US1649629A - Railway traffic-controlling apparatus - Google Patents

Description

Nov. 15, 1927.

7 1,649,629 H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS 3 Sheets-Sheet 1 Original Filed Dec, 21, 1923 INVENTOR Nbv. f5; 1927. 1,649,623;

- H. A. WALLACE 1 RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Dec. 21, 23 s Sheets-Sheet 2 37 F W Z? a I 6 L 3 :4 95 ENE; 4 yy a a @T 2 I 92 [a 4 fi'oceedfi, "G Caution rv INVENTOR. A LLWMM Nov. 15, 1927.

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Dec. 21, 1923 3 Sheets-Sheet 5 J4 J 1 l M I v w -51 42 I 45 45 3'7 j 44 51 W {\(56 a 5.2" 52 L 6 Y Proceecf 55 F- Caazl'onw 5Q sz o mi Prepare :0 Acknowledge 1m} roceeded Resirz'ced ASjoeecf;@ Proceed af 510W fijoeea INVENTOR 1 4 Q, WWW,

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Fatented New. 15, 1927..

HERBERT A. WALLACE, OF EDGEWOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE IPQRATION OF PENNSYLVANIA.

0F SWISSVALE, PENNSYLVANIA, A GOR- RAILWAY TRAFFIC-CONTROLLING APPARATUS.

v Applicatlonfiled December 21, 1923, Serial No. 681,946. Renewed May 2, 1927.

My invention relates to railway trafic controlling apparatus, and particularly to apparatus of the type comprising governing means carried on a train and controlled by energy received from the trackway.

it will describe several 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 invention. Fig. 2 is a view partly diagrammatic, showing one form of train-carried governing means suitable for cooperation with the trackway apparatus shown in Fig. 1. Figs. 3 and t are views showing modifications of the train-carried governing means shown in Fig. 2 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 l" designate the track rails of a railway track 21, which rails are divided by insulated joints 2 into a plurality of sections C-D D-E. E-F, etc. Traffic normally moves along the track 21 from left to right. but in some instances it may move in the opposite direction, as will appear hereinafter,

Located in the section EF is a switch M which governs traffic into a branch track 89, and located in the track 89 is another switch X which governs traffic into a third track 90.

Trafiic moving from left to right along the portion of track 21 shown in the drawing is governed by signals A A and A located as here shown at the points C, D and E, re spectively. T rafiic moving from right to left along the track 21 is governed by a dwarf signal A located at the point F, and traffic moving from right to left along tracks 90 and 89, is governed by dwarf signals A and A located adjacent the points K and H.

respectively. in these two tracks. The signals A A, A and A together with the switches M and N. are included in an interlocking plant and are controlled in the usual and well understood manner The control of these signals and switches forms no part of my present invention, and. consequently, is omitted from the drawing to simplify the disclosure. Signals A and A are automatic signals operating in the usual and well understood manner, the. control circuits and apparatus for these signals being, likewise, omitted from the drawing for the reason pointed out above.

Each track section is provided with means for connecting a source of alternating track circuit current across the rails adjacent the right hand end of the section. Referring particularly to section CD, this current is supplied by a transformer 18, the secondary of which is connected across the rails of the section through a pole-changer P and the primary of which is constantly supplied with alternating current from the secondary of a transformer L The primary of transfor mer L as well as of each of the remaining transformers L is constantly supplied with alternating currentfrom a suitable source, not shown in the drawing. Track circuit current is similarly supplied to section DE from a transformer 19, through a polechanger P In section EF the track circuit current is supplied from a transformer 16, through pole-changingcontacts 63 on the relay 65, which relay is controlled by a track relay X, as hereinafter explained.

Each section is also provided with means for supplying an additional current to the track rails, which current I will herein term the loop current. For this purpose the sections are provided with resistances 8, 9, 10 and 11, connected across the rails, and the loop current circuits are connected with these resistances in such manner that the loop current flows in the same direction in both track rails at any given instant. Considering section 0-D, for example, the secondary of transformer B is connected with the middle points of resistances 8 and 9, respectively. The means for supplying loop current to the remaining portions of the stretch of track shown in the drawing, will be explained hereinafter. The loop current is of the same frequency as the track circuit current, and in the system herein shown these two cur.- rents are both furnished by the transformers L.

