USRE17752E - Rail w ay-traffic-controlling apparatus - Google Patents

Description

c. w. FAlLoR RAILWAYV TRAPFIC CONTROLLING APPARATUS Re* SEQ@ f m Q Img m 9% O gnal Filea July 19. 1928 Si' bi1 SQP-F Reissued July 29, 1930 UNITED STATES PATENT vOFFICE CHARLES W. FAILOR, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SVJISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILWAY-TRAFFIC-CONTROLLING APPARATUS Original No. 1,718,736, dated June 25, 1929, Serial N0. 294,029, filed July 19, 1928.

Application for reissue filed March 25, 1930. Serial No. 438,849.

of a stretch of railway track over which traffic normally moves in the direction indicated by the arrow. These rails are divided by means of insulated joints 2 to form a plurality of successive track sections A-B, B-C, etc.

AEach track section'is provided with a track relay, designated by the reference character R with an exponent corresponding to the i location, and connected across the rails adja cent the entrance'end of the section. Each section is also provided with a source of track circuit current, here shown as a track transformer, designated by the reference character T with a suitable exponent, and having its secondary 4 constantly connected across the rails adjacent the exit end of the corresponding section in series with the usual impedance 5. The primary 6 of each track transformer T is at times supplied wit-h alternatingcur rent as will be described hereinafter from a suitable source of energy such as an alternator M over line Wires 3 and 3a. An insulated joint, designated by the reference character 7 with an appropriate distinguishing eX- ponent, is located in one rail l of each section at a point somewhat in rear of the exit end of the section. Associated with each of the joints 7 is a transformer designated by the reference character S with an exponent corresponding to the location and having one winding 9 connected with the rails on opposite sides of the corresponding joint 7. The secondary 10 of each transformer S is connected through a full wave rectifier with the winding of a slow acting direct current relay which is designated by the reference character D with an appropriate distinguishing eX- ponent. It will be plain, therefore, that the alternating current supplied t-o the rails of each section by the corresponding track trans former, flows through the rails of the section in series and through the windings of the track relay R and winding 9 of transformer' S. |The alternating current thus supplied to each transformer S energizes the corresponding relay D.

Each track section is further provided with an approach relay, designated by the reference characted G with a distinguishing eX- ponent, and arranged to be energized when the associated track relay is deenergized. Re-

ferring particularly to relay GC, this relay isprovided with a circuit which may be traced from line wire 3, through wires 22 and 23, back contact 24 of relay RB, wire 25, winding of relay GC, and wires 26, 2O and 2l, back to line wire 3a. Since relay RB is energized when sec-tion B-C is unoccupied, it follows that the approach relay GC is normally deenergized, but that this relay is energized when a train occupying sectionB-C deenergizes relay RB.

Associated with each approach relay G is a coding device, designated in general by the reference character R with an appropriate distinguishing exponent, and comprising a motor P which operates a plurality of code wheels here shown as three in number and designated by the reference characters H1, H2 and H3. Each code wheel H1 operates a contact 11 so that when the code wheel is rotated the contact is alternately opened and closed. In similar manner, the code wheel H2 operates Contact l2 so that this contact is periodically opened and closed when the code wheel is rotated, Finally, each code wheel H3 actuates a contact 13 in such manner that the contact is periodically operated in response to rotatien of the code wheel. It will be observed that the code wheels H1, H2 and H3 of each coding device K have different numbers of swells so that when the coding device is operated, the contacts 1l, 12 and 13 are periodically operated at different frequencies. Each coding device K is controlled by the associated approach relay G in such manner that the coding device is operated when the approach relay is energized, For example, When relay GC becomes energize-d, current flows from line vvire 3, over Wires 14 and 15, front contact 27 of relay GC, Wires 28 and 28, motor P and Wires 29 and 21 to line wire 3a., f 1 1 Referring now particularly to section B-C, When the section is unoccupied, theapproach relay GC is deenergiz'ed as Was `described hereinhefore. Under these conditions, current flovvs from line vvire, through Wires 14, `15 `and 16, back contact 17 of relay GQ, Wire 18,` primary 6 of transformer TC and Wires 19, 20, and 21 to line Wire 3a'. Undery normal conditions, then, the primary 6 of transformer TC is supplied Withuninterrupted alternating current rso that track relay Risenergized and relayvDC is also energized. Vhen section B-C is occupied by'a train, however, so that relay GC is energized, the

coding device KC is operated and current is then supplied to the primary of transformer TC over a selected yone of the contacts ofthe coding device KC, depending upon traffic conditions. e .For example, if relay RG is energized, the circuit for transformer 'I`G may hey traced from line Wire 3, through Wires 14 and 15front-contact27 of relay GC, Wires 28, 30,

