at caution and signal S is at caution or stop, but that when a train moves toward the left, signal S returns to the proceed position and signal S returns to the caution position as soon as the train passes signal S Relay 1V is provided with a stick or holding circuit which will be traced hereinafter.

The control of relay V7 associated with signal S is the same as the control of relay N althoughthe signal which is controlled by relay W is not shown inthe drawing.

The apparatus shown in the present application is intended for co-operation with suitable train carried governing mechanism for the control of the speed of the train. This train carried governing mechanism is controlled in part by the track circuit current through the medium of receiving appliances at the front end of the train, and so it is obvious that a source of track circuit current must always be connected across the track rails ahead of the train. Such a source of current is provided by the apparatus which I will now explain.

Referring particularly to section -l-5, relay R at the right hand end of this section is a repeater for relay at the left hand end and similarly, relay It at the left hand end, serves as a repeater for relay X at the right hand end. Both of these repeater relays are normally de-energized. Relay R is provided with a circuit which passes from the upper terminal of transformer K through wires 64 and 112, front contact 113 of stick relay X wires 114, 115 and 116, winding of auxiliary relay 1%, wires 117, .118 and 119, backcontact 120 of stick relay X, wire 121, winding of repeater relay R and wires 122, 48, 47, 16 and back to he secondary of transformer K. Inasmuch as relay X is closed only when a train enters section et5 from the left, it is clear ,that this is the only condition under which relay R can be energized. It is also plain that the winding of relay B is included in the circuit for relay R and consequently will be energized at the same time as relay R 7 Vhen relay B is energized it opens its back contacts 123 and 124: thus disconnecting the primary of transformer N from its energy source and hence interrupting the supply of track circuit current from this transformer to the rails of the section. At the same time a front contact 125 of relay B is closed, the purpose of which contact will be explained hereinafter.

lVhen relay R is energized, it performs two functions, first, its back contact 126' is opened, thus disconnecting the relay T from the rails of the section, and second, its front contact 127 closes the normally open circuit for the primary of track transformer E", which circuit passes from the secondary of transformer D through wires 16 and 128, primary 129 of transforn'ier E, wire 130, front contact 127 of repeater relay R and wires 131 and 17 to secondary of transformer D The circuit for repeater relay R is essentially the same as that for repeater relay R the sole difference being that the circuit for repeater relay R is supplied with energy from a pole changer P operated by signal 8 instead of a reversing transformer K operated by relay TV. The controls and functions of relays R R, R and R are precisely the same as for relay R, the stick relays which operate repeater relays R and It" not being shown in the drawing.

In section 34, the stick relay X is provided with a repeater relay R the circuit for which passes from the secondary of transformer 1), through wires 21, pole changer P operated by signal S wires 81, 82, 82, and 132, repeater relay R wire 133, back contact 13 1 of track relay T, wires 135, 136 and 137 back contact 138 of track relay T wire 139, front contact 140 of stick relay X wires 141, 142 and 93, pole changer P and wire 20 to the secondary of transformer D When relay R is closed it disconnects track-relay T from the rails of the section and completes the primary circuit for track transformer. E. The track transformer E at the left hand end of section 3 l is normally energized over the back contact H3 of stick relay X The operation of the apparatus thus far described is as follows:

I will first assume that a train moving toward the right passes through the stretch of track shown in the drawing. When such train enters the block to the left of siding G it places signal S at stop, and the consequent reversal of pole-changer l? reverses relay H so that signal S moves to the cantion position. The opening of contact 97 at signal S also opens relay so that signal 8* moves to the caution position. When the train reaches the track section immediately to the left of point- 3 it opens track relay T and this opens relay H so that signal S then moves to the stop position. As the train passes point 3, track relay T isde-energized, thus displaying a stop indication at signal S by tie-energizing line relay i l- The opening of track relay T also energizes stick relay which latter relay remains energized as long as relay T is de-energized by virtue of the stick circuit which includes a back contact 62 on relay T. The entrance of the train into section 3 i shunts the only source of track circuit current and so track relay T is immediately tie-energized. This closes the circuit forrepeater relay B through back contact 134 of track relay T. Asa result, track relay T is disconnected from the rails of the section and track transformer E? is energized. The energizing circuit for track transformer E passes over a back cont-act on stick relay X so this transformer is tie-energized as long as the train occupies the section 8-4. When the train passesout of section 3- 1, the current from transformer E energizes track relay T thus (lo-energizing stick relay X which in turn Clo-energizes repeater relay R and connects energy to the primary of transformer E The de-energization of :relay R disconnects the primary of trans former E from its energy source and reconnects relay T G to the rails of the section. Thus both relays T and T are energized.