Referring now to Fig. 2. the train-carried mechanism comprises two magnetizable cores 92 and 92*, mounted in front of the forward axle of the locomotive and disposed above and transversclywith respect to the two track rails 1 and 1 The cores 92 and 92" are provided with windings 24 and 24, respectively, so connected that the voltages-induced therein by track circuit current in the rails are additive. The locomotive is also provided with two additional cores 93 and 93 carrying coils 25 and 25, respectively, which coils are so connected that the voltages induced therein by loop current in the track rails are additive. The circuit including the track circuit coils 24 and 24: supplies energy to a stator winding 34 of an induction motor relay J, whereas the circuit including the loop coils 25 and 25 supplies energy to the other stator winding 33 of the relay J. As here shown, amplifying devices 26 and 26 are interposed between the pick-up coils and the relay windings.

The relay J comprises a rotor 35 controlling a plurality of contacts 30, 31 and 32. These contacts in turn control any suitable train governing mechanism, which, as here shown, comprises six signal lamps G, Y, it, U, T and S. When relay J is supplied with energy due to track circuit current of normal relative polarity and loop current of normal relative polarity, the contact fingers occupy their right hand positions, thatis, the positions in which they are shown in the drawing. The proceed lamp G is then energized by virtue of a circuit which passes from the terminal of a suitable source of current, through the right hand point of contact 30 and the proceed lamp G to the terminal of the same source of current. When the relay J is supplied with energy due to track circuit current of reverse relative polarity and loop current of normal relative polarity, the contact fingers are swung to the left, whereupon the proceed lamp (1' is extinguished, and the caution lamp Y is lighted due to a circuit which includes the left hand point of contact 30, and which circuit will be obvious from the drawing. When the supply ofeither track circuit current or loop current 18 discontinued, the contact fingers of relay J occupy vertical or intermediate positions, so that the stop lamp R is lighted by virtue of a circuit which includes the middle point of contact 30.

When the train-carried mechanism is supplied with track circuit current of normal relative polarity and with loop current of normal relative polarity but intermittently interrupted, it will be seen that the contacts of relay J will oscillate from their right hand points to their intermediate points. Under this condition two slow-acting relays W and X will become closed in the following manner: When the contacts of relay J occupy their intermediate positions, relay W will be energized through contact 32 by virtue of a circuit which will be obvious from the drawing. As the contacts of relay J swing to the right, relay X will become energized through a circuit which passes from the terminal of a suitable source of current, through contact 36 of relay W, righthand point of contact 31 of relay J, and the winding of I'GlBW X. to the terminal of the same source of current. The slow-acting characteristics of relays W and X are such that these relays remain closed as long as the contacts of relay J continue to oscillate in the manner described. A circuit is then closed which passes from terminal, through contact 36 of relay W, contact 37 of relay X, back point of contact 39 of relay Q, and lamp U to the terminal. Lamp U, when lighted, indicates Prepare to acknowledge.

When the train-carried mechanism is subjected to track circuit current of reverse relative polarity and loop current of normal relative polarity but intermittently interill) W, contact 38 of relay Q, and lamp T to the terminal of the source of current. Lamp T, when lighted, indicates Proceed at restricted speed. When the train-carried mechanism is subjected to track circuit current of reverse relative polarity and to loop current of alternately normal and reverse relative polarity, it will be apparent that relay J will be alternately energized in normal and reverse directions, so that the contact lingers will swing from their right hand to their left hand positions and back continuously. When relay J is operated in this manner relay W will, of course, be energized each time that contact finger 32 passes through its intermediate position. Each time that contact finger 31 occupies its right hand position, relay X will be energized, and each time that contact finger 31 occupies its left hand position, relay Q, will be energized. The slow-acting characteristics of these rclays are such that under the conditions specified, all three relays remain closed. A circuit for lamp S is then closed, which circuit passes from the terminal of a source of current, through contact 36 of relay ll. coutact 37 of relay X, front point of contact 39 of relay Q, and lamp S to the terminal of thesame source of current. Lamp 55, when lighted, indicates Proceed at slow speed. ltwill, of course, be noted that during intermittent operation of relay J, one or more of the lamps G, Y and R will he inter- I mittently lighted. This can be avoided, if desired, by suitable means, such, for example, as slow-acting relays interposed between contact 30 or" relay J and the lamps G, Y and lit.

On the other hand, relays W, K and Q reaaeae and lamps U, T and S could be omitted, and the indications given by these lamps could be given by lamps G, Y and R. With this modification the Prepare to acknowledge indication would be given by the alternate lighting of lamps G and R, the Proceed at restricted speed indication would be given by alternate lighting of lamps Y and G, and the Proceed at slow speed indication would be given by successively lighting all three of lamps in the order G, ll, Y. R, G. R, etc.