31 and 32, contact 13 of coding device K0, Wire, front contact 34 of relay RG', Wire 35, n front `contact 17 of relay GC, Wire 18, primaryy 6`0'f transformer TC, and yvvires 19,20 and 21 to line Wire 3a. When this circuit-is closed, alternating current `supplied tothe rails of section B-C is periodically varied at-thefrequencyof operation of Contact 13, and this current I Will hereinafter term the proceed code. If rela RCfis deenerffized however the circuit 'just traced is broken, and if relayv I)C is energized, current flows from line Wire andvv-ires I19, 2O and 21, to line Wire 3a. When thiscircui-t is closed, the current supplied 'to section B-C is periodically varied at the frequency of operation of contact 12 and this' current I willr hereinafter term the caution cod-e7. If relays DC and RCk are both deener#i gi'zed, however, the rcircuit just traced isopen and 'the-circuit for transformer TC then passes from line Wire 3, over Wires 14 and 15, front contact 27 of relayGQ'Wires 28 and 30, contact 11 of coding device KC, Wire 4:1, back contact 39 of relay/DC, Wire 10, hackcontact 37 of relay RC, Wire 35, front contact 17 of relay GC, vvire18, primary 6 of transformer TC, and WireslQ, 20 and 21, to line Wire 3a. The current then ysupplied to section yB-C is periodically varied at the frequency of operation of contact 11 of coding device KC and this current I shall hereinafter' term the slow code. The supply of current to each of the remainsections is controlled in the same manner as has already been explained in connection with section B-C.

Before explaining the 'operation of the apparatus as a Whole, it should he pointed out with the caution code, and a slovv indication is received `on the traint if the rails are. supplied vvith the `slovv code.

As shown in the drawing, the :section to the right of point C is occupied by a train indicated diagrammatically at Z, so that track relay BC is deenergized. Section B-C is unoccupied and relay RB :is yenergized so that relay GC is deenergized. It follows that device KC isat rest and that the alternating .cur-

yrent supplied to the rails ofsection B-'G is uninterrupted. Relay vLDC is therefore energiaed. In similar manner, section A-B `is unoccupied, so that relays RA and DB are energized `and yrelay (inl is deenergiaed. The codingdevice KB is atrest anduninterrupted alternating current is supplied to primary l6 of transformer TB over hack contact 17 of relay GEB.y v

f I Will now assume that a train travelling in the rdirection .indicated bythe arrow7 trav erses the--stretch yof track shown in the drawing. Then this train enters sectionA--B, relayItA becomes deenergized, therebyr picking up yrelay GB and setting the codi-n'gdevice KB intov operation. `Since relayrRB is ener` gized, current is supplied to the primary `6` of transformer TB rover front contact 34 of relayRB,`v and Contact 13 of .coding device KB, so that vthe proceed code is supplied to l the rails of section tr-B, f Each impulse of the current thus supplied to the rails, energiaes relay DB and due 'to thesloW-actin-g characteristics of this relaj/,iL holds its front contacts closed during the interval between such impulses. The train therefore receives a proceed indication, 'IVhen the train passes the insulated lioint 7B, current from transformer TB is shunted 'away 'from yprimary 9 of transformer SB'and relay DE then opens. This h as no effect upon the rest of the apparatus, "however, since 'the supply of current to transformer TB is now controlled vindependently of relay DB. lVhen the train en-A of coding device KC, back contact 37 of relay' RC and front contact 39 of relay DC. It should be pointed out that when the train is between point B and insulated joint 7 C., relay DC remains in its energized condition so that a caution indication is displayed on board the train. When the train passes insulated joint 7C, however, relay DC is deenergized, and the circuit for transformer 'IC is then shifted, by the closing of back contact 39 of relay DC to Contact 1l of coding device KC. As a result, the sl-ow code is supplied to the'rails of section B-C and a slow indication is received on board the train. It will be seen, therefore, that the train receives a proceed indication throughout section A-B, that the train receives a caution indication between point B and insulated joint 7C, and that the train re ceives a slow indication from insulated joint ,7B to 'point C.

When the train moves out of section fir-B, the next impulse of alternating current supplied to the rails of section A-B energizes relay RA, thereby picking up this relay and deenergizing relay GB to stop the coding device KB.. Furthermore, the closing of back contact 17 of relay GB, restores the supply of uninterrupted alternating current to the rails of section A--B for holding relay RA closed and for picking up relay DB. The operation of the apparatus as the train moves out of section B-C will be understood from the foregoing without further explanation.

In actual practice, it is customary to arrange the apparatus on the train so that when the indication received from the trackway changes from caution to slow, an automatic application of the brakes 'will result unless the engineman takes some deliberate action to forestall such application. In systems of this type the insulated joint 7B may conven. iently be located at braking distance in rear of t-he exit end of the corresponding section. Under these conditions, an automatic application of the brakes will be incurred at insulated joint 7 in rear of the occupied section and the train will be brought to a full stop short of the occupied section unless the engineman forestalls such application of the brakes.

It will be manifest from the foregoing description that with apparatus embodying my invention, I have provided trackway circuits which permitv a change of indication in a coded train control system at an intermediate point in the section without providing a full cut at such point, that is, without interposing insulated joints in both rails at such point.

Although I have herein shown and described only one form of railway trafic controlling 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.

Having thus described my invention, what I claim is y l. In combination, a section of railway track, an insulated joint in one rail of the section, a winding connected across said joint, means for supplying alternating current to the rails adjacent one end of the section, means for at times causing periodic variations in said current, and means controlled by said winding for controlling the frequency of such variations.