\Vhen the train enters section l-5 track clay T is de-energized, thus energizing stick relay X which in turn energizes relay l3 and repeater relay R As a result, the ransformer. N at the middle of the section s de'energized and track transformer E at the right hand end of the block is energized while track relay T is disconnected from the rails. The energization of stick relay X deenergizes relay It whichin turn de-energizes track transformer E so that as long as the train occupies section 4 there is no source of track circuit current in rear of the train and the track relay T remains open. As soon as the rear of the train passes out of section S 4, line relay H is supplied with current of reverse relative polarity from transformer. D over pole changer P operated by signal S which is .iow at stop. so line relay H is energized u the reverse direction and signal S displays a caution indication. As the train eaves section -l 5, relay T will be energized and stick relay X will be (lo-energized thus opening the circuit for relay TV at :ontaet LIA of stick relay X", but this circuit is now closedv through contact 145 on ignal S, which signal is now zit-caution, hcrefore relay W will continue to be energized. Relays T T and T being energized, relay H will be energized in the normal direction and signal S willindieate proceed. The de-energization of relay X opens the circuit for relay B and It, so that transformer 1* is reconnected to its energy source. At the same time transformer E is ale-energizeth track relay T* is connected to therails of the ears n at rarer E is energized. Thus the entire circuit is returned to normal condition. y

The operation of the apparatus as the train passes through section 5-6 will be understood from the foregoing without ditiiculty.

During the movement of a train toward the left the transformer N is disconnected from the track rails and the transformer E is now supplied with energy over front contact on relay R which has been picked up by the de-energization of relay T followed by the energization of relay X Thus it is plain that the operation of the apparatus is the same for trafiic in either direction through sections 4--5 and 56. As this train enters section 3'4-. it de-energizes relay T but relays T and X are not affected since relay T is supplied with energy from a transformer E at its ownend of the section. It is therefore plain that for movements of a t am in either direction the train issupplied with track circuit current from a source in advance.

The apparatus shown in Figs. 1 and 1 also includes means for at times supplying what I will term a local current to the track rails; which current flows in the same direce tion in the two track rails 2 and v2, that is, flows through these rails in parallel. The

purpose of this current will be explained hereinafter. Each section is provided with an impedance J connected across the rails adjacent the left hand end of the section, a similar impedance J connected across the rails adjacent the right hand end of the section, and two other similar impedances J and J connected across the rails at inter-mo diate points in the section. Considering sec tion 4- 5, for example,- when a train moving toward the right, enters this section it deenergizes'track relay T which in turn energizes relays X B and R. I will assume that signal S is at caution or proceed. In this case the local circuit for section t5 is from secondary 1&6 of local transformer (1 through wire 148, contact 1 l9'operated by signal S, wire 150, front contact 151 of repeater relay R, wire 152, back contact of stick relay X, wires 15 i. 155 and 156,' front contact 125 of relay 13, wires 157, 158, front contact 160 of stick relay X, wires 161 and 162 to impedance J thence through rails 2 and 2" in multiple to impedance J, thence through wire 1471c secondary winding 146 of transformer C The primary of transformer C is constantly supplied withalternating current from the secondary of 11116 transformer .D by ;w.1r es .16