Referring again to Fig. 1, the intermittent interruption of the loop current is accomplished by circuit controllers Z Z? and Z".

e In the form here shown, each of these controllers comprises a magnet 94 and a plurality of contacts controlled thereby. including one contact 47 which is in series with the magnet 94 to cause intermittent operation of the contacts when current is supplied to the magnet. Operatively connected with the contacts is a pendulum 24, one purpose of which is to provide the desired periodicity or" contact operation. This pendulum is so adjusted that the time interval during which the loop current is interrupted is less than the time interval of any one of the slowacting relays W, X and Q in Fig. 2, so that when a circuit controller Z is operating and the train-carried mechanism is under the influence of the local current controlled by such circuit controller, these slow-acting relays remain closed.

In the following discussion I will assume that the track circuit current is of normal relative polarity when the rail at the left hand side of a train is connected with the terminal of the associated track transformer which is marked with a sign in the drawing. For example, in section CD, the track circuit current is of normal relative polarity when the lower terminal of the secondary ot' transformer 18 is connected with the upper track rail 1. I will also assume that the loop current is of normal relative polarity when the terminal of the secondary of the associated transformer B is connected with the rear of the two resistances associated with such secondary. For example, in section CD the loop current is of normal relative polarity when the terminal of transformer B marked with a sign is connected with resistance 10, this incidentallyi-being the only polarity of the loop current in section G-D.

The operation of the apparatus, is as follows:

it will assume that the upper arm of signal A is in its vertical position, indicating that switch M is in normal position and that the main track 21 is unoccupied for a given distance in advance of the signal. Signal A then gives what is called a proceed indication. Circuitcontroller Z is at rest, because the circuit for its magnet 94 is not closed at any one of the governing contacts'58, 59 or 60. The upper arm 3 of signal A will also be in the vertical position, so that circuit controller Z will be at rest, because its operating circuit is open at contact 48. Track circuit current of normal relative polarity will then be supplied to section CD, and loop current of normal relative polarity will, of course-,be supplied to this section between resistances 8 and 9.

'Loop current of normal relative polarity will also be supplied to this section between resistances and 11, because this loop circuit is closed at contact 46 on circuit controller Z and also at contact 49 on signal A. It follows that a train moving toward the right will receive a proceed indication throughout section C-D. In section D-E, track circuit current of normal relative polarity is supplied to the rails because polechanger P is shifted to the normal position due to the operation of arm 5 of signal AP. The circuit for the loop current between resistances 8 and 9 is from the terminal of secondary 950i transformer B through resistance 8, the track rails, resistance 9, and contact 52 to secondary 95. Between resistances 10 and 11 the loop circuit passes from secondary 96 of transformer B through contact 50, resistance 10, the two rails in multiple. resistance 11, circuit controller 55, and contact 51 to secondary 96. It follows, therefore, that a train moving toward the right will receive a proceed indication throughout section D-E.

The operation of the apparatus to the right of point D will be explained hereinafter.

I will now assume that switch M isin the normal position, but that the section to the right of point F is occupied so that the upper arm 5 of signal A is in its inclined or position. indicating caution. Circuit controller Z will then be in operation because its circuit will be closed at contact operated by signal arm 5. Signal A will still indicate proceed, however, that is, its upper arm 3 will be in the vertical position, so that circuit controller Z will be at rest. The condition of the train governing'circuits in section C-D will then be the same as before. In section D-E, the track circuit current is of normal relative polarity, and the loop current between resistances 8 and 9 is also of normal relative polarity because the circuit for secondary 95 is closed at contact 57 operated by arm 6 of signal A Between resistances 10 and 11 the loop current is of normal relative polarity but is intermittently interrupted, the circuit for this portion of track being from terminal of secondary 96, through contact 50, resistance 10, resistance 11. contact 55 and contact 51 to secondary 96. This circuit is closed when contacts 50 and 51 are'in their left hand positween the resistances and 11 the indication received on this train will be Prepare to acknowledge. That is to say, relays W and X in Fig. 2 will be closed so that lamp U will be lighted.

