US1505070A - Railway-traffic-controlling apparatus - Google Patents

Description

L. V. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed March INVENTOR wbf x/ wA \w m.

QR a i SEQ Aug. 12 1924'.

Patented i -tug. l2,

umrso STATES- PAT E N T OFF if? Fl...

LLGYDVL. LEFWIS, 0F EJJGE'WOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO. THE UNION SWITCH & SIGNAL COM PANY, 0F SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARAT'Ufi.

Original applicationv filed "March 9, 19.20," Serial No. 364,458 Divided and this application. filed August '17,

To all 2.072.02. 2 it may cmwem:

Be it known that I, LLOYD V. Lewis, a citizen of the United States, residing at Edgewood Borough, in the county of Al legheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-'lrafiic-Controlling Appa:--

ratus, of whichthe following is a specification.

My invention relatesto. railway trafficcon trolling apparatus of the type wherein automatic brake. application. mechanism on a train or vehicle is controlled by energy which is supplied thereto from the trackway.

The present application is a. divisionof niy copending application filed on the 9th day of March, 1920', Serial No. 364458, for railway traffic controlling apparatus.

1 will describe one form of apparatus eni bodyingxiny invention, and Willthen point out the-novel features thereofin claims.

In the accompanying drawings, Fig- 1 is a diagrammatic view showing one form of trackway apparatus adapted for co'-operation with vehicle carried apparatus embodying my invention. Fig. 2 is a View showing one form of vehicle carried apparatusqenr.

be i "iny invention.

Einnilarrefe ence characters; referto similar parts in each of the-views.

Il'leferring first to Fig. 1,.the reference characters 1 and 1 designate the track rails of a railway along which traffic normally moves in the direction indicated by the arrow, and which rails are divided by inslr lated joints 2 to form a pluralityof successive hloclis .:-i.-l3, B@., etc. Located acent the entrance ene of each block is a .idside signal which is designated by the reference character S with an exponent corresponding to the location. Each of these nals, as here shown, is of the semaphore Lv and proceed, according as the semaphore is in the horizontal, the inclined or the vertical position. The apparatus for controlling the signals is omitted from the drawing for the reason that itforins no part of any invention, but it is understood that in accordance with usual practice each signal indicates stop. when. the corresponding block is occupied, caution whenlthe corresponding block is unoccupied and the pe, adapted to indicate stop, caution Serial No; 582,504.

block next in advance is occupied, and proceed when the. corresponding block and the liloclenext in advance are unoccupied. Thus, as shown in the drawing, the block to the right of point D is occupied by a vehicle V, so that signal S for this block indicates stop, signal S indicates caution, and signal S indicates, proceed.

Each block" is provided with means for connecting a source of alternating vehicle governing current across the track rails adjacent the exit end of the block. [is here shown, this is accomplished by a transformer for each block, designated by the reference character T with an exponent corresponding'to the location, the secondary of which is constantlyconnected across the rails of the block, and the primary of which is at times connected with a transinission'line which is supplied with vehicle governing alternating current by a generator F. The primary circuit of each transformer T includes circuit controlleroperated by the adjacent signal and designated by the reference char acter H with the same exponent as that of the signal. Eachof these circuit controllers is arranged to be closed when the signal indicates proceed or caution, but open when the signal indicates stop. It will be" seen, therefore, that vehicle governing current is supplied to the rails of a block. when the signal for the blocl: next in advance. indicates-proceed or caution, but not when it indicates stop. In other words. this current is supplied to each block whenever the block next in advance is unoccupied. Inaccordance with usual practice, an irn pedance 6 is interposed in the connection between one of the track rails and the secondary of each transformer Tto limit the current drawn from this transformer when a car or train is near the exit end of the block.

