US1665860A - Railway-traffic-controlling apparatus - Google Patents

Description

April 10, 1928.

B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS 6, 1923 3 Sheets-Sheet l VENTOR: a, 8 1pm f Filed Oct.

April 10, 1928. 1,665,860

B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 6; 1925 5 Sheets-Sheet 2 V) S \D NQ l I 0 w E 0 0 U .L N T '3 N m v Q: m a a Q 2% N .am J.)

M [N 55 T I i Q N INVENTOR'. fi k- NR 6. 4 m,

April 10, 1928. 1,665,860

B. R. PADMORE RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 6. 1923 3 Sheets-Sheet 3 INVENTOR 4-. W

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Patented Apr. 10, 1928.

UNITED STATES 1,665,861) PATENT oFFleE.

BERTRAM R. PADMORE, or iroNraosn .HEIGHTS, BLAWNOX, PENN YLVANIA, As- SIGNOR TO THE UNION swrron & SIGNAL COMPANY, or SWISSVALE, PENNSYL- VANIA, A CORPORATION or PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed October 6, 1923. Serial No. 666,919.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type wherein governing mechanism on a train is controlled by energy received inductively from the track rails. More particularly the present invention relates to the trackway portion of such apparatus.

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

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of trackway apparatus embodying my inven tion, Figs. 2 and 3 are diagrammatic views showing modifications of the apparatus shown in Fig. 1 and also embodying my invention.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a railway along which traflic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of successive sections of which only one section DE is shown in the drawing. It is understood, however, that each section would be provided with apparatus similar to the apparatus associated with the section D-E.

In the form here shown, the railway is of' the electric propulsion type, so that balanced inductive bonds 3 are provided to conduct the propulsion current around the insulated joints 2.

Located adjacent the two ends of the section DE are transformers T and T the secondaries of which are constantly con nected across the rails adjacent the two oorresponding ends of the section. A third transformer T is located at an intermediate point K in the section, which point may be at maximum braking distance from the exit end E for trains moving at medium speed. The secondary of transformer T is likewise connected across the rails of the section. The transformers T, T and T furnish what I will term track circuit current to the rails of section DE.

Located adjacent the two ends f the section are track relaysR and R each of which, here shown, comprises two windings 17 and 18. One winding 17 of each relay is connectcd across the rails of the section in multiple with the secondary of the adjacent transformer T, an impedance 16 being connected in series with this winding ofeach relay. Each impedance 16, as here shown, is a reactance having two windings in mutual inductive relation, so that when the second winding is placed on short circuit the value of the impedance is reduced whereby in effect theimpedance is shunted out of the relay winding circuit. The functions of these impedances will appear hereinafter.

Located adjacent the entrance end of the section D-E is a signal S and a similar signal S is located adjacent the entrance end of the section next in advance. The circuits for the control of signal S will be explained hereinafter.

Located at point E is relay F, whichis provided with a circuit passing from a wire B, through circuit controller 4; operated by a signal S, and-winding ofrclay F to a wire C. Tires and C are connected with the two terminals of an alternating current generator G. It will be seen that relay F is energized whenever signal S indicates proceed or caution, and de-energized when this signal indicates stop. Inother words, relay F is energized whenever the section immediately to the right of point E is unoccupied.

lVhen relay F is energized, the primary of transformer T is connected with wires,

B and C through contacts 5 and 6 of relay F, so that track circuit current is then supplied to the rails of section DE at the exit end of the section, which current is of what I will term normal relative polarity. At such times the short circuit for impedance 16 is opened at back contact 8 of relay F so that this impedance is effective to limit the amount of current in winding 17 of relay R whereby this winding is protected from over-energization. ,7 p j XVhen relay F is-energized, the primary circuit for transformer T is opened at the back contacts 5 and 6 of relayF, so that track circuit current-is not, supplied to seetion DE at point RelayeR at the entrance end of the. section is now energized and the impedance 16associated with this relay is rendered inefi'ectivebecaus'e its short circuit is closed at back contact 21 of a relay L Bela y L provided with a circuit which passes from wire B at location E through the back point of contact 5 of relay F, back point of contact 9 of relay R wire 12, and winding of relay L to wire C. Contacts 22 and 23 of relay L being open, the primary circuit for transformer T is open, so that track circuit current is not supplied to the rails at the entrance end of section D-E.

The reference cluiractcr hit designates a transformer, the primary of which is con nected across the wires B and C, and the secondary of which is connected with the middle points of the two inductive bonds 3 associated with section 13-13. It will be seen,'thereforo, that the alternating current supplied by transformer M passes through the two rails 1 and 1 of section D-E in multiple, and that the supply this curent is constant. The current supplied by transformer M I will term local current.