I will now assume that switch M is reversed and that the middle arm 6 of signal A is in the vertical position, so that this signal indicates Proceed at restricted speed. Circuit controller Z will then be in operation because its circuit is closed at contact 59. In signal A the upper arm 3 will be in the inclined or 45 position and the lower arm 4 will be in the vertical position, but the lower arm does not exercise any control over the train-governing circuits in the present instances. Circuit controller Z will be in operation because of the 45 position of arm 3, so that loop current of normal relative polarity but intermittently interrupted is supplied to section CD between resistances 10 and 11. The track circuit current supplied to this section is of normal relative polarity, so that a train moving toward the right will receive a proceed indication between resistances 8 and 9 but between resistances 10 and 11 the indication will be Prepare to acknowledge. In section D--E the track circuit current will be of reverse relative polarity because arm 5 of signal A is in the horizontal or zero position. The loop current circuit between v resistances 8 and 9 now passes from the terminal of secondary 95, through resistance 8, resistance 9 and contact 52 to secondary 95, it being noted that the branch around contact 52 and including contact 57 is now open because arm 6 is no longer in the horizontal or zero position; It follows that the loop current between resistances 8 and 9 is of normal relative polarity intermittently interrupted. Between resistances l0 and 11 the loop circuit passes from secondary 96, through contact 50, resistance 10, resistance 11, circuit controller 54 and contact 51 to secondary 96, so' that this current is likewise of normal relative polarity intermittently interrupted. A train moving toward the right in section DE will, therefore, receive track circuit current of reverse relative polarity and loop current of normal relative polarity but intermittently interrupted, so that relays W and Q (see Fig. 2)

will be energized, thereby causing lamp T to be lighted, so that the indication given aboard the train is Proceed at restricted speed.

If the middle'arm 6 of signal A is in the inclined or 45 position, indicating that switch M is reversed, and that either track 89 or 90 is occupied, the indications given to a train in sections CD and D-E will be the same as when arm 6 is in the vertical position. That is to say, the "positions of the arms of signal A will be the same as before, and in section D--E the loop currents will be the same as before because contacts 54 and 59 are both closed in the inclined as well as the vertical positions of arm'fi.

I will now assume that the lower arm 7 of signal A is in the inclined or 45 position, so that the signal gives the lowest speed indication of which it is capable. Circuit controller Z will be in operation because its circuit is closed at contact 58, circuit controller Z will still be in operation because its circuit is closed at contact 48, it being understood that arm 3 of signal A is'still in the inclined or 45 position. The indication given to a train between'resistances 10 and 11 in section CD is, therefore, as before Prepare to, acknowledge. In section DE the track circuit current is of reverse relative polarity and the loop current between resistances 8 and 9 is of normal relative polarity intermittently interrupted at contact 52. When a train is between resistances 8 and 9, therefore, relays W and Q are closed, so that the indication given aboard the train is Proceed at restricted speed. Between resistances 10 and 11 in section D-E, the relative polarity of the loop current is periodically reversed; that is, when the contacts of circuit controller Z .are in the positions shown in the drawing,

the loop circuit is from secondary 96, through contact 50, resistances 10 and 11, contact 53, and contact 51 to secondary 96. When the contacts of circuit controller Z are reversed, the circuit passes from secondary 96, through contact 50, contact 53, resistances 11 and 10, and contact 56, and contact 51 to secondary 96. The condition between resistances l0 and 11, therefore, is track circuit current of reverse-relative polarity and loop current intermittently reversed 1n relative polarity, so that relays W, X and Q on the train are all energized, lamp S is lighted, and so the indication given aboard the train is Proceed at slow speed.

Assuming that all three arms of signal A are in horizontal or zero positions, circuit controlled Z will be at rest, because its opaeaaeae sistances and 11 because of the absence of loop current. Signal A is still at caution, so that the indication received aboard the train between resistances 10 and 11 in section (3-D will still be Prepare to acknowledge.

The supply of track circuit current to section E-F is controlled by a relay 65, which in turn is governed by a track relay X associated with the section to the right of point F. Relay X is provided with one winding 91 which is constantly supplied with alternating current from the Secondary of transformer L and with a second winding 99 which is normally connected across the rails of the section to the right of F through a contact 74 which is closed when signal A is in the horizontal position. When the section to the right of point F is supplied with track circuit current of normal relative polarity, relay X is energized in such direction that its contact 7 3 is closed, so that relay 65 is then energized through a circuit which will be obvious from the drawing. When the section to the right of point it is supplied with track circuit current of reverse relative polarity, contact 73 of relay X ,is open, and this contact is also open when the section is occupied by a car or train, in either of which cases relay 65 is, of course, de-energized. Assuming that switch M is in the normal position, and that relay 65 is energized, track circuit'current of normal relative polarity is supplied to the rails of section E]F through contacts 63 of relay 65 and contacts 64 which are operated by switch M and are closed only when switch M is in the normal position. When relay 65 is deenergized, track circuit current of reverse relative polarity is supplied to section lE-F, due to the fact that the contacts63 of relay 65 constitute a pole-changer.

