US1656934A - Railway-traffic-controlling apparatus - Google Patents

Description

Jan. 24, 1928.

W. P. ALLEN RAILWAY TRAFFIC CONTROLLING APPARATUS KHL'FI N m s.

Filed A112. 4. 1926 Amplz,

Patented Jan 24, 1928,

UNITEDSTATES PATENT OFFICE.

Y 'WALTER P. ALLEN, 0F JERSEY CITY, NEW JERSEY, ASSIGNOR TO THE UNION SWITCH & SIGNAL GOMI'ANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENN- SYLVANIA.

RAILWAY-TEAFFICCONTROLLING APPARATUS.

Application filed. August 4, 1926. serial No. 126,997.

My invention relates to railway trailic controlling apparatus," and particularly to apparatus of the type comprising governing mechanism on a car controlled byucurrent supplied to the track rails.

I will describe one form of apparatus c1nbodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1*-,'designate the track rails of a railway along which trathc normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of track sections G D, D-dd), etc. Located at the entrance end oi each section is a signal designated by the reference character S, with an exponent corresponding to the location, eachof which signals is capable ofindicatin'g proceed, caution or stop. These signals may be controlled in any suitable manner, andsince the apparatus for controlling them has nothing to do with my present invention, such'appa ratus is omitted from the drawing inorder to simplify the disclosure.

Each section is provided with means "for supplying the rails oi the section with alternating current of one characteristic 'or another according to traificconditions in ad- Vance oi the section. As here Sl1OW11,Cl1I- rent of one frequency is supplied to the rails under one tratllc condition, and current of a different frequency is supplied to the rails under a different trafic condition. In order to supply these currents, each section. is provided with a transformer located adjacent the exit end of the section and designated by the reference character T with an exponent corresponding to the location; A secondary 6 of each of these transformers is connected across the rails of the section through a reactance d and a resistance 5. The primary 7 of each 'transi'ornierT is connected with a transmission line L when the signal S for the next section indicates proceed or caution, and with a transmission line L when the signal for the neirt section in aclvance"in dicates stop. The connection of primary 7 to one or the other of the transmission lines is accomplished by circuit controllers 8 and 9 operatively co-nnectedwith the signal for the section next in advance. The t-ransmis S1011 line L is constantly supplied with 8.1 terns-ting current ofa relatively low froquency by a generator M, and the transmission l ne L is constantly supplied with alternating current of a relatively high fre quency by a generator M Interposed between the secondary 6 of each transformer T and one of the track rails, is a battery 3. These batteries maybe used to energize the usual track relays which are employed to control the signals S, but which are not shown in the drawing because they form no part of my invention.

The reference character V designates a car traveling on the track rails 1 and 1. Located in advance of the forward axle of this car are two inagnetizable cores l0 and 10, mounted above the track rails 1 and 1, re spectively, and carrying coils l1 and 11, respectively, so that these coils are in inductive relationwith the two track rails. The coils 11 and 11' areincluded in receiving circuit H which may also include acondenser 12 or a condenser 18. Thesecondensers are of different capacities, and are so chosen that when the condenser 12 is included in the receiving circuit this circuit is substantially tuned to resonance at the frequency of the current supplied by generator M, whereas when the condenser 13 is included in the circuit, the circuit is substantially tuned to resonance at the frequency of the current supplied by generator One condenser 01' the other is included in the receiving circuit according as contact 19 is in one position. or the other, and this contact is connected with a manually operable member F. An amplifier 14 is connected across condenser 12 or condenser 13, accordingto which one of these condensers is included in the receiving circuit, and this ampliiier supplies alternating current to a rectifier 15, which in turn furnishes uni-directionalcurrent to a relay 16. The parts are so adjusted that when the receiving circuit His tuned substantially to resonance at the frequency of the particular current which happens to be flowing in the track rails, the

relay 16will be energized to close its front energized.

The relay 16 may control train governing mechanism of any suitable character. As here shown, this mechanism comprises a brake application valve lV, which is c'tlective when de'energizcd to apply the brakes autoinatically. The valve W provided with a circuit which passes from terminal B of a suitable source of current through tlront contact 18 of relay 16 and valve il to terminal O of the same source of current.

The car is also provided with a cab sig, nal J, comprising; three electric lamps G, Y and H, arranged to indicate proceed, caution and stop, respectively. These lamps are controlled by contact 1'? of relay in, and also by a circuit controller 20 operatively connected with the manually operable menu ber F. -Vl hen relay 16 is energized and member F is in its normal position, the pro cecd lamp G will be ligthcd by virtue Of a circuit which is obvious from the drawing. hen relay 16 is energized and member i is reversed, the caution lamp Y will be lighted. When relay 16 tie-energized, the stop lamp R will be lighted, regardless oil" the posit-ion oi contact 20.

