US1653363A - Railway-traeeic-controlling apparatus - Google Patents

Description

L. V. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Filed June 3. 1926 Dec. 20, 1927.

, A ST1 Patented Bec. 20, i927.

lJNlTED STATES PATENT OFFICE.

LLOYD V. LEXVES, OF EDG-EVJOOD BOROUGH, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCI a SGNAL COMPANY. OF SVITSSVALE. PENNSYLVIA, A CORPORATION OF PENNSYLVANIA.

RAILW'AY-TRAFFIGCONTROLLING APPARATUS.

Application tiled June 3,

My invention relates to railway trattic controlling apparatus, and particularly to apparatus ot' the type comprising train carried governing mechanism controlled by energy received lfrom the trackway.

I will describe rone form of railway trattic controlling apparatus embodying my invention and will then point out the novel features thereof in claims.

Inl the accompanying drawings. Fig. l is a view, partly diagrammatic, showing one torna of train carried governing mechanism embodying my invention. Fig. 2 is a diagrammatic view illustrating one form of traclway apparatus suitable :tor co-operation with train carried mechanism shown in Fig. l and also embodying my invention.

Similar reference characters refer to similar parts in both views. f

Referring lirst to Fig. f2, the reference characters l and ll designate the track rails of a stretch of railway track over which tra'tiicnormally moves in the direction indicated by thc arrow. These track rails are divided, by means of insulated joints 2, into a plurality oit successive track sections lf-B, B-C, etc. Each track section is-provided with a track relay designated by the reference character R with an exponent correspondinglto the location and connected across the rail;` adjacent the entrance end ot' the section. Eacu such track relay is responsive to track circuit current supplied to thc corresponding section Ytrom a suitable source such as a track battery designated by the reference character l) with an appropriate distinguishing exponent and connect-ed across the rails adjacent: the exit end ot the section.

Each track section is further provided with a trackway signal designated by the reference character S with a distinguishing exponent. In the 'torni here shown each signal S is of the three-position semaphore type and is located adjacent the entrance cud ot' the asfocialed section. but this particular torni and location ol signals is not essential. The circuits Ator controlling` the signals ti 'torni no part ot my present invention and are omitted Ytroni the drzuving for the sake ot simplicity. For present.- purposes it is sniiicient to state that each signal is so controlled that when the corresponding section i@ occupied the signal indicates stop 1926. Serial N0. 113,380.

when the corresponding section is unoccupied and the section next in advance is occupied, the signal indicates caution; and when the corresponding section and the scetion next iu ad 7ance are both unoccupied the signal indicates proceed.

Means are also provided for supplying each track section with alternating train controlling currentI which flows through the two rails ot' the section .in series. As here shown the immediate supply ot' such train cont-rolling current for each section is a transformer. designated by the reference char acter T with an appropriate exponent, and having a secondary 5 connected across the rails oit the associated section in series with the track battery D ior the same section. The primary 6 ot' each transformer T is supplied with alternating current over a front contact 9 9 of the adjacent track relay R trom line wires 8 and 311. The line wires 3 and 3 are constantly supplied with alternating current from a suitable source such as an alternator M. It will therefore bc plain that each section is supplied with alternating train controllingcurrentwhen the track relay tor the section next in advance is energized.

' Each track section is also provided with an auxiliary transformer designated by the reference character K with an exponent corresponding to the location and having` a secondary winding 7 connected across the rails a short distance in advance ot the entrance end otI thc associated section. A resistor TT is interposed between the secondary T ot' each such transtorii'ier and the railsl so that the secondary will not shunt the adjacent track relay E. The primary S of each .transformer K is supplied with alternating cnrrcnttrom line wires Il and il over back contact 9-9l of the adjacent track relay E. lt 'follows that each section is supplied with train controlling` current between the entrance end ot` the section and the associated transformer l( when thc corresponding track relay is (lc-energized.