and 17. fUnderthese conditions the rails of section 5-6 are supplied with local current throughout their length. Now I will assume that signal S is at the stop positlon; n which case the localcireuit isfrom the seewas 165 at l vel misc-sterne Gai hmush Cfl wire 16?, contact 149 operated by signal S, vire 150, front contact 151 of repeater relay 11, wire 152, back contact 153 of stick relay X, wires 154, 155 and 156, front contact 125 of auxiliary relay B, wires 157, 158 and 159, front contact 160 of stick relay wires 161 and 162 to impedance J in section l5, thence through rails 2 and 2 in multiple to impedance J then through wires 166, 165 and 16- to secondary 163 of local transformer C It is clear that in this'case local current is supplied to the rails of section l between impedances J" and J and that the relative polarity of the local current supplied to the rails when signal S is at stop is opposite to that of the local current supplied to the rails of thesection when signal S is at proceed or caution. It follows therefore that between points J and J 2 a train occupying section l-5 will be supplied with local current of what I will term reverse relative polarity by secondary 163 of transformer C if signal S is at stop and that between points J and J a train will be supplied with local current of what I will term normal relative polarity by secondary 146 of transformer C when signal S is at-proceed or caution. It also follows that when signal S is at stop no local current is provided for that portion of section 45 which lies between impedances J and J Section 56 and the portion of the section to the right of point 6 are equipped with apparatus similar to that described for section 45 for supplying local current to the track rails for traflic in either direction.

The apparatus and circuits for supplying local current to the rails of section l5 during the passage of a train moving toward theleft are similar 'to those just described for the passage of a train moving toward the right except that the circuits are controlled by relay instead of a signal circuit controller. lVhen this relay is energized, the circuit. for the local current for section l 5 passes from the left-hand terminal of secondary 207 of transformer C through the front point of contact 171 of relay 1V, contact 208 of relay R (which relay is closed when a train moving toward the left occupies section 45), back point of contact 160 of relay X, wires 158 and contact 125 of relay B (which contact is closed under the conditions assumed), wires 156, 155 and 154-, front. point of contact 153 of relay X, (which relay is closed under the conditions assumed) impedance J, track rails 2- and 2 of section 4-5 in multiple. impedance J, and wire 162 to the right-hand terminal of secondary 207 of transformer If relay W is open, however, when a train moving toward the left occupies section l-5, the circuit for the local current for this sec tion passes from the right-hand terminal of r -a 9st t a ntenna ln'e gh -rclatiive polari y w ll 901 the back point of contact 171 of relay lV, contact 208 of relay R back point of contact 1.60 of relay X, contact 125 of relay B, front point of contact 153 of relay X impedance J track rails in multiple to impedance J and thence to the left-hand terminal of secondary 209 of transformer It will be seen, therefore, that when a train moving toward the left occupies section 45, this train will receive local current of normal relative polarity throughout the entire section if relay is closed, or local current of reverse polarity from impedance J 3 to impedance J if relay JV is open.

It is assumed in the preceding discussion that when a train moving toward the left occupies section 4.5, relay remains closed. It will be observed,however, that when a train enters this section it closes rclay R thereby opening at contact 104; the circuit which I have hereinbefore traced for relay Assuming, however, that relay 1V is already closed when a train enters section 4-5, it will remain closed due to a stick or holding circuit wl'iich passes from the left-hand terminal of the secondary of transformer D, through wire 12, pole changer P (which is now reversed), wire 206, wire 10S, winding of relay wire 107, circuit controller 106, wire 105, front point of contact 104; of relay R wire 205, contact 204 of relay W wire 203, normal or reverse contact 202 of relay H wire 201,

wire 200, pole changer P and wire 13 to the'right hand terminal of the secondary of transformer D. It follows that after a train enters section i-5, relay remains closed unless relay H becomes de-energized, that is, unlessa train moving toward the right enters the section of track immediately to the left of point 3. i

One reason for providing this stick or holding circuit for relay V is as follows:

It is well understood that if a train mov ing toward the left enters section 4-5 under a clear indication at signal 8*, it is undesirable to give a less restrictive indication aboard the train until the train reaches signal 8. Assuming that the stick or holding circuit were not provided for relay W, then 1 if a second train moving toward the right should enter the block to the left of siding G after the first train had passed signal SK such second train would cause de-energization of relay 1V, with the result that local current of reverse relative polarity would be supplied to section 4L-5 between impedanccs J and J and the supply of local current between impedances i 4 and J would be discontinued. This is avoided; however, by movidlng the stick circuit for relay \V" as hereinafter explained and the result of this stick-circuit is that under the conditions a: sumed the supply of local current of normal ees the first train is in section 4'5, provided that the second train does'not reach the track section immediately to the leftofpoint 3.