Referring now to F 2, the vehicle carried apparatus, in the form here shown, includestwo laminated soft iron cores 9 and 9 which are mounted on the vehicle in advance of the. forward axle and are located over the two track rails 1 and 1 respectively. Each of these cores is'substantially U-shaped, with its legs pointing down wardly, and each core disposed trans versely with respect to the rail, The two cores 9 and 9 are provided with windings 10 and 10, respectively. It is apparent, therefore, that when alternating current flows in either rail, part of the magnetic lines of force surrounding such rail will pass through the core which is directly over the rail and so will induce an alternating potential in the coil carried by such core.

The coils 10 and 10 are included in a receiving circuit a, the coils being so connected in this circuit that the potentials created in the coils by an alternating current flowing in opposite directions in the two rails are additive. It will be seen, therefore, that track circuit current from the transformers T will induce an alternating potential in the receiving circuita. The potential thus created in the receiving circuit is utilized to control-the supply of current to a magnet .M suitable amplifying apparatus W preterably being interposed between the receiving circuit and the magnet as indicated in the drawing.

Relay M controls two devices 46 and 47 in such manner that each device is energized when relay M is closed, and de-energized when relay M opens. These devices have different time intervals of operation, and as here shown each device is in the form of a relay, relay 47 being of the slow-releasing type while relay 46 is of the quick-releasing type. It follows that when relay l\ opens, relay 46 will open at once, but relay 47 will remain closed for a fixed interval of time.

Relays 46 and 47 control a brake application magnet Y which is arranged to cause an automatic application of the brakes when the magnet becomes de-energized. Magnet Y is energized when both relays 46 and 47 are closed and also when both of these relays are open. When the relays are closed, the circuit for magnet Y is from battery 52, through wire 53, upper point of contact 54 of relay 46, wire 62, upper point of contact 55 of relay 47, wires 56, 57, 58, winding of magnet Y, wire 68, contact 64 controlle by magnet Y, and wires 65 and 66 to battery 52. When relays 46 and 47 are open, the circuit for magnet Y is from battery 52, through Wire 53, lower point of contact 54, wire 59, contact 60, wires 61 and 58, winding of magnet Y and thence as before to battery 52. It will be seen from the foregoing that when relay M opens, the circuit for magnet Y will at once be opened at contact 54 of relay 46, but that after a fixed interval of time, determined by the time characteristic of relay 47 magnet Y may again be energized by the operation of push button 67 and the magnet will then remain energized as long as relay 1 a is open. Push button 67 merely closes a shunt around the magnet operated contact 64. p

In order to prevent an automatic application of the brakes when relay M opens, I have provided means for energizing magnet Y temporarily independently of relay contacts 54, 55 and 60. This means comprises a contact 68 controlled as hereinafter explained and connected in shunt with the contacts of relays 46 and 47. \Vhen circuit controller 68 is clossed, the circuit for magnet Y is from battery through wire 69, circuit controller 68 wires 70, 57 and 58, winding of magnet Y, wire 63, contact 64, and wires 65 and 66 to battery 52.

Circuit controller 68 is operated by a piston 71 moving in a cylinder 72. The piston 71 is biased to its uppermost position by a spring 7 3, and when in this position circuit controller 68 is open. The piston 71 may be moved downwardly, however, in oppo sition to the action of the spring '73, by ap plying fluid pressure to the upper end of cylinder 72, and when this occurs circuit controller 68 is closed. Fluid pressure is supplied to the upper end oi' cyiinder 72 by a reservoir R which is at times connected with main reservoir through pipe 8, and at other times with the upper end of cylinder 72 through pipe 74, the connections just mentioned being accomplished by a manually operable valve Q. This valve Q normally occupies the position shown in the drawing so that reservoir R is normally charged with main reservoir pressure. When it is desired to suppress an automatic application of the brakes, valve Q, is swung in clockwise direction, so that reservoir R" isconnected with the upper end of cylinder 72 whereupon piston '71 is moved downwardly to close circuit controller 68. The air in resevoir R then flows out throu h an orifice 75 of restricted area, so that a ter a fixed interval of times, such for example, as 15 to 20 seconds, piston 71 returns to its initial position under the influence of spring 73.