As shown in the drawing, the section llll mediately to the right of point E is occupied by a car V, so that signal S indicates stop, and, consequently, current of high frequency supplied to the rails of section D- -E. Signal S indicates caution, so that curent of low frequency is supplied to the rails of section C-D. Signal S indicates proceed, so that current of low frequency is supplied to the rails 01 the sectionto the left of point C. The car V thore'torc receiving current of low frequency, and with the member F in the normal position, in which it is shown in the drawing, condenser 12 is included. in the receiving circuit H, so that this circuit is tuned to resonance atthe low frequency. Relay 16 is therefore energized, so that the proceed lamp G is lighted and the bralze application valve W is energized. As the car passes through section CD, no change occurs in the car-carried apparatus, because the rails of this section are supplied with current of low frequency. As the car enters section-DE, however, it will receive current of high frequency from the rails o'lf this section, and, consequently, relay 16 will open unless the engineman reverses the manually operable member F, thereby including condenser 18 in the receiving circuit H. It the engineman fails to reverse the member F, the opening of relay 16 will ale-energize the brake application valve W and so will cause an automatic application of the braltes, and the opening of relay 16 will also cause the stop lamp R to become lighted. On the other hand, it the engineman reverses the member 1 relay 10 will remain energized, so that braltc application valve "W will continue to be energised,

but the caution lamp Y will become li hted. hen the car V enters the occupier section to the right of point E, the supply 01': energy from the track rails will cease, and, consequently, the car will be brought to a stop unless means are provided to permit the car to proceed at a safe low speed when relay 16 is opened. Such means are well known in the train control art and need not be illustrated, becatu e they term no part of. my invention. "hen the car again enters a section supplied with current of low frequency, the engineinan will restore member 1 to its normal position, whereupon relay 16 will be energized because the receivingcircuit H will. then be tuned to resonance at the frequency of such current.

It will be seen from the foregoing that upon passing a wayside signal indicating; caution, the engineznan must reverse the manually o ierablc member F in. order to "*d an auton'iatic :qiplicatiou oi? the brakes. action indicates that the cnginciuan is all i re and alert.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may he made therein within the scope of the a pended claims without departing from tile spirit and scope oi. my invention.

Having thus described my invention what I claim is:

1. In combination with the rails of a railway track and a car travelling thereon, means for supplying said rails with-alternating current of one frequency or another according to trallic conditions in advance, a. circuit on the car receiving energy from the track rails and including manually operable 111911118 for tuning the circuit to substantial resonance at the frequency oi either of said currents, and governing mechanism on the car ell'ective to retard the car if said circuit is not tuned to substantial resonance at the frequency oi the current in the rails at the point occupied by the car.

2. In combination, a stretch of railwa track divided into sections and a car have ling thereon, means l'or each section for supplying the rails with alternating current of one frequency or another according as the section next in a dvancc is occupied or mice cnpied, a circuit on the car receiving energ T from the track rails and including manualy operable means for tuning the circuit to substantial resonance at the :lrequency of either of said currents, and governing mechanism on the car eilective to retard the car it said circuit is not tuned to substantial resonance at the frequency of the current in the rails of the section occupied by the car.

3. In combination with the rails of a rail- Way track and a car travelling thereon,

means for supplying said rails with alternating current of one frequency or another according to traflic conditions in advance, a coil mounted on the car in inductive relation to a track rail, a circuit for said coil provided with two condensers of different capacities adapted respectively to tune the circuit to substantial resonance at the frequency of one or the other of said currents, manually operable means for including one or the other of said condensers in said circuit, and governingmechanism on the car controlled by the voltage across whichever of said condensers is included in said circuit and effective to retard the car if said circuit is not tuned to substantial resonance at the frequency of the current in the rails at the point occupied by thecar.

4:. In combination With the rails of a rail- Way track and a car travelling thereon, means for supplying said rails With current of one characteristic or another according to traflicconditions inadvance, govsaid track rail currents, and manually operable means on the car for causing said mechanism to be eifectively responsive to current of one characteristic or the other according as said manually operable means is in one position or another.

5. In combination With the rails of a raileiiectively responsive to current of one char acteristic or the other according as said manually operable means is in one position or another, and governing mechanism on the car controlled by said circuit and operating to retard the car unless the circuit is effectively responsive to the current in the rails at the point occupied by the car.

In testimony whereof I affix my signature.

WALTER P. ALLEN.

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