The apparatus shown for supplying local current to the rails of'section 3-1 is as follows: Assuming, that a train moving toward the left enters this section, and that signal S is at proceed or caution, the train will be supplied with local current of normal relative polarity, over a circuit which will pass from secondary 172 of transformer C through Wire 1'78, contact 174; operated by signal S Wll-Q 17 :rback contact 176 of stick relay X wires 177, 178 and 179, back contact 180 of repeater relay R, wires 181 and 182 to impedance J in section 34, thence through rails 2 and 2 in multiple, impedance J and wire 183 to secondary 172 of local transformer If signal S is at stop, section 3-- 1 Will be supplied with local current of reverse relative polarity over a circuit which passes from secondary 184- of local transformer C through Wires 185, 186

new

and 187 to impedance J thence through rails 2 and 2 in parallel, impedance J Wires 182 and 181, back contact 180 of repeater relay Rflwires 179, 178 and177, back contact 17 6 of stick relay X wire 175, contact l7i,operated by signal S and Wire 188 to secondary 18d of transformer G VVheh a train moving toward the left enters section 3i it Will be supplied, therefore, with local current of normal relative polarity throughout the length of the sec tion if signal S is at caution'or proceed, and local current of reverse relative polarity from impedance J to impedance J if section of signal S displays'a stop indication.

Atrain moving toward the right and entering" section 34 Clo-energizes track relay T and energizes relay and If signal S is-at caution or proceed, the section 3-4: is supplied with local currentof normal relative polarity over a circuit which passes from secondary 189 of transformer C through wire 182, impedance J rails 2 and 2 in parallel, impedance J", Wires 183 and 198, front contact 176 of relay X, Wires 177, 178 and 179, front Contact 180 of relay R, wire 192. contact 191 operated by signal S, and Wire 190 to secondary 189 of transformer C hen signal S is at stop the local. circuit is closed from secondary 193 of transformer C, through xvi 19-1, contact 191 operated by signal S, Wire 192, front contact 180 of relay R Wires 1.79, 178 and 177, front contact 17 6 of relay X wires 198 and 188, impedance J, rails and 2 in multiple, impedance J, and Wires 197,- 196 and 19b to secondary 193 of transformer C whereby local current of reverse "relative polarity s supplied to sect on 3-4 from impedance J to impedance J w nails have e re ed e t that apparatus shown in the present application is intended for co-operation with train carried mechanism so constructed that when the mechanism receives t'ack circuit can rent as Well as local current of normal relative polarity the train. may proceed at full speed; When the train carried mechanism receives track circuit current and local cur rent of reverse relative polarity, the train may proceed at an intermediate speed, and when the t'ain receives track circuit current alone it may proceed at a low speed. In all three conditions, the brakes will be applied ifthe train exceeds the speed permitted by the characteristics of the currents received from the traolzway.

Although I have herein shown and de scribed only one form of railway traffic con trolling apparatus embodying my invention, it is understoodthat various changes and modifications may be made therein Within the scope of the appendedclaiinswithout departing from the spiritand'scope of my invention.

Having thus described my invention, What I claim is:

1. In combination, a section of railway track, a, track circuitfor said section including a secondaryof a transformer connected across the rails adjacent the middle of the section, two track relays connected with the rails adjacent the ti'vo ends of the section, a source of energy for the primary of said transformer, and means controlled by each of said track relays when affected by a train entering the associated end of the section for immediately disconnecting said source from theprimary of said transformer.

2. In combination, a section of railway track, a track circuit for said section ineluding a secondary of a transforn'ier connected across the rails adjacent the middle of the section, two track relays connected with the rails adjacent the two ends of the section, a source of energy for the primary of said transformer, and means controlled by each of said track relays when affected by a train entering the associated end of the section for immediately disconnecting said source from said transformer and connecting a source of alternating track circuit current at the'end'of the section in advance of the train.

