US1754734A - Railway-traffic-controlling apparatus - Google Patents

Description

W. P. ALLEN RAILWAY TRAFFIC CONTROLLING APPARATUS April 15, 1 930.

2 Sheets-Sheet l Filed OC. 16, 1926 April 15, 1930. w. P. ALLEN RAILWAY TRAFFIC CONTROLLING APPARATUS.

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Patented Apr. l5, 1930 UNITED NSTATES 11.1irerrr` NoFI-ucr.

WAQLTER P. ALLEN, OFJERSEY CITY, NEW J' ERSEY, ASSIGNOR TO `THE UNION SWITCH t SIGNAL COMPANY, OF SWIS'SVALE, PENNSYLVANIA, A CORPORATION OF :PENN- sYLvANIA i RAILWAY-TRAFFICGONTROLLIN G APPARATUS Application tiled ctober 16, 1926. Serial No. 141,974.

My invention relates to railway traiiic controlling apparatus, and particul'arlyto apparatus of the type comprising governing mechanism on Aa train controlled by` current Howing in the track rails. c

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

. In the accompanying drawings, Fig. 1 is Sie a diagrammatic view showing one form of apparatus embodying my invention, and Fig. 2 is a similar view showing a modification of the apparatus shown in Fig. 1 and also emf bodying my invention.

Al n

lar parts in each of the views.

Referring first `to Fig. 1, the reference characters 1 and 11l designate the track rails of a railway `along which trailic normally moves in the direction indicated by the arrow.

These rails are divided by insulated joints into a plurality of track sections C-D, D-E, etc. Each section is provided Vwith a` track circuit comprising a track battery 3 connected across the rails at the exit end of the section, and a track relay connected across the rails at the entrance end of the section and designated by the reference character R with an exponent corresponding to the location. `3e Located adjacent the entrance end of each section is a wayside `signal designated by the reference character S with an exponent corresponding to the location, eachof which signals is arranged to indicate proceed, caution and stop. The circuits for the control of these signals form no part of my present in* vention, and, consequently, they are omitted from the drawing. i

Located at the exit end of each section 420 is a transformer designated by the reference character G with an exponent corresponding to the location, the secondar 5 ofwhich is connected across the rails yo the `section in series with the track battery 3, a resistance 4 and a reactance (i.` The primar 7 of each transformer Gis at 'times supplied with `alj ternating currentfrom" the secondary 8 of an adjacent transformer J, and the primary 9^o`fjeach` transformer J is constantly supplied withalternating current from 1a 'source Similar reference characters refer to simi- I not shown in the drawing.` The circuit for the primary 7 of each transformer G is from the secondary 8 of the adjacent transformer J, through the frontpoint of contact 10 of the relay for the next section in advance, circuit controller FD operated by the signal for such next lsection inadvance, and primary 7 of transformer G to secondary 8 of transformer J. Each circuit controller F is `closed when the associated signal indicates proceed or caution, but open when the signal indicates stop. It will be seen, therefore, that current is supplied .to the" primary 7 of each transformer G when the section next in advance i's unoccupiedbut not when such sec tion next in advance is occupied. When the primary 7 of a transformer G is energized, it will be observed that the current supplied by the secondary 5 flows through the two track rails 1 and 12t `of the associated section in series.

When a given section is occupied, the primary `7 of the transformer G for the `section in the rear is de-energized and current is then supplied to the rails of such section in the rear in such manner that `this current flows through the two rails in multiple. For example, when thesection to the right `of point E is occupied by a train W?, as shown in the drawing, current flows from the secondary 8 of transformer JE through the back point of contact 10 of the relay RE to the mid point of a resistance 13 connected across the rails of'section D-E, then through the rails of this section in multiple to a second resistance 12 also connected 'across the rails, and from the midpoint of resistancel, through back contact 11 of track'relay RD, (assuming that a train is in section D-E) tothe secondary 8 of the transformer JE.

It will be seen from the foregoing that when a given section is unoccupied, current is supplied to the rails `in series in the sec` tion next in the rear, whereas when agiven section is occupied, current is supplied tothe rails in multiple in the section next inthe rear. Each resistance 12 is preferably located at the entrance end of the section, and each resistance 13 is preferably located a short distance in the rear ofthe exit end.