The operation of the apparatus shown in Fig. 2 is as follows:

When the vehicle passes a caution signal, relay M opens. so that unless the englncer takes suitable action magnet Y becomes dc energized to cause an automatic ap )lication of the brakes. If, however, valv e il is reversed just prior to the opening of relay M, magnet Y remains energized during the interval of time required for the contacts of relay 47 to reverse, so that this magnet is maintained in energized condition until the second circuit for the magnet becomes closed.

It will be observed that when magnet Y is tie-energized it cannot again become energized until push button 71 is closed. This push button is preferably located in such position on the vehicle as to require the vehicle to come to rest before the push button can be reached.

It will be observed that if the driver fails to return the valve Q to its original or normal position, circuit controller 68 will open upon liiil lilli Cir the expiration of the time interval of 15 or 2O seconds, so that the suppressing function of this circuit controller is then lost and an automatic application of the brakes will ocour the next time that relay M opens unless the driver operates the valve Q, in the proper manner.

Although I have herein shown and described only one form ofapparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the apranged to be cle-energized when the magnet becomes cle-energized, brake application mechanism controlled by said relays and set into operation during the interval between the opening of the quick releasing relay and the opening of the sloW releasing relay, and manually operable means on the vehicle effective to prevent said brake application mechanism being set into operation during said interval.

2. Railway traffic controlling apparatus comprising two relays located on a vehicle and designed to open indifferent time intervals after de-energization, brake application mechanism, clontro lled by said, relays and set into operation during the in terval between the opening of thefirst relay and the opening of the second relay after cle-energization of said relays, and means in the tracltway for causing said relays to be energized under safe traffic conditions but not under unsafe traflic conditions.

3. Railway trafiic controlling apparatus comprising two relays located on a vehicle and designed to open in different time-in tervals after cle-energization, brake application mechanism controlled by said relays and set into operation during'the interval between the opening of the first relay and the opening of the second relay after deenergization of said relays, manually 0pcrable means on the vehicle for preventing said brake application mechanismfrom being set into operation during said interval, and means in the trackway for causing said relays to be energized under safe traffic conditions but not under unsafe traflic conditions.

at. Railway traliic controlling apparatus comprising two relayslocated on a vehicle and designed to open in different time in tervals after cle-energization, brake application mechanism on the vehicle, means controlled by said. relays for holding-said mechanism in inactive condition when both relays are open, said means operating to set said mechanism into operation during the interval between the opening of the first relay and the opening of the second relay after de-energization. of the. relays, and means in the trackway for causing said relays to be energized under safe traffic conditions but not under. unsafe trafIic conditions.

5. Railway trafiic controlling apparatus comprising two vehicle carried deviceshaving different time intervals of operation, brake application mechanism. controlled by said devices and set-into action during the interval between the operations of; said dc..- vices, manually operable means onthe vehicle for preventing operation of said: brake application mechanism duringsaid interval, and means controlled from the trackway for initiating the operations of said devices upon a change from a. more favorable to a less favorable traffic condition.

6. Railway traflic controlling apparatus comprising two vehicle carried devicesyhaving different time intervals ofv operation, brake application mechanism on. the vehi cle, means controlled by said devices for holding said mechanism. in; inactive condition before the operation of said devices has been initiated and: also after the op:- eration of both devices has been completed, but for setting said mechanism intoact-ion during the, interval between the-operations of said devices, and means controlled from the traclrwayv for initiating the. operations of said devices upon a. change from a more favorable to a less favorable traffic condition.

7. Railway tranic controlling apparatus comprising two vehicle carried. devices having different time intervals of operation, brake applicationv mechanism on the vehicle, means controlled by said devices for holding said mechanism in inactive condit-ion before the operation of said devices has been initiated and also after the operation of both devices has been completed, but for setting said mechanism into action during the interval between the operationsof said devices, manually operable means on the vehicle for preventing operation of said brake application mechanism during said interval, and means controlled from the trackway for initiating the operations of said devices upon a change from a more favorable to a less favorable traflic condition.