As shown in the drawing the section to the right ot point C is occupied by a train indicated diagrannnatically at V. Signal SG t-heretore indicates stop, signal SB indicates caution. and signal SA indicates proceed. Track relav RC is de -r'o'izedand transfer-incr KC is' therefore ein ized. The

Ful

Il reaaeea train coutro]ling` current and also with track circuit current.

The section to the lett of point i is oeeu pied by a following train designated by tl e reference character il, and which ie provided with train carried governing mecha nisin embodying my invention. Referring; now also to Fit. cai-:fried on the locomotive of train l in c vance oi" the forward aide 1 are tivo inegi' 'izahle Coree 10 and 102L located in inductive relation with the tivo track rails 1 and 1a respectively. 'flore l0y is pro vided with aiwinding 11 :nul core 10lnx is prrr vided with a similar Winding; 11;, the tivo Windino's,

C 11ik and 11n being connected in Seriee in such manner that the iioltagggea induced therein'hj; alternating; currenta floningin opposite directions in the tivo tract; rails at any instant are additive. 'llhe Windinge 11 and 11a are conneetee. preferably through an anipliier 12, with a main relay D.

The relay D controla two Signale here shown as electric lamps L18 and 49, and alst-so controls a magnet valve F. The re" 'terence character 19 designates, a pipe normally aupplied with. fluid pressure, usually air, arranged to cause au autouuititl applic tien ot the brakes When the preseurc iu the pipe is reduced. Preaaure in pipe 194i@ mutrolied hy an application valve il which is in turn controlled hy the magnet valve and ln' pilot valve ll which ie in turn controlled h5' manuallyv operahle acltuon'ledpjiugr valve il Valve F comprises a valve hotly all containing a valve Stein GO7 no'vided with ou armature 1 !5 and a Winding' 16. lil'lhen iviiuliupr 1G is energized st i o0 ie, moved down-- Wardly againet the laine ol? a Spring G1 so that pipe 70 is supplied with iiuid pressure `.trono a suitable Source not ehon'n in the drawing?, through pipe Of. llvhen Winding 1G iS cle-energized. atena Gillis it'orccf'l up lu' spring 61t so that pipe O2 is. hlanl d aufrl pipe 70 yis connected with atmosphere through a restricted orifice GQ.

The application valve G coinprieeel a valve bony 13 provided 'with a chainher :1T containing.' a pieton Operated h3' the piston 56 is a valve stein 14. Chamber 5T is constantly connected with a timing` ree/ervoir 58 and pipe 7th and when this,` chainher ie supplied with tluitl pressure, piston 1G moves downwardly carrying the stern 1e against the loiae; of a Spring 17 to a position in which pipe 19* is blanked and a connected with atmosphere throu 18. llhen the preeslne in chainl; suiiieiently reducedLL spring. 17 move, upwardly to a position in which pipe 1S) is connected with pipe 2O and portv 15? is lilauliel. Under normal conditions pipe Q0 is con ne ,tled, throuph valve il, with pipe 29 and a stop reservoir 30.

lllhen relay D io energize l. current is supplied to Winding 16 ot valve l? from a Suitahle source of -ener auch as a hattet-y 41, over wire 42.k trout Contact 10 ot relay Dj Wire 135 Winding` 1G ot valve l?, and 1frire 4111 hack to batter)7 L11. Fluid pressure thereiore is supplied 'troni pipe @25 through valve E to timing reservoir 58 and chandler 5T oir' valve G. Stein 1a of 'valve (l therefore occupies its lower position so that pipe 19 iehlanlred and reaerroir 30 ie connecte l with. atmosphere through port 18 ot valve (if. Vfhen relayv D heconiee cle-energized however, valve l? revefrzes, and preaaure in reservoir 58 and chainlrir 537 ie. sloivlj;T dieaipated to atinoephere through port .in valve l?. After a time interval the pressure in chainher 37 is reduced to a value low enough to permit Spring;l 17 to raise stein 14;, `whereupon valve G reversea. Stop reservoir 3() ie then necteu with pipe 19, theieoy ieoucing, he