Loop current is supplied to section Til-F from a transformer 15, the primary of which 7 is constantly connected with the secondary of, transformer L The circuit for the secondary of transformer is from the terminal through resistance 8 and the rails of section lE-lF in multiple, wires 97 in mul-.

'tiple, contacts 6% in multiple, contacts 63 in multiple, resistance 11, and contact 7 0 on switch N, to the secondary of transformer 15.

llt will be seen from the foregoin that section EF is constantly supplied with loop current of normal relative polarity. It follows that when relay is energized a train movingtoward the right will receive a proceed indication throughout this section, whereas when relay 65 is de-energized a train moving toward the right will receive a caution indication throughout the section, because in the former instance the terminal of transformer 16 is connected with the upper rail 1, and in the latter instance thfI terminal is connected with the lower ra' 1".

ll will'now assume that switch M is reversed, thereby opening contacts 64 and closing contacts 66. The supply oftrack circuit current to, the rails at the right-hand end of section E-F is then discontinued, but track circuit current is now supplied from the, secondary of transformer 16, through contacts 66, and wires 98 to the rails of track 90 at the left-hand side of point K. Loop current is now supplied from resistance 8 at point E to resistance 11, which is in eflect connected across the rails of track 90 at the left-hand side of point K, so that if switch N is set for traflic into track 90, a train moving toward the right will receive a caution indication from point E to point K, it being noted that the terminal of transformer 16 is connected with the lower rail of track 90.

The signals A A and A, govern trafiic moving from right to left, and all three of these signals normally indicate stop, that is, they are normally in the horizontal or zero positions. Signal A is controlled by a manually operable contact 20 and also by a contact 67 operated by switch M. When switch M is in normal position, contact 67 is closed, so that signal A may then be moved to the inclined or proceed position by virtue of a circuit which will be obvious from the drawing. When switch M is in the reverse position. contact 67 is open, so that signal A is held in the stop position, but

contact 68 is then closed. If switch N is in the normal position, so that trafiic may move from track 90 into track 89, contact 71 is closed, so that signal A ma then be cleared by closing contact 20. I switch N is in the reverse-position, contact 71 is open and contact 72 is closed, so that signal A m'ay then be cleared by closing circuit controller 20. When switch M is in normal position the loop circuit for section ElF 1s closed at contact 69. en switch M is in the reverse osition and switch N is normal, the loop circuit for section lE-K is closed at contact operated by switch N. on both switches M and N are reversed, the loop circuit is open at both contacts 69 and 70, so that no loop current is supplied to the rails between points E and --F or points E and K.

The section to the right of point F in track 21 is supplied with loop current through a circuit which passes from the terminal of secondary 100 on transformer B through rcontact 76; resistance 8, the track rails between resistances 8 and 9, then through resistance 9 and contact 77 to the terminal of secondary 100. It follows that when contacts 76 and 77 are closed in the positions shown in the drawing, that is, when signal A indicates stop, loop current of normal relative polarity is supplied to the rails between points 8 and 9. Track cirk r versed and switch cuit current is supplied to these track rails at a point to the right of resistance 9, so that a train moving toward the right Wlll receive a proceed or a caution indication accordin as the track circuit current is of norma or reverse relative polarity. In a similar manner, the section to the right of point K in track 90 is supplied wlth loopcurrent by a circuit which passes from the terminal of secondary 101 on transformer B, through contact 81, resistance 8, the rails of track 22, ,resistance 9. and contact 82 to the terminal of secondary 101. This circuit. is closed when contacts 81 and 82 arein the positions shown in the drawing, that is, when signal A is at stop, and under this condition loop current of normal relative polarity is supplied to the rails. Track circuit current is supplied to the rails of this section at a point to the right of the portion of the section shown in the drawing.