As shownv in the drawing, a second train W is approaching point C. Mounted in ad vance of the forward axle of this second train, are two magnetizable cores 16 and 17, located in inductive relation with the two track rails 1 and 1, respectively. The core 16 carries a winding 14, and the core 17 carries two windings and 15b wound in opposite directions. The currents induced in windin 14 and 15*i or in windings 14 and 15" by t e alternating currents flowing in the track rails are supplied to an amplifier A through the medium of a manually operable circuit controller Q, and the output terminals of the amplifier A are connected with a relay M through a full-wave rectifying device K. The circuit controller Q is biased to the position in which it is shown in the drawing, and when in this position.l the relay- M responds to alternating current flowing through the track rails in series. That is to say, the input circuit for amplifier A is from the upper terminal ot winding 14, through wire 18, amplifier A, contact 21 of circuit controller Q, wire 19, winding 15, to the lower terminal of winding 14. It will be observed that this circuit includes the two windings 14 and 15 connected in such manner that the currents induced in these windings by alternating current flowing in the track rails in series are additive. The proceed lamp G of a cab signal P is then lighted, the circuit for this lamp being from terminal B of a suitable source of current, through front contact 26 of relay M. contact 23 of circuit controller Q and lamp G to terminal O of the same source of current. At the same time a high speed magnet H is energized, the circuit being from terminal B through contact of relay M, contact 22 of circuit controller Q and magnet H to terminal O.

If circuit controller Q is reversed, that is, if it is moved upwardly so that the contacts are 4in the positions indicated by the dash lines, the input circuit of amplifier A is from the upper terminal of winding 14, through Wire 18 and amplifier A, contact 21, wire 2O and Winding 15" to the lower terminal of winding 16. VVindings 14 and 15b are so connected in this circuit that the currents induced in these windings by alternating current flowing in the track rails in multiple are additive. The caution lamp Y of cab signal P is then lighted, the circuit for this lamp being through front contact 26 of relay M and contact 23 in the dash-line position. At the same time a low speed magnet L is energized through a circuit which includes contact 25 oi' relay M and contact 22 in the dash-line position. Circuit controller Q will be held in the reverse position by an arma ture 24 co-acting with a magnet- T, the circuit for which magnet is from terminal B, through contact 25 of relay M, contact 22 in the `dash-line position, and the winding of magnet T to terminal O. When relay M is cle-energized, a stop lamp R in cab signal P becomes lighted through the back point of contact 26 of relay M.

The magnets H and L may control any suitable form of speed governing mechanism in such manner that when the magnet H is energized` the train may proceed at high speed without retardation, when magnet L is energized the train may proceed at low speed without retardation, and when both of these magnets are de-energized the train is brought to stop.

The operation of the apparatus is as follows: Assuming that the section to the right of point E is occupied by a train V71, as shown in the drawing, and that the train 1V is in the section to the left of point C, as also shown in the drawing, the latter train is receiving energy due to alternating current flowing in the two track rails in series, so that with the circuit controller Q in its normal position relay M is energized, proceed lamp G is lighted, and high speed magnet H is energized; the train may therefore proceed at full speed. When the train `W enters section C-D no change occurs, because the rails of this section are also supplied with alternating current flowing through the rails in series. As train 1V enters section D-E, however, relay M will become cle-energized unless the engineer reverses circuit controller Q. If the engineer does reverse this circuit controller, relay M will remain energized, due to the alternating current flowing through the two rails in multiple, but due to the reversal of circuit controller Q the high speed magnet H will become cle-energized and the low speed magnet L will become energized. Caution lamp Y will also become lighted. If the train W attempts to pass resistance 13 in section D-E, relay M will become de-energized, because no alternating current is supplied to the rails of this section beyond this point, and so the stop lamp R will become lighted, both magnets H and L will become de-energized, and the train will be brought to a stop. The circuit for magnet T will be opened at contact 25 of relay M, so that circuit controller Q will return to its normal position. Then when train lVl passes out of the section to the right of point E, current will be supplied to the rails of section D-E in series and train NV may proceed.

It will be seen from the foregoing that with of an unoccuplied section, and to the' rails in `and 13 is broken at the front point of contact 10 and the primary 7 of transformer GD is connected with the secondary 8 of transf former JD through the back point of contact 10. The input circuit for amplifier A on the train W is so arranged that when circuit controller Q is in its normal position, windings la and 15a are included in this circuit and are so connected that the current inducing in these windings by alternating current flowing in the two track rails in multiple are additive; whereas, when circuit controller Q is reversed, windings 14 and 15b are included in the input circuit for amplifier A and are so connected that the currents induced in these windings by alternating current flowingl in the two track rails in series are additive.