Before explaining the operation of the apparatus it should be pointed out that the trackway apparatus herein shown is intended for cooperation with train-carried mechanism so designed that when a train receives track circuit current of normal relative p0 larity and also local current, a proceed indication is given on the train; when the train receives track circuit current of reverse relative polarity and also local current, caution indication is given on the train; and when the supply of track circuit current is discontinued, a stop indication is given on the train. As shown in the drawing, the apparatus is'not affected by the presence of trains, so that track circuit current of normal relative polarity is supplied to the rails at the exit end of the section by transformer T A train passing through the section in the direction indicated by the arrow will therefore receive t'ack circuit current of normal roll. tive polarity and also local current throughout the section and so aproceed indication will be given aboard the train. As such train enters section D-E it will de-energize relay R, and as the train approaches point K it will also (lo-energize relay R but neither of these relays will have any effect on the parts of the apymratus thus far described. As the train passes point E it will place signal S at stop, thereby causing relay F to become (lo-energized. The ;le-energization of relay F will result in the opening of the primary circuitfor transformer T and the closing of the primary circuit for transformer T so that track circuit current of reverse relative polarity will be supplied to the rails of section DE at point K. At

the same time winding 18 ofeach track relay R' and R will be supplied with current of reverse relative polarity through polechanging contacts 19 and 20 on relay F, and so track relays R and R will continue to be energized by the track circuit current which is now supplied to the track rails by transformer T The short circuit for impedance 16 associated with relay R is now closed at contact 8 of relay F, so that in effect this impedance is shunted.

lVith a train in the section immediately to the right of point E, I will assume that a following train moving in the same direction enters section D-E. As such second train passes point D it will receive track circuit current of reverse relative polarity and also local current, so that a caution indication will be given aboard the train. This train will immediately ale-energize track relay R, but this causes no change in the parts of the apparatus thus far described. As the sec- 0nd train approaches point K it will deenergize track relay R whereupon relay L will become energized because both relays and F are now open. The closing of relay L will open the short circuit for impedance 16 at relay B because of the opening of back contact 21, and it will also close the primary circuit for transformer T at contacts 22 and 23, so that track circuit current of reverse relative polarity is supplied to the rails at the entrance end of section DE. The opening of track relay R also serves to open the primary circuit for transformer T, so that the supply of track circuit current at point K is discontinued. As soon as relay R opens, which will usually be a short distance in the rear of point K, the supply of track circuit current to the second train will, be discontinued, so that a stop indication will be given on this train throughout the remainder of section DE. As the second train passes out of section D-E, track re lays It and R will. become energized from transformer T, whereupon relay L will become deenergized through the opening of bacl; contact 9 of relay R It follows that the supply of track circuit current at the entrance end of the section will be discontinued and track circuit current will. again be supplied at point K by transformer T". lVhen both trains have passed out of the section to the right of point E, relay F will become energized, so that traclc circuit current of normal relative polarity will again be supplied. to the rails at point E by transformer T and current of normal relative polarity will also again he su )plied to winding 18 of each track relay R and R through the polechanging contacts 19. and 20 of relay F. The apparatus is then again restored to its normal condition.

It will at once be apparent that signal S can not be controlled in the usual manner by track relay R because of the fact that this relay is at times energized while a train is in section DE. For this reason I provide adjacent point D a home relay H, the circuit for which is from wire B at point B, through contact 7 of relay F, wires 13 and ins ' hen the section 14, contact 24: of relay R, wire 15, and winding of relay H to wire C. This circuit is provided with a branch around the contact 7, which branch passes from wire B, through contact 11 of relay R to wire 14. It will be seen, therefore, that when section DE is occupied by a train and the section next in advance is unoccupied, relay H will be deenergized because under this condition track relay R is always (lo-energized.

to the right of E is occupied by a train and section DE is also occupied by a train, relay H will be deenergized because under this condition relay F and relay R are both de-energized. The caution indication circuit for signal S is controlled by contact 25 of relay H in the usual manner, and the proceed indication circuit for signal S is controlled in any suitable manner, such as by contact 25 of relay H and contact 26 of a line relay If governed by a circuit controller 527 on signal S Apparatus embodying my invention is particularly well adapted for use in connection with automatic train control on elec trified roads, because on such roads it is undesirable to break the circuit for the local current at an intermediate point in the section. I have avoided the necessity for such break by discontinuing the supply of track circuit current between points K and E in the rear of an occupied section, and one feature of my invention is the provision of means for doing this without necessitating insulated joints in the track rails at the point K.