I will now assume that switch M is in normal position, and that signal A has been moved to the proceed position to permit a train moving toward the left to pass'through track 21. The reversal of contact 74 opens thecircuit for track winding 99 of relay X, so that this relay becomes de-energized, thus causing relay to likewise become de-energized. Track circuit current is now supplied to the rails of track "21 immediately to the right of point F the circuit being from the secondary of transformer 16, through contacts 63 of relay 65, contacts 64 on switch M and contacts 74 and 75, which are now reversed, to the rails of track 21. Contacts 76 and 7 7 are now reversed, so that the supply of loop current from secondary 100 of transformer B is'discontinued. Circuit controller Z is set into operation because the operating circuit for its magnet 94 is closed at contact 78 which is now reversed. Loop current is now supplied to the rails of track 21 from the secondary of transformer B through contact 61, contact 76, resistance 8, rails of track 21, resistance 9, contact 77 and contact 62 to the secondary of transformer B The contacts 61 and 62 of circuit controller Z constitute a polechanger so that the relative polarity of the 100 current thus supplied to the track a s is periodically reversed. Consequently, when a train moving toward the left approaches signal A all three relays W, X

' and (see Fig. 2) will be energized, so that the mdication given aboard the train will Proceed at slow speed.

I will now assume that switch M is re- N is normal, and that s gnal A is moved to. theproceed position. Track circuit current will then be supplied to the rails of track immediately to the right of point K,such current flowing from the secondary of transformer 16, through contacts 66 and contacts 79 and 80.

The normal loop circuit for track 90 is nov open at contacts 81 and 82, but loop curren is supplied from transformer B througl contacts 61 and 62, and through contacts 81 and 82 to resistances 8 and 9 in track 90. I1 follows that a train moving toward the lef and approaching signal A will receive tlu indication Proceed at slow speed.

If switches M and N are both reversed and signal A is moved to the proceed osition, track circuit current will be supplied to the rails of track89 immediately to the right of point H, the circuit being from transformer 16, through contacts 66 and contacts 84 and 85. Loop current is supplied to track 89 from the secondary of transformer B through contacts 61 and 62 of circuit controller Z and contacts 86 and 87 operated by signal A A train moving toward the left and approaching signal A will, therefore, receive the indication Proceed at slow speed.

Referring again to Fig. 2, it will be seen that if relay J is de-energized and immediately energized, lamp U will be lighted for a brief interval of time. This is because relay W becomes energized when contact 32 closes, so that when contact finger 31 swings to the right, relay X will become energized. This momentary lighting of lamp U may occur, for example, when the train passes from onetrack circuit to another under proceed indications. Similarly, when passing from one track circuit to another under caution indications, lamp T may be lighted for a brief interval of time. To prevent these brief indications being given by lamps U and T, the apparatus shown in Fig. 3 may be used. In this view lamps G, Y and R are controlled by contact 30 of relay J in the same manner as in Fig. 2. An additional slow-releasing relay V is provided, however, which relay can be energized onl when re lay X or relay-Q, is energized and back contact 32 of relay J is closed. Assuming then that relay J is energized in normal direction and momentarily becomes de-energized, the closing of back contact 32 will energize relay W, and when contact 31 again becomes closed relay X will be energized. Relay V will not be energized, however, because back contact 32 of relay J remains open, consequently relays W and X will open at the exiration of the time intervals and the signal amps U, T and S will not be affected. If,

however, relay J is intermittently energized in the normal direction, relay W will become energized the first time that back contact 32 c oses, relay X will become closed upon the subsequent closing of contact 31, and the second time that contact 32 closes relay V will become energized by virtue of a circuit which passes from the terminal of a suitable source of current, through contact 32 of relay J and contact 37 of relay X. The 1 neaaeae result will be that relays W, X and V are all closed, so that the circuit for lamp U will then pass from the terminal of a suitable source of current, through contact 36 of relay TV, contact 41 of relay V, contact 102 of relay X, and back contact 39 of relay Q, to lamp U. If relay J is intermittently energized in reverse direction, relays W, Q and Vwill be energized, whereupon the circuit for lamp T is from the terminal, through contact 36, contact 41, and contact 38 to lamp T. If relay J is intermittently energized in opposite directions, all four relays W, X, Q and V will be energized, so that lamp S will be lighted by virtue of a circuit which passes from the terminal of the source of current, through contact 36, contact 41, contact 102 and the front point of contact 39 to lamp S.