3. In combination, a section of railnuiy track, a track circuit for said section in cluding a secondary of a transformer connected across the rails adjacent the middle of the section, tr-7o track transformers havingthe'ir secondaries constantly conner. ed Witlrthe rails at the two ends of the section, respectively, two track relays normally con- Iiected'With the rails at the two ends of the section, respectively, a source of energy non 11v canned-ed by each track relay when affected by a train entering the associated end of the sec tion for immediately disconnecting said source from the middle transformer and the track relay in advance of the train from the track rails and for connecting a source of energy with the primary winding of the end transformer in advance of the train.

l. In combination, a section of railway track, a source of alternating current connected with the rails adjacent the middle of the section, two track relays connected with the rails adjacent the two ends of the section, a normally tie-energizing stick re lay at each end of the section, means con trolled by each track relay when deenergized by a train entering the section at the corresponding end for energizing the stick relay at that end and keeping it closed until the train leaves the section, a normally de energized auxiliary relay adjacent the middle of the section, means controlled bv the energization of either of said stick relays for energizing said auxiliary relay, and means controlled by said auxiliary relay when energized for disconnecting said source of current from the track rails.

In combination, asection of railway track, a source of alternating current connected with the rails adjacent the middle of the section, two track relays connected with the rails adjacent the two ends of the section, a track transformer at each end of the section having its secondary connected with the track rails, a normally de-energized stick relay at each end of the section, means controlled by each track relay when de-energized by a train entering the section at the corresponding end for energizing the stick relay at that end and keeping it closed until the train leaves the section, a normally de-P energized auxiliary relay adjacent the middle of the section, means controlled by the cnergization of either of said stick relays for energizing said auxiliary relay, means controlled by said auxiliary relay when energized for disconnecting said source from the track rails, two normally tie-energized repeater relays one at each end of the section and each operating when closed to disconnect the associated track relay from the rails and to connect a source of energy with the primary of the associated end transiornier, and means "for energizing each repeater relay when the stick relay at the other end of the section and both track relays are tie-energized.

6. In combination, a section of railway track, a source of alternating current eonuected with the rails adjacent the middle of the section, two track relays connected with the rails adjacent the two ends of the section, a normally deenergized stick relay at each end of the section, and means controlled y l We; relay li e ssi is ea by.

train entering the section at the corresponding end for energizing the stick relay at that end and keeping it closed until the train leaves the section, a normally de-energized auxiliary relay adjacent the middle of the section, means controlled by the energization of either of said stick relays for energizing said auxiliary relay, means controlled by said auxilary relay for disconnecting said source of current from the track rails, two normally de-energized repeater relays one at each end of the section and each operating when closed to disconnect the asso-' ciated track relay from the rails and to connect a sourceof energy with the rails at the same end or" the section, means for energizing each repeater relay when a train enters the other end of the block, and means for preventing the simultaneous energization of the two repeater relays.

7. In combination, a stretch of railway track divided into sections, a source of alternating current connected across the rails of each section adjacent the middle of the section, two track relays normally connected with the rails of each section adjacent the two ends of the section respectively, two track transformers having their secondaries constantly connected across the two ends respectively of each section, two signals for each section for governing tratiic through the section in opposite directions, a line relay for each signal, two repeater relays for each section one at each end of the section, a stick relay for each end of each section, means for energizing each stick relay when a train passes the associated signal movingin the direction in which the signalgoverns trafiic and for subsequently keeping it closed till said train leaves the section governed by such signal, means tor energizing each repeater relay when the stick relay at the other end of the section is energized, means 1o! controlling each line relay by the two track ielays of the associated section and by the line relay for the signal next in advance governing traflic in the same direction and also by the stick relay associated with the last mentioned line relay, a normally de-ener gized auxiliary relay located adjacent the middle of each section, means controlled by the energization of either associated repeater relay for energizing said auxiliary relay, means for disconnecting said source of current from the rails when such auxiliary relay is energized, and means controlled by each repeater relay for disconnecting the associated track relay from the rails of the section and for connecting a source of energy to the primary of the associated track transformer.