pressure iu pipe 19 and causing an autoinal'le application ot. the hralres. llllheu relaiw D energized current also Howe troni ha t; V il through Wires 41:2 and 45, front Contact 4G of relay D Wire 1177 lamp 118, Wire 50, contact 51 and Wires 52 and hack to battery 41. Lamp 418 is then lighted to indicate proceed. llllhen rela'v D is de-enereizetl` however, the Circuit just traced for lamp is; open and another circuit is closed Yfrom halterv 111, through uirea and 15. hach ron tact 16 of relayY il Wire 511, lamp Ll-Sl. and Wires 5F and haelt to halter;v ill. liamp ia then lighted lo inflirzic cnuiou.

The acknowledging; valve it conun'iece a valve hodj7 containing; a valve il? routrolled hv a manually operalil;l` handle fitl. An acknowledging reservoir 53o' ie normali)v connected,through pipe 35 and salve il@ with a pipe O which is. conatantljf ouueeied with a suitable eomee ot air pressure not Shonin in the drawing. lllien handle il@ ol valve H is moved to the left( reeervoir 2F ie disconnected from pipe il and ia conoeiifled through pipe and valve lll with pipe The pilot valve il roiugnieee: a valve hodjf 2l containing a choaiher lf2 haring a reciprmfahle pistou therein. "tou Q5 oper ote a Stein 2G carryimr a pieton valve and a poppet valve Elm these parte hein y hiaeed to their loncr ,iosdlirinh lnk a aprinsf Ll t) sition valve Q8 connects pipe 2O with pipe 29. and valve 28 is closed; but when the acknowledging valve H is operated the pressure normally existing in acknowledging reservoir 36 is discharged into cylinder 22, driving piston upwardly. Stem 2G therefore moves upwardly and pipe 29 is then supplied with fluid pressure from a source not shown in the drawing through pipe O1 and valve QS?. so that stop reservoir 30 be comes charged. Valve QS also moves upwardly to blank pipe 20. lf under these conditions. valve Gr should reverse to connect pipe 19 with pipe 20 there would be substzur tially no decrease in the pressure in pipe 19 and hence the brakes would not be applied.

1t will be noticed that a restricted orifice 23 connects chamber 22 with atmosphere. After the expiration of a time interval the pressure supplied to chamber 22 from reservoir 36 is decreased by dissipation to atmosphere through orice 22% so thatspring QT returns piston 25 to its lower position, thereby closing valve 28 and opening pipe 20 to pipe Q9. This operation does not cause a brake appiication, however. even if valve G be reversed, because reservoir 230 has already been charged by pressure from pipe O1 and therefore the connection of pipe 19 to this charged reservoir does not decrease the pressure in pipe 19.

A pneumatic relay designated by the reference character J comprises a body 32 containing a piston 33 which is biased to its lower posit-ion by a spring 34. The underside of piston 33 is connected, by means of pipe 31- with pipe 29. lhen reservoir 30 and pipe 29 are connected with atmosphere, piston 33 occupies its lower position under the intluence of spring 34. and contact 51 which is operatively connected with piston 33% is then closed. Then reservoir 30 is charged with tiuid pressure, however. piston 33 is moved upwardly against the bias exerted by spring CH to open contact 51. lt will therefore be plain that lamp 4S cannot be lighted to indicate proceed unless the pressure in stop reservoir 30 is atmospheric, that is. unless the pneumatic apparatus is in proper condition to cause an automatic application of the brakes should relay D become tlc-energized.

