US1796342A - Railway-traffic-controlling system - Google Patents

Description

March 17, 1931. M. A. PENROD' 7 1,796,342

RAILWAY TRAFFIC CONTROLLING SYSTEM Filed Jan. 21, 1929 Fly. .2.

INVENTOR 5 M. Fr Pen rod CZ- R W A L. ATTORNEY Patented Mar. 17, 1931 UNETED STATES PATENT OFFICE MELVIN A. PENROD, OF SW'ISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SVISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILWAY-TRAFFIC-CONTROLLING SYSTEM Application filed January 21, 1929. Serial No. 334,076.

My invention relates to railway traffic controlling systems, and particularly to systems of the type involving wayside signals and trip arms located in the trackway for co-op eration with train carried train stopping devices.

One feature of my invention is the provision of means for checking the operation of the trip arms, and I accomplish this by preventing a signal from'giving 2. proceed indication after the passage of a train unless the associated trip arm has moved to its tripping position in response to the passage of such train.

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

In the accompanying} drawing, Fig. 1 is a diagrammatic view showing one form of system embodying my invention, and Fig. 2 is a diagrammatic view showing a modified form of system also embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a railway along which traffic normally moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 into a plurality of sections AB, BC, etc.,

but the complete equipment for only one section, AB, is illustrated in the drawing.

Each section is provided with a track circuit comprising a source of current connected across the rails adjacent the exit end of the section and a track relay having a winding connected across the rails at the entrance end of the section. As here shown, each source of track circuit current is a track transformer designated by the reference character E with an exponent corresponding to the location, the secondary of which is connected with the track rails, and the primary of which is connected with a transmission line 3, 3 con- 46 stantly supplied with alternating current by a generator V. Each track relay is designated by the reference character T with an exponent corresponding to the location.

Each section is provided with a normally energized home relay H, and a normally energized distant relay F, the circuits for which relays will be traced hereinafter. Each section is provided with a signal designated by the reference character S with an exponent corresponding to the location, and with a trip arm designated by the reference character K with an exponent corresponding to the loca tion.

Each signal S in the form here shown, is a color light signal having three electric lamps G, Y and R, adapted when lighted to indicate respectively proceed, caution and stop. Referring to signal S the circuit for the proceed lamp G is from line wire 3 through wire 4, contact 8 operated by trip arm K and closed only when the arm is in its non-trip ping position, wire 9, front point of contact 10 of home relay H front point of contact 11 of distant relay F wire 12, lamp G and wire 4 to transmission line wire 3*. The circuit for lamp Y of signal S is the same as that just traced for lamp G up to and including the front point of contact 10 of relay H from which point the circuit passes through the back point of contact 11 of relay F wire 13, lamp Y and wire 4 to transmission line wire 3*. Lamp R is provided with a circuit which passes from wire 3, through wire 4, contact 8 of trip arm K wire 9, back point of contact 10 of relay H wire 14, lamp R, and wire 4 to transmission line wire 3 The stop lamp R is also provided with an auXiliary circuit which passes from wire 3, through wire 4, contact 15 operated by trip arm K and closed only when the arm is in the tripping position, then through lamp R and wire 4 to wire 3.

The trip arm K is provided with a main energizing circuit which passes from wire 3, through wire 4, contact 5 of home relay H the operating mechanism of trip arm K and wire 4 to wire 3. This trip arm is provided with an auxiliary circuit which passes from wire 3, through wire 4, back contact 6 of track relay T and the operating mechanism of the trip arm K and wire 4 to wire 3*.

Home. relay H is provided with a pick-up circuit which passes from transmission line wire 3, through wire 16 at point B, front contact 17 of track relay T wire 18, front contact 19 of track relay T wires 20 and 21, contact 22 operated by trip arm K and closed only when the arm is in the tripping position, wires 23 and 2a, winding of relay H and wires 25 and a to line wire 3. Home relay H is also provided with a sticir circuit which passes from line wire 3, through wire 16, contact 17 of track relay T wire 18, contact 19' of track relay T wires 20 and 26, front contact 27 of relay H wires 28 and 24, winding of relay H and wires 25 and i to line wire 3. It will be noted that this circuit does not include the trip arm contact 22.