8. In combination, a section of railway track, a source of alternating current connected across the rails adjacent the middle or? s ae ti a We. treat r l y onne ted,

'withthe rails adjacent the two ends of the section, respectively, two signals for governing itralfic through the section in opposite directions, a normally tie-energized stick relay for each track relay, means for energizing each stick relay when a trainpasses the associated signal moving in thedi-reetion in which the signal governs trafiic, two normally de-energized repeater relays one at each end of the section, an auxiliary .relay adjacent the middle oi the section, means for energizing said auxiliary relay and the repeater relay at oneend of the section when a :train enters the section .at the other end, means operating when :a strain passes either signal moving in the direction in which the signal governs traific and controlled by the auxiliary relay and the stick relay and repeater relay associated with such signal to supply alternating current of one relative polarity to the rails of the section in parallel from the entrance end to the exit end of the section when traffic conditions in advance are safe, and of the other relative polarity from the entrance end to an intermediate point in the section when traiiic conditions in advance are not safe.

9. In combination, a stretch of railway track, comprising two blocks separated by a passing siding, the first block being provided with a track section adjacent said siding, a signal governing traffic through said section toward said siding, a normally closed relay for controlling said signal, means for controlling said relay in such manner that it is closed when the second block is unoccupied or is occupied by a train which has entered the second block moving away from the siding but is open when a train occupies the second block moving toward the siding, said means including a source of current associated with the second block, a normally open relay closed by a train entering said track section moving toward the siding, a stick circuit for said first relay closed when said second relay is closed whereby if the first relay is closed when a train moving to ward the siding enters said section it will not be opened by a second train subsequently entering the second block, said stick circuit including a source of current associated with the first block, and means controlled by said first relay for supplying vehicle governing current to said track section.

10. In combination, a stretch of railway track comprising two blocks separated by a passing siding, the first block being provided with a track section adjacent said siding, a signal governing traflic through said section toward said siding, a normally closed relay for controlling said signal, a circuit for said relay including a source of current associat-ed with the second block. means normally operating to open said relay when a train enters the second block moving toward said siding, normally open relay closed by a train entering sald section moving toward the siding, means operating when said second relay is closed to prevent the first relay 'lrom being opened by trainle-ntering siding, a signal governing-;tiiaific through said. section toward said siding, a normally closed relay for controlling said signal, means normally operating to open said relay when a train enters the second block moving toward said siding, a normally open relay closed by a train entering said section moving toward the siding, a repeating relay controlled by said normally open relay, means controlled by said repeating relay and operating when the relay is closed to supply one vehicle governing current to said track section, means operating when said repeating relay is closed to prevent the first relay from being opened by a train entering the second block, and means controlled by said first relay for supplying another vehicle governing current to said track section.

12. In combination, a stretch of railway track comprising two blocks separated by a passing siding, the first block being provided with a track section adjacent saidsiding, a normally closed relay, means normally operating to open said relay when a train enters the second block moving toward said siding, a normally open relay closed by a train entering said section moving toward the siding, means controlled by said second relay for normally supplying track circuit current to the middle of said section and operating when the second relay is closed to discontinue said supply and to supply track circuit current to an end of said section, said last named means including a repeating relay, means operating when said repeating relay is closed to prevent the first relay from being opened by a train entering the second block, and means controlled by said first relay for supplying another vehicle governing current to said track section.

13. In combination, a stretch of railway track comprising two blocks separated by a passing siding, the first block being provided with a track section adjacent said siding, a normally closed relay, means normally operating to open said relay when a train enters the second block moving toward said siding, a normally open relay closed by a train entering said section moving toward the siding, means including a third and normally open relay controlled by said second relay for controlling the supply of a vehicle governing current to said track section, means operating when said third relay is closed to prevent the first relay from being opened by a train entering said second block, and means controlled by said first relay for supplying another vehicle governing current to said track section. s

14. In combination, a stretch of railway track comprising two blocks separated by a passing siding, the first block being provided with a track section adjacent said siding, a normally closed relay, means normally operating to open said relay when a train enters the second block moving toward governing current to said track section,

means operating when said third relay is closed to prevent the first relay "from being opened by a train entering said second block, means controlled by said first relay for supplying another vehicle governing current to said track section, and a signal for said track section controlled by said first relay. In testimony whereof Iaffix my signature.

' RONALD A. MCOANN.

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