Referring now to Fig. 2, the apparatus is similar to that shown in Fig. 1, except that the transformer T at the entrance end of the section is omitted, and track circuit current is supplied to the rails only by transformers T and T Normally this current is supplied to the primary of T through front contacts 5 and 6 of track relay R. so that when the section in advance of section DE is unoccupied track circuit current is always supplied to the rails of section DE at the exit end of the section. It follows that a train passing through the section will constantly receive track circuit current from the transformer at the exit end.

As here shown. the reactance 16 associated with track relay R is so designed that when the secondary winding of this reactance is on open circuit relay R is de-energized even though track circuit current supplied to the rails by transformer T but this specilic operation of relay R is not essential.

\Vhen a train enters the section in advance of DE it de-energizes track relay R, thereby discontinuing the supply of current to the primary of T Contact 8 of relay R closes the secondary circuit for reactance 16.

thereby reducing the value of this reactance to such point that relay R will be energized when current is supplied to the primary of transformer T Relays R and R both being de-energized, a circuit will be closed for a slow releasing relay Q, which circuit passes from wire B through back contact of relay R, back contact 9 of relay R winding of relay Q, and back contact 28 of a slow pick-up relay P to wire C. As soon as relay Q closes, a circuit for the slow pick-up relay P will be closed, which circuit passes from wire B through back contact 5, back contact 9, front contact 29 of relay Q, and winding of relay P to wire C. Relay P is so designed that it requires a considerable interval of time, such, for example, as 30 seconds, to close its contact. As soon as the contacts of this relay are operated, the opening of back contact 28 opens the circuit for relay Q, whereupon, after a short interval of time, front contact 29 of relay Q opens and this in turn opens the circuit for 'relay P. \Vhile relay P is closed current is supplied to the primary of transformer T through contacts 30 and 31, and if there is no train between points K and E, the current thus supplied to the track rails will energize relay R WVith relay R energized, current is supplied to the primary of transformer T through back contacts 5 and 6 of relay R and front contacts 9 and 10 of relay R". The closing of relay R opens the circuitsfor relays Q and P so that these relays no longer operate. As soon as the train passes out of the section associated with track relay R, this relay closes, thereby again supplying track circuit current to the primary of transformer T and opening the secondary circuit for reactance 16, so that the parts of the apparatus are restored to the positions in which they are shown in the drawing.

When a train de-energizes track relay R, if a following train is between points K and E, it will be observed that relay R will not become energized due to the supply of track circuit current to transformer T through the contacts of relay P. Under this condition relays Q and P will continue to operate intermittently until the space between points K and E is cleared. The reason for thus trying out the track circuit in the rear of an occupied section is that if atrain were in the section to the right of point E, and a second train were between points K and E, and current were applied to transformer T continuously, a third train entering section DE might receive a proceed indication from transformer T. \Vith the apparatus shown in Fig. 2, however, such third train would receive track circuit current only momentarily at intervals sufliciently spaced to prevent a proceed indication being given aboard the train.

Local current is supplied to section DE by transformer M as in Fig. 1.

Referring now to Fig. 3, the apparatus here shown is suitable for short track sections. Track circuit current is normally supplied to transformer T at the exit end of section V-\V through front contact 5 of relay R for the section next in advance, \Vhen a train such as X enters the section to the right of point W, however, it de-energizes relay R thereby discontinuingthe supply of track circuit current to transformer 'I through the frontpoint of contact?) of this relay. Contact 32 of relay E then closes a circuit for slow releasing relay Q, which circuit passes from wire B through contact 32, winding of relay Q, and back contact 28 of relay P to wire C. When relay Q closes, its front contact 29 closes the circuit for relay P, and when relay P closes, current is supplied to the primary of transformer 'I througha circuit which passes from wire B through contact 30 of relay I, wires 33 and 3%, back point of contact 5, and winding of transformer 'I to wire 0. If section V'\V is unoccupied, the current which is thus supplied to the track rails will energize relay R at the entrance end oi the section, whereupon current is then supplied to transformer T through front contact 9 of relay R", wires 35 and 3d and back contact 5 of relay R As soon as train X passes out of the section to the rigliat of point IV, relay R becomes closed, thereby restoring the normal supply of current to the priwary of transformer T.

hen a train enters the section to the right of point -W, it a following train occupies any part of section V-lV, track circuit current will be intermittently supplied to transformer T through contact 30 of the slow pick-up relay P until section V-AV be comes free.