2. In combination, a section of railway track, an insulated joint in one rail of the section, a winding connected across said joint, means for supplying alternating current to the rails adjacent one end of the section, and means controlled by said' winding for at times periodically varying said current at different frequencies according as said winding is energized or deenergized.

3. In combination, a section of railway track, an insulated joint in said section, a transformer having one winding connected across said joint, a second winding on the transformer, a relay receiving energy from said second winding, means for supplying alternating current to the rails adjacent one end of the section,` and means controlled by said relay for at times causing periodic vvariations lin said current.

t. In combination, a section of railway track, an insulated joint insaid section, a transformer having one winding connected across said joint, Aa second winding on the transformer, a relay receiving energy from said second winding, means for supplying alternating current to the rails adjacent one end of the section, means effective when the section vis'occupied to cause periodic variations in said current, and means for attimes lcontrolling the frequency of said variations in accordance' with the condition of energization ofvsaid relay.

5. In combination, a section of railway track, an insulated joint in said section, a transformer having one winding connected across said joint, a second winding on the transformer, a relay receiving energy from said second winding, means for supplying alternating current to the rails adjacent one end of the section, means effective when the section is occupied to cause periodic variations in saidcurrent, and means effective under certain traiiic conditions in advance of said section for controlling the frequency of said variations in accordance with the condition of energization of said relay.

combination, a section of railway track, {atrack relay connected with the rails adjacent one end of the section, means ,for supplying alternatingwcurrent `to the rails yadjacent the other end `of the section, an insulated joint in one rail of the section, a

winding lconnectedr :across said joint, means controlled' by said track relay for at times causingfperiod'ic Variations in the ycurrent supplied to the rails, and means `controlled by'gsaid winding for attimes controllingthe frequency of` said variations.

v7. "combination, a stretch of yrailway track, comprising :a Vplurality of track sections, track rel-ay for each section conv nected acrossthe rails adjacent the entrance end of the section, means for supplying ali ternating 'currentr to` the rails `adjacent the exit end of each section, an insulatedjoint in -onerail of each section, la `winding connected across each; said joint, and means contrelled `by each said Awinding `and operati-'ng ywhen the track .relay for. the section next in advance is ldeeneng'iZed to cause periodic va riations of one frequency in the current supplied to the section vwhen amtrain occupying the section on one side of said joint and for causing periodic variations of a different frequency in such current when the train is on rthe Vother side of the joint.

k 8,. ,In combination, a stretch of railway track'coinprising a plurality; of sections,

trackrelay for eacjh section connected across the railsadjacent. the .entrance'end of rthe section, means ,for supplying alternating current ,to the .railsadj-acent lthe exit end of each section, anqinsulated joint :in one 4rail of each section, a winding connected across each said joint, .aslow acting relay receiving energy from each such winding, and means for eachvv section forr at times periodically varyingthe .current supplied to saidy section at one frequency or another depending upon the [condition of energization vof lsaid relay.

9. In combination, a section of railway track, an insulated joint in one rail ofthe section, atransformer having aprimaryconnectedacross said joint, a slow-acting relay, means including a rectifier for ,supplyingenergy from the secondary lof said transformer to said relay, a coding device-having twor contacts whichrare periodically operated at different `Yfrequencies when a train occupies Asaid section, a transformer having its secondary .connected across the rails adjacent one yend of lsaid section, means including a front 'contact of said relay and one of said contacts for at `times supplying alternating current to tlie primary of said transformer,

and means .foi` vat other times i j suppl in alternating current to y g said primary over the o other 'said contact anda back contact of said relay.

10. yIn combination, a lsection of railway track, 'a source of track circuit current .at the exit end 'of said section and a main track relay connected vacross the track lrailspat the entrance end of rsaid section, anv insulated joint in one track rail at an intermediate point in said section, an auxiliary' track relay connected with vsaidfone rail on opposite sidesof said joint, and `means' controlled jointly by said v'main track relay land said auxiliary track relay for supplying `train governing current to the rails of said section.

1l. In combination, al section of railway track, a source of track circuit current at the exit kend of said section and a main track relay connected across the track rails at the entrance end of said section, aninsulated joint in one track frail` at an intermediate point in said section, an auxiliary track relay connected with-said one` rail on opposite sides ofsaid joint, and means `controlled jointly by said track relays forsup'plying periodically interrupted alternating ,train vft-,Yoverning current to the .rails of said section.

o 12. In combination, a section of railway track, a source of direct Vtrack circuit current f connected with therails at the exit end of said section, .a main direct current track relay connected across the track rails at the entrance endof said section, an insulated joint in one track rail at an intermediate .point in said section, a full-Wave rectifier having itsjinputfterminals connected with said one rail on opposite sides of said joint, an auxiliary direct current track relay connected with. the opposite terminals of said rectifier, and means controlled jointly by said main andauxiliary ltrack relays for supplying periodically interrupted alternating train governing current in the rails ofy said section.

yIn testimony whereof I aihx my signature.

CHARLES W. Fanion. y

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