.Referring now also to Fig. l. as the train Y proceeds through the stretch of track shown in the drawing while it. occupies section A--H relay D is energized due to current from transformer TP'. lith relay D energized. winding 1G of valve if is energized. and stem 1i of valve ti occupies its lower position. l will assume that valve H occupies the position in which it is illustrated in Fig. 1. so that piston 25 of valve l) occupies its lower position. Stop reservoir 30 is therefore connected with atmosphere through port 18 of valve Gr, and pipe 19 is blanked at valve G. Piston 3?) of relay ,l occupies its lower position. so contact 51 o this relay is closed, and lamp 4S is lighted. As the train enters section D-C relay R becomes cle-energized, closing the circuit for primary S of transformer KB. Relay D is therefore energized due to current from transformer li until the train passes the point of connection thereof with the rails. Then this happens, relay D becomes cle-energized. Lamp 4S is therefore extinguished and lamp Li9 is lighted to call the attention of the engineman to the change in traffic conditions. The opening of front contact 40 of rela D also de-energizes winding 1G of valve l". Stem (itl of this valve therefore moves to its upper position, venting reservoir 5S and chamber 57 of valve G to atmosphere through port G2 of valve F. After a short time interval stem 1t of valve Gr rises, connecting pipe 19 with pipe 20. If valve Vll is not operated this operation of valve Gr causes an automatic application of the brakes hv connecting pipe 19 with the stop reservoir ft). After lamp 4b' is extinguished the engineman has a time interval. prior to the operation of vaive G during which he may prevent` the automatic brake application by operating valve H. Should he do this before valve G operates. piston of valve P is moved upwardly to blank pipe 20. and reservoir 30 is charged with fiuid pressure from pipe O1. Piston of relay J is then moved upwardlyr to open contact 51. After the pressure in reservoir 3G has been exhausted through port QS of valve P. piston 25 will return to its lower position. but without causing` an automatic application of the brakes. because stop reservoir SO has been charged to the saine pressure as pipe 19. As the train proceeds through section B--C. tlwret'ore` relay D is (le-energized and lamp 49 is lighted to indicate caution. but no auto matic brake application is incurred if the engineman has acknowledged.

As the train enters the section to the right of point C, current from transformer `KC energizes relay D. The circuit for lamp L19 is now opened at back contacty 4G of relay D and the circuit for winding 16 of valve F is closed at front contact L10; ralve F. therefore reverses and pressure is supplied to chamber 57 of valve G, moving stem 14; of that valve to its lower position to blank pipe 19, and vent reservoir 30 to atmospl'icre through port 18. Piston 33 of relay .l then returns to its lower position closing contact 51. Lamp 48 therefore becomes lighted. Then the train passes transformer KC relay D again becomes cle-energized to cause an automatic brake application by connecting the pipe 19 with the reservoir 30. It', however, the engineman operates valve H to acknowledge the change in tratlie conditions shown by the lighting of lamp 49 prior to the operalUt) ltion or". Valve Gr, valve P will be operated to gineman sees and acknowledge-s the stop indication displayed by signal SC betore relay D becomes energized it C, Valve l) Will remain reversed as the train passes the portion of trael; between C and lic, and will maintain reservoir 30 charged and prevent an automatic application ot the brakes upon deenergizal'ion ot relay D in passing transformer KC and Will maintain contact 5l open to prevent lighting ot lamp l-S even though relay D :is energized. lt ivill therefore be seen that it' the engineman passes the stop signal SC Without acknowledging; the brakes will he automatically applied shortly after the train passes transformer lic. lt, howeven the enpginei'nan does acknowledge the stop signal SC, both lamps L8 and 4:9 are entinguished until the train passes transformer KC. When the train passes the point o connection ot t-ranstormcr KC, relay ll again becomes de-energized so that lamp 49 is lighted to giyea continuous caution indication through the. section. to the right ot point C, or until relay D is again energized as by a change in trahie conditions.

Of course :it train lf is betiif'een point C and the point ot connection ot transformer KC with the track rails when train Vt passes point C, relay l) will not become energized, and the same thing` is true it train V is beyond the transformer KC but close enough thereto to materially reduce the difference of potential across the rails due to this transformer.