Local current is supplied to the rails of section V-IV hy transformer M, as in Figs. 1 and 2.

Although I have herein shown and described only three forms of apparatus embodying my invention, it is understood that various changes and modifications may be in adetherein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention what 1. claim is: v

1. In combination, a section of: railway track, two sources oi. current at the two ends of said section respectively and a third source of current at an intermediate point in said section, a track relay at the exit end of said section and a line relay at the entrance end of the section, means controlled by t-raflic conditions in advance of the section for rendering the source of current at the exit end of the section or the source of current at the intermediate point in the section ei'lective to supply current to the rails of the section,

means controlled by traflic conditions in advance of the section and bythe track relay at the exit end of the section for energizing said line relay, and means controlled by said line relay when energized for rendering the source of current at the entrance end of the section effective to supply current to the rails of the section.

2. In combination, a section of railway track, a track relay adjacent the exit end of said section, means for supplying track circuit current to the rails at the exit end of the section when the track ahead is unoccupied but at an intermediate point in the section when the track ahead is occupied and the track relay at the exit end of the section is energized, a line relay at the entrance end of the section, means for energizing said line relay when the track ahead of the section is occupied and the track relay at the exit end oi? the section is de-energized, and means controlled by said line relay for supplying track circuit current to the rails at the entrance end of the section.

3. In combination, a section of railway track, means controlled by traffic conditions in advance of said section for supplying track circuit current to the rails at the exit end of the section or at an intermediate point in the section, a track relay at the entrance end of said section normally connected with the rails through an impedance, and means controlled by traffic conditions in said section and by trafiic conditions in advance of said section for shunting said impedance or sup plying track circuit current to the rails at the entrance end of the section.

l. In combination, a section of railway track through which traflic normally moves in only one direction, means for supplying track circuit current to the rails of said section at the exit end ofthe section or at an intermediate point in the section, and means controlled by traffic conditions in said section and by tratlic conditions in advance of said section for supplying track circuit current to the rails at the entrance end of the section.

5. In combination, a section of railway track through which trafiic normally moves in only one direction, means for supplying track circuit current to the rails of said section at the exit end of the section when the track in advance'is unoccupied and at an intermediate point in the section when the track in advance is occupied, and means for at times supplying track circuit current to the rails at the entrance end of the section.

6. In combination, a section of railway track through which tIiLiIlO normally moves in only one direction, means for supplying track circuit current to the rails of said section at the exit end of the section or at an intermediate point in the section, a line relay at the entrance end of the section controlled by traffic conditions in said section and by trafiic conditions in advance of said section, and means controlled by said line relay for supplying track circuit current to the rails at the entrance end of the section.

7. In combination, a section of railway track through which traiiic normally moves in only one direction, means for supplying track circuit current to the rails of said section at the exit end of the section or at an intermediate point in the section, a line relay at the entrance end of the section cntrolled by traiiic conditions in said section and by tratfic conditions in advance of said section, a track relay normally connected with the rails at the entrance end of the section, and means controlled by said line relay for in eii'ect disconnecting said track relay t'rom the rails and supplying track circuit current to the rails at the entrance end of the section.

S. In combination, a section of railway track, means for supplying track circuit current to the rails of said section at the exit d end of the section or at an intermediate point in the section, a line relay at the entrance end of the section controlled by traliic conditions in said section and by trahic conditions in advance or" said section, a track relay normally connected with the rails at the entrance end of the section, and means con trolled by said line relay for introducing impedance in series with said relay and supplying track circuit current to the rails at the entrance end of the section.

9. In combination, a section of railway track, means. controlled by tratlic conditions in advance of said section for supplying track circuit current to the rails at the exit end of said section or at an intermediate point in the section according as the track in advance is unoccupied or occupied, and means controlled by trafiic conditions in said section for governing the supply of current at said intermediate point.

l0. In combination, 2 section oi railway track, means controlled by tratlic conditions in advance of said section for supplying track circuit current to the rails at the exit end of said section or at an intermediate point in the section, and a track relay at the exit end of said section for governing the supply of current at said intermediate point.

11. In combination, a section of railway track through which traiiic normally moves in only one direction, means cont-rolled by tratiic conditions in advance of said section for supplying track circuit current to the rails at the exit end of said section or at an intermediate point in the section, and means controlled by trafiic conditions in said section and by traffic conditions in advance of said section for supplying track circuit current to the rails at the entrance end of the section.