Tteferring now to Fig. 4c, the apparatus here shown is similar to that shown in Fig. 2, except that the single line relay J of Fig. 2 is replaced by two relays J and J B in Fig. 4. When these relays are supplied with track circuit current of normal relative polarity and loop current of normal relative polarity, the contacts of relay J B are picked up but the contacts of relay J are not picked up. When the relays are supplied with track circuit current and loop current the relative polarity of one of which is reversed, the contacts of relay J are picked up but the contacts of relay J are not picked up. When the supply of either track circuit current or loop current is discontinued, bothof theserelays are de-energized. The proceed lamp G is supplied with current through contact 43 of relay J, the cau tion lamp Y is supplied with current through contact 42 of relay J and the stop lamp R is supplied with current through back contacts 44 and 45 of relays J A and J respectively. The operation of the apparatus in so far as these three lamps are concerned will be understood without further explanation. The circuit for relay W includes back contact 32 of relay J A and back contact 32 of relay J so that relay W is energized only when both relays J and J are open. The circuit for relay X includes contact 36 of, relay TV and contact 31 of relay J so that relay X can be energized only when relay W and relay J are both energized. Similarly, the circuit for relay Q includes contact 36 of relay W and contact 31 of relay J. so that relay Q can be energized only when relays W and J are energized. Lamps U, T and S are controlled by relays \V, X and Q in the same manner as in Fig. 2. It will lee-apparent, therefore, that when the train receives track circuit current of normal relative polarity and intermittent loop current of normal relative polarity, lamp U will be lighted; when the train receives track circuit current of reverse relative polarit and intermittent loop current, lamp T will be lighted; and when the train receives track circuit current and also loop current periodically reversed in relative polarity, lamp S will be lighted.

It will, of course, be. apparent that the apparatus shown in Fig. 4 may be modified by the addition of relay V as in Fig. 3, if desired.

As herein shown the relay J (and relays J and J together with the apparatus controlled thereby are carried on a train, but it is understood that this specific location of such relays and apparatus is not essential to my invention.

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modifications may be 4 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:

1. Railway traffic controlling apparatus comprising means for supplying two alternating currents to the trackway and for at times interrupting one of said current-s periodically, and train-carried mechanism con- 4 trolled lay-said currents and arranged to give one indication when both currents are continuously supplied and a different indication when one current is continuously supplied and the other is periodically interrupted.

2. Railway trafiic controlling apparatus comprising means for supplying the track- Way with two alternating currents of the same frequency but difiering in phase. means controlled by traflic conditions for at times interrupting one of said currents periodically and for at other times periodically reversing the relative phase of one of said currents, and train-carried governing mechanism controlled by said currents.

3. Railway trafiic controlling apparatus comprising means for supplying two alternating currents to the trackway and for at times interrupting one of said currents periodically, and train-carried mechanism controlled jointly by said two currents and responsive to suchperiodic interruption of said one current.

4. Railway traffic controlling'apparatus comprising means for supplying the trackway with two alternating currents of, the

same frequency but differing in phase, means controlled by traffic conditions for at times interrupting one of said currents periodically and for at other times periodically recurrent is periodically interrupted or the relative phase of one current is periodically reversed.

5. Railway traffic controlling apparatus comprising means for supplying the trackway with two alternating currents having one phase relation or another and for periodically interrupting one of said currents, and train-carried mechanism controlled jointly by said currents and arranged to give different indications according as said currents bear one phase relation or the other.

6. Railway trafiic controlling apparatus comprising means for supplying the trackway with two alternating currents having one phase relation or another and for at times periodically interrupting one of said currents, and train-carried mechanism controlled by said currents and arranged to give two different indications when both currents are supplied continuously according as said currents have one phase relation or another and to give two other distinctive 1ndications when one current is periodically interrupted according as the currents have one phase relation or the other.

7. Railway traflic controlling apparatus comprising means for supplying the track- Way with two alternating currents having one phase relation or the other, means for at times periodically interrupting one of said currents and-for at other times periodically reversing the phase of one current with respect to the phase of the other, and traincarried mechanism-controlled by said currents and arranged to give two distinctive indications when both currents are supplied continuously according as said currents have one phase relation or the other and to give two other distinctive indications when one current is periodically interru ted according as the currents have one p iase relation or the other and to give a fifth distinctive indication when the phase of one current is periodically reversed with respect to the other.

8. Railway trafi'ic controlling apparatus comprising means for supplying two alternating currents to the trackway and for at times periodically reversing the phase of one current with relation to the phase of the other, and train-carried mechanism controlled jointly by said currents and responsive to such periodic reversal of the relative phase of one current.