In the form of my invention shown in Fig. 2, resistance 13 is connected with the rails at substantially the exit end of the section, and transformer G is connected with the rails a short distance in the rear of the exit end of the section.

The operation of the apparatus shown in Fig. 2, is as follows: Assuming the section to the right of point E to be occupied by a train Vl, as before, the train W in the section to the left of point C is receiving alternating current which flows in the two track rails in multiple, so that with circuit controller Q in its normal position, as shown in the drawing, relay M is energized and the train may proceed at full speed. As the train enters section C-D no change occurs, but as the train enters section D-E the brakes will be applied unless the engineer reverses circuit controller Q, If the train W passes the point at which transformer GE is connected with the rails while the section to the right of point E is still occupied, it will be stopped because magnet M will become de-energized. Circuit controller Q will be released, so that when train W1 passes out of the section to the right of point E, magnet M will again be eneigized by current flowing through the rails in multiple and train TVV may again proceed.

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

jI-Iaving thus described my invention, what [claim-is l 1. Railway traffic controlling apparatus comprising means for atrtiines vsupplying alternating current to the track rails in series but not in multiple, and for iat other times supplying alternating current to `the track rails in multiple but not in series, apparatus on a train receiving energy lfrom the track `rails and including a manuallyoperable inein-` ber for conditioning the apparatus to be efrails in multiple but not in series, apparatus4 on a train including, a manually operable member having a positioncorresponding to alternating `current flowing in the `track `rails in series andianother position vcorresponding to alternating current flowing in the track,

rails in: multiple, and lgoverning mechanism controlled by said apparatus for retarding the train unless said member occupies the position corresponding to the manner in which cur ent is flowing in the rails `at 1the pointoccupied by the train.

3. Railway `traffic controlling apparatus ceiiiprising means for at times supplying alternating current `to the track rails in series but not in multiple, and for at other times simplying alternating current to the track rails in multiple but not in series, apparatus on a train including .a manually `operable member having Va 4position .corresponding to alternating cui' nt flowingn the track rails in series and another position corresponding to alternating current flowing in `the vtrack rails in multiple, `said apparatus also including a relay which is energized if `and only if said member occupies the position corresponding to the manner in which current is flowing in the rails at the point occupied by the train, and governing means on the train controlled by said relay.

4. Railway traffic controlling apparatus comprising means for at times supplying alternating current to the track rails in series but not in multiple, and for at other times supplying alternating current to the track rails in multiple but not in series, apparatus on a train receiving energy from the track rails and including a manually operable meniber for conditioning the apparatus to be effectively responsive to current owing in the l,ice

ies

track rails in series or to current flowing in ifV the track rails in multiple, and governing means on the train controlled by said apparatus.

5. Railway traffic controlling apparatus comprising means for at times supplying alternating current to the track rails in series but not in multiple, and for at other times su plying alternating current to the track rails in multiple but not in series, a circuit on a train including coils in inductive relation to the track rails, a manually operable member eilective when in one position to connect said coils in such manner that said circuit is energized by current owing in the track rails in series but not in multiple, and when in another position to connect said coils in such manner that said circuit is energized by current Howing in the track rails in multiple but not in series, and governing means on the train controlled by said circuit.

6. Railway traic controlling apparatus comprising means for at times supplying alternating current to the track rails in series but not in multiple, and for at other times supplying alternating current to the track rails in multiple but not in series, apparatus on a train including a manually operable member having a position corresponding to alternating current flowing in the track rails in series and another position corresponding to alternating current Howing in the track rails in multiple, said member being biased to one said position, a magnet for holding said member in the other said position, and governing means on the train controlled b v said apparatus.

7. In combination, a stretch of railway track divided into sections, means operating when a given section is unoccupied to supply the section next in the rear with alternating current which flows from end to end through the rails in series but not in multiple, and means operating when a given section is occupied to supply the section next in the rear with alternating current which flows through the rails in multiple but not in series and which flows only from the entrance end to an intermediate point in the section.

In testimony whereof I aix my signature.

WALTER P. ALLEN.

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