12. In combination, a. section of railway track, means controlled by tratlic conditions in advance of said section for supplying track circuit current to the rails at the exit end of said section or at an intermediate point in the section, a track relay at theexit end of said section for governing the supply of current at said intermediate point, an unpedance in series with said relay, and means controlled by traffic conditions in advance of said section for in effect shunting said impedance when current'is not being sup plied at the exit end of said section.

13. In combination, a. section of railway track, means for supplying track'circuit current to the rails of said section at the exit end of the section or at an intermediate point in the section, a track relay connected with the rails at the entrance end of the section, an impedance in series with said relay, and means controlled by trafiic conditions in said section and in advance of said section for at times supplying track circuit current to the rails at the entrance end of said section and for in efi'ect shunting said impedance when current is not so supplied.

14. In combination, a section of railway track, means controlled by traffic conditions in advance of said section for supplying alternating track circuit current of one relative polarity to the rails at the exit end of the section or of the opposite relative polarity at an intermediate point in the section, a track relay for governing the supply of current at the intermediate point in said section and having two windings one. or" which is supplied with current from the rails at the exit end of said section, and means controlled by traflic conditions in advance of said section for supplying the other winding of said relay with alternating current of one relative polarity or the other according as current is supplied at the exit end or the intermediate point in said section.

15. In combination, a section of railway track, means controlled by traiiic conditions in advance of said section for supplying alternating track circuit current or one relative polarity to the rails at the exit end of the section or of the opposite relative polarity at an intermediate point in the section, a track relay for governing the supply of current at the intermediate point in said section and having two windings one of which is supplied with current from the rails at the exit end of said section, means controlled by said track relay and by trafiic conditions in advancev of said section for supplying alternating current of said other relative polarity to the rails at the entrance end of the section, a second track relay having one winding receiving current from the rails at the entrance end of said section, and means controlled by traffic conditions intermediate point or the entrance end of said section.

16. In combination, a section of railway track, means operating when the track ahead of said section is unoccupied to supply track circuit current to the rails of the section regardless of traific conditions within the section, and means operating when the track ahead of said section is occupied to supply track' circuit current to the rails of the section or to discontinue such supply depending on traffic conditions within the section.

17. In combination, a section of railway track, means operating when the track ahead of said section is unoccupied to supply track circuit current of one relative polarity to the rails of the section regardless of traffic conditions within the section, and means operating when the track ahead of said sectionis occupied to supply track circuit current of the other relative polarity to the rails of the section or to discontinue such supply depending on traffic conditions within the section.

18. In combination, a section of railway track, a relay controlled by traffic conditions ahead of said section, means operating when said relay is energized to supply track circuit current to the rails at the exit end of the section, a second relay receiving energy from the rails at the exit end of said section, and means for supplying track circuit current to the rails at an intermediate point in said section when the first relay is deenergized and the second relay is energized.

19. In combination, a railway track, a relay receiving energy from said track, an impedance comprising two windings in mutual inductive relation and one of which isinterposed between said relay and said track, and means for at times placing the other winding of said impedance on short circuit.

20. In combination, a railway track, a source of alternating current, a relay receiving energy from said track, an impedance comprising two windings in mutual inductive relation and one of which is interposed between said relay and the track, and" means for at times supplying alternating current from SillCl source to the track and placing the other winding'of said impedance onshort circuit and for at other times discontinuing the supply of alternating current to the track and opening said short circuit.

21. In combination, a section of railway track, and means controlled by traffic conditions in advance of said section for supplying track circuit current of one relative polarity across the rails at one point in the section or track circuit current of the other relative polarity across the rails at another point in the section.

22. In combination, a section of railway track, a track relay for said section, and means controlled by traffic conditions in ad- Vance of said section for supplying track circuit current of one'relative polarity across the rails at one point in the section or track circuit current of the other relative polarity across the rails at another point in the section.

23. In combination, a section of railway track, means controlled by traffic conditions in advance of said section for supplying alternating track circuit current of one relative polarity to the rails at one point in the section or of the other relative polarity at another point in the section, a track relay having two windings one of which receives energy from the track rails of said section, and means for supplying the other winding of said relay with alternating current of the same relative polarity as that of the current supplied to the rails of the section.

24. In combination, a section of railway track, means controlled by traffic conditions in advance of said section for supplying alternating track circuit current of one relative polarity to the rails at one point in the section or of the other relative polarity at another point in the section, a track relay having two windings one of which receives energy from the track rails of said section, and means controlled by traffic conditions in advance of said section for supplying the other winding of said relay with alternating current of one relative polarity or the other.

In testimony whereof I afiix my signature.

BERTRAM R. PADMORE.

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