9. Railway traific controlling apparatus comprising means for supplying two alternating currents to the trackway and for at times periodically reversing the phase of one current with relation to the phase of the other, and train-carried mechanism controlled jointly by said currents and arranged to give one indication or another according as the phase relation of the currents is maintained constant or the relative dphase of one current is periodically reverse 10. Railway traflic controlling apparatus comprising means for supplying two alternating currents to the trackway and for at times interrupting one of said currents periodically, train-carried mechanism controlled by said currents and including two contacts, means for closing the first contact when said two currents are supplied continuously and for alternately closing the first and second contacts when one current is supplied continuously and the other is periodically interrupted, a slow releasing relay on the train energized when said second contact is closed, a second slow releasing relay on the train energized when said first contact is closed and said first relay is closed, each of said relays being arranged to remain closed continuously during periodic interruption of one of said contacts, and governing means on the train controlled by said two slow releasing relays.

11. Railway traific controlling apparatus comprising means for supplying two alternating currents to the trackway and for at times interrupting one of said currents periodically, train carried mechanism controlled by said currents and including two contacts, means for closing the first contact when said two currents are supplied continuously and for alternately closing the first and second contacts when one current is supplied continuously and the other is periodically interrupted, aslow releasing relay on the train, a circuit for said relay including the second of said contacts, a second slow releasing relay on the train, a circuit for said second relay including the first of said contacts and a front contact of said first relay, and governing means on the train controlled by said second slow releasing relay.

12. Railway trafliic controlling apparatus comprising means for supplying the trackway with two alternating currents having one phase relation or the other, means for at times periodically interrupting one of said currents and for at other times periodically reversing the phase of one current with respect to the phase of the other, three slow releasing relays carried on a train, means for energizing the first of said relays when either of said currents is interrupted, means for energizin the second or third of said relays when t e first relay is closed and both of said currents are present according as they have one phase relation or the other and for energizing bothof said relays when the phase of one current is periodically reversed with respect to the phase of the other, and governing mechanism on the train controlled by said second and third relays.

13. Railway trafiic controlling apparatus comprising means for supplying the trackway with two alternating currents having one phase relation or the other, means for at times periodically interrupting one of said currents and for at other times periodically reversing the phase of one current with respect to the phase of the other, three slow releasing relays carried on a train, means for energizing the first of said relays when either of said currents is interrupted, means for energizing the second or third of said relays when the first relay is closed and both of said currents are present according as they have one phase relation or the other and for energizing both of said relays when the phase of one current is periodically reversed with respect to the phase of the other, and governing mechanism on the train arranged to give one indication or another according as the second or third relay is energized and a third indication when boththe second and third relays are energized.

14. Railway traflic cont-rolling apparatus comprising means for supplying the trackway with two alternating current-s having one phase relation or another and for at times periodically interrupting one of said currents, a relay on a train, means for energizing said relay in one direction or the other when said two currents are present ac cording as the currents have one phase rela tion or the other and for tie-energizing said relay periodically when one current is pe riodically interrupted, and governing mechanism on the train controlled by said relay. '15. Railway traflic controlling apparatus comprising means for supplying the trackway with two alternating currents having one phase relation or another and for periodically interrupting one of said currents, three slow releasing relays carried on a train, means for closing the first rela whenever one of said trackway currents is interrupted,

means for closing the second or the third re-' lay when the first relay is closed and both currents are present according as said cur-. rents have one phase relation or the other, and governin mechanism on the train controlled by sai relays.

16, Railway traific controlling apparatus comprising means for supplying the trackway with two alternating currents having one phase relation or another and for pcriodically interrupting one of said currents, three slow releasing relays carried on a train, means for closing the first relay whenever one of said trackway currents is interrupted, means for closing the second or the third relay when the first relay is closed and both currents are present according as said currents have one phase relation or the other, a fourth slow releasing relay on the train, means for closing said fourth relay when either the second or the third relay is closed and the supply or one of said trackway cur rents is interrupted, and governing mechanism on the train controlled by said relays,

17. Railway trafic controlling apparatus comprising means for supplying the trackway with two alternating currents of the same frequency but differing in phase, means controlled by trafic conditions in advance for at times reversing the relative polarity of one of said currents, means also controlled by traific conditions in advance for at times periodically interrupting one of said currents and for at times periodically reversing the relative polarity of one of said currents, and train-carried governing means controlled jointly by said two currents and responsive to the relative polarity of such currents and to the periodic interruption and reversal thereof.

ture.

HERBERT A. WALLACE.

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