8. Railway traflic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing re circuit for said magnet armature contact and a front on saidvehicle connected in both of said circuits in multiple with the armature contact of said magnet.

9. Railway traffic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing re- I lay located on a vehicle. means in the track- Way for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable trailic condition, a brake application magnet on said vehicle, and a control circuit for said magnet including a front contact of each of said relays.

10. Railway traflic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the track- Way for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable traffic condition, a brake application magnet on said vehicle and a control circuit for said magnet including a front contact of each of said relays and'an armature contact closed only When said magnet is energized.

11. Railway traffic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on avehicle, means in the track- Way for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable traffic condition, a brake application magnet on said vehicle, a control circuit for said magnet including a front contact of each of said relays, and a branch for said circuit around said front contacts and including a back con-tact of each relay.

12. Railway trafiic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackway for causing energization of said relays and for permitting both relays to become tie-energized in response to change from a more favorable to a less favorable trafiic condition, a brake application magnet on said vehicle, a control circuit for said ma net including a front contact of each of said relays, and an armature contact closed only when'said magnet is energized, and a branch for said circuit around said front contacts and including a back contact of each relay.

13. Railway trafiic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackway for causing energization of said relays and for permitting both relays to become tie-energized in response to change from a more favorable to a less favorable trafiic condition, a brake application magnet on said vehicle and a control circuit for said magnet including a front contact of each of said relays and an armature contact closed only when said magnet is energized, and a branch around said armature contact including a normally open manually operable ircuit controller.

14:. Railway traliic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackway for causing energization of said relays and for permitting both relays to become ale-energized in response to chan e from a more favorable to a less favora le trafiic condition, a brake application ma net on said vehicle and a control circuit or said magnet including a front contact of each of said relays and an armature contact closed only when said magnet is energized, a branch around said front contacts including a back contact of each of said relays, and a branch around said armature contact including a normally open manually operable circuit controller.

15. Railway trafiic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackway for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable trafiic condition, a brake application magnet on said vehicle, and a control circuit for said magnet including a front contact of each of said relays, a branch around said relay contacts including a normally open circuit controller, and manually operable means effective for a given interval of time to close said circuit controller.

'16. Railway traffic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackway for causing energization of said relays and for prmitting both relays to become deenergizcd in response to change from a more favorable to a less favorable traffic condition, a brake application magnet on said vehicle and a control circuit for said magnet including a front contact of each of said relays and an armature contact closed only when said magnet is energized, a branch around said relay contacts including a normally open circuit controller, and manually operable means effective for a given interval of time to close said circuit controller.

17. Railway traflic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackivay for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable traflic condition, a brake application magnet on said vehicle, a control circuit for said magnet including a front contact of each of said relays, and a branch for said circuit around said front contacts and including a back contact of each relay, a branch around said relay contacts including a normally open circuit controller, and manually operable means effective for a given interval of time to close said circuit controller.

18. Railway traffic controlling apparattus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackvvay for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable trailic condition, a brake application magnet on said vehicle, a control circuit for said magnet including a front contact of each of said relays, and an armature contact closed only when said magnet is energized, and a branch for said circuit around said front contacts and including a back contact of each relay, a branch around said relay contacts including a normally open circuit controller, and manually operable means effective for a given interval of time to close said circuit controller.

19. Railway traflic controlling apparatus comprising a comparatively quick releasing relay and a comparatively slow releasing relay located on a vehicle, means in the trackWay for causing energization of said relays and for permitting both relays to become de-energized in response to change from a more favorable to a less favorable traflic condition, a brake application magnet on said vehicle and a control circuit for said magnet including a front contact of each of said relays and an armature contact closed only when said magnet is energized, a branch around said front contacts including a back contact of each of said relays, and a branch around said armature contact including a normally open manually operable circuit controller, a branch around said relay contacts including a second normally open circuit controller, and manually operable means effective for a given interval of time to close said second circuit controller.

In testimony whereof I aflix my signature.

LLOYD V. LEWIS.

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