Should the valve G be reversed when relay D is energized7 as by some detect in Contact 4:0 or Valve l?, the reservoir 30 would be con nected oli' course, ivith pipe 19, so that the reservoir would be charged with Huid preusure Relay ,l would then be supplied with fluid pressure and Contact 5l. would be open so that lamp 4:8 would be extinguished even though contact 4-6 ot relay l) were closed. lt 'Follows that even though relay .D is energized lamp 1S cannot be lighted unless reservoir 30 is connected with atmosphei that is, unless the apiriaratus is in proper condition to cause an autoniatic application should relay D become de-energrizedil.lthoup'h l have herein shown and described only one, torni oit railway t1-aille controllingF apparatus embodying; mi' invention, il'. is understood that various changes and lnodiadcatione may be made therein Within the scope ot the appended claims Without departing from the spirit and scope ot my invention.

Having thus described my inventioinwhat .l `claim is:

l. Railway traffic controllingg` apparatus comprising a pipe on a train normally sup- 'l `pressure -eed te plied with u f tor at times supplying` luid pressure to said to the presrcserwir, a contact responsiie signal consure .in said reservoir, and u trolled by sa id contact.

RailWay traliic controlling` apparatus comprising a pipe on a train norinally suppliei'l with fluid iiiressure and arranged to apply the oi-alles when such pressure is re duced, a reservoir normally connected With atmosphere a relay ou the. train controlled :n a ccordauce with tra'l'fic conditions, a valve controlled by said relay and arranged normally to close said pipe but to at times coin rect the pipe with said reservoir, manually operable means tor supplying," said reservoir r-:itli `liuid pressure, and a signal controlled. by said relay and responsive to the pressure in said r seryoir.

lvfay truliic controllng apparatus 'ur a pipe on a train normally supi n. lluid pres-pure and arranged to apply 1 ie brakes when such pressure is reduced, a reservoir normally connected 'with atmoshcre, a relay on the train arranged to be endernergimd `when tratlic conditions are dangerous, a valve controlled by said relay and arraiured to close said pipe when the relay .is energized but to connect said pipe with said reservoir when the relay is cle-energized, manually operable means 'for sup- ]iilyingg fluid pressure to Said reseiivoir and e'lii'ective for an interval ot time to prevent connection of said reservoii.' with said pipe a contact responsive to the pressure in said reservoir and arranged to be open when said reservoir is vcl arged with 'fluid pressure, a signal. and a circuit tor said signal includinf;` said contact and. a trout Contact on said relay.

41.. Railway traffic controlling apparatus comprising a pipe on a train normally supplied u'itli Vduid pressure and arranged to :uiply the brakes when such pressure reducer, a reservoir normally connected with atmosphere, a relay on the train controlled in accordance u'il'b trailic comlitionsN a 'valve controlled by said rela;y and arranged to blank said pipe when lhe relay is energized. but to connect the pipe with said reservoir at the expiration ollv a time .interval tollen'- iue de-energization ot the relay. manually operable means iiior supplyino` said reservoir with fluid pressure and a signal controlled by said relay and responsive to the pressure in said reservoir.

5i. ln combination, a stretch of railway track, a relay located on a traiin means located partly in the traclrivay tor normally energizing said relay but effective under un 'grit/:ed un der sate trallic conditions but to be i lil) figli) sate traffic conditions to successively cle-energize, re-energize and cle-energize said re lay as the train proceeds through said stretch, a train carried reservoir normally connected with atmosphere, manually oper able means 'tor at times supplying tluid pressure to said reservor, brake applying apparatus on tlie train controlled by said relay and responsive at times` to the pressure in said reservoir, a contact responsive to tlie pressure in said reservoir, and a signal con trolled by said contact.

(5. ln combination, a stretch o't` railway track, a relay located on a train, means located partly in the trackway 'tor normally energizing' said relay but effective under unsate traffic conditions to successively de-ener gize7 re-energize and (le-energize said relay as the train proceeds through said stretch, apparatus on tlie train 'tor causing an automatic application ot the brakes when said relay is tlc-energized, manually operable means l'or preventing sucli automatic application ot tlie brakes, a signal having a circuit including a front contact Ot said relay, and means it'or interrupting said circuit when said manually operable means is in condition to prevent an automatic brake application.

In testimony wliereot I atlix my signature.

LLOYD V. LEWIS.

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