The circuit for the distant relay F is from wire 3, through wires 16 and 29, contact 30 operated by trip arm K and closed only when the arm is in the non-tripping position, wire 31, contact 32 of relay H wire 33, contact 34 of home relay H winding of relay F and wire r toline wire 3:

The operation of the apparatus shown in Fig. 1, is as follows:

Normally all relays T, H and F, are energized, each trip arm K is in its non-tripping position, and the proceed lamp G of each signal S is lighted. I will now assume that a train moving toward the right enters section A E. The consequent opening of track relay T will cause home relay H to be deenergized, because its stick circuit will be opened at contact 19 of relay T Distant relay F *ill then become de-cnergized, because its circuit will be opened at contact 34: of home rel'av H The main circuit for trip 1 arm K Will b6 opened at contact 5 of home relay H but the auxiliary circuit for this trip arm will become closed at back contact 6 of track relay T, so that the trip arm will remain in the non-tripping position as long as any part of the train occupies section AB. The circuit for the proceed lamp G of signal 8* will be opened at both contacts 11 and 10, but the circuit for the stop lamp R of this signal will become closed at the back point of contact 10 of relay H so that signal S wiil then indicate stop.-

As the train enters section B-C, it will cause track relay T to be deenergized, sothat relays H and F will both become (lo-- energiz d. Signal S will then indicate-stop,

but trip arm K will remain in its non-tripping position. lVhen the rear end of the train leaves section AB, track relay T will again become energized, but relays H and F will remain tie-energized, because their circuits will be open at contacts 17 and 32 respectively of relays T and H The opening of back contact 6' of track relay T will open the auxiliary circuit for trip arm K, so that this trip arm will move to its tripping position. No other change will occur in the apparatus associated with section AB until the train passes out of section B-C. lVhcn this happens, track relay T will become cnergized, whereupon the pick-up circuit for home relay l-I will become closed at contact 17 of relay T it being understood that trip arm K is now in the tripping position, so that contact 22 operated by this arm and included in the pick-up circuit for relay H is closed. The closing of. relay H will close the stick circuit for this relay at contact 27, so that relay H: will then remain closed aftor its pick-up circuit becomes opened atv contact 22 ontrip arm K. The closing of. relay H will close the main operating circuit for trip arm K at. contact 5, so that this trip arm will return to its non-tripping position. The closing of relay H2 will also close the circuit for the caution lamp Y of signal S at the front point of contact 10-, so that signal S will then give its caution indication- When the train passes out of section C'D, home relay H will close, and trip; arm K will return toits non-tripping position, so

that the circuit for distant relay F will then be closed at contact 32 and contact- 30. The closing of relay F will extinguish the cau tion. lamp Y of signal S and will cause the proceed lamp G to agairr become li hted.

It will be observed from the foregoing that if trip arin- K should fail to assume its tripping position in response to the passage of a train, home relay H cannot subsequentl'y become closed because its pick-up circuit will be opened at contact 22' of triparm K and the result of this will be that signal S will give the stop indication, thereby showing that the system is not functioning in its intended manner.

Referring now to Fig. 2, the apparatus shown in this view is the same as thatiir Fig. 1, except as to the means for controlling the home relays H. In Fig: 2, each section is provided with anauxiliary relay designated by the reference" character X with an exponent corresponding to the location. Referring particularly to section A--B, relay X is provided with a pick-up circuit which passes from line Wire 3, through wire 4, contact 22 operated by trip arm K and closed only when the arm is in its tripping position, wires 37 and 38, winding of relay X, and wires 39 and: P to line wire 3 Relay X is provided with a stick circuit which passes from line wire 3, through Wires 4 and 40', front contact 41 of relay H wire 42, front contact 43 of relay X wires 4.4.and38 ,.winding of relay X and wires 39- and 4 to wire 3". It will be seen, therefore, that after relay X is opened, it cannot be closed unless trip arm K is in its tripping position, but that when relay X becomes closed it wi l then remain closed as soon as home relay H is closed, regardless of the condition of trip arm K".

The circuit for home relay HP is from line wire 3, through wire 16', contact 17 of track relay T contact 35 of auxiliary relay X,

wire 18, contact 19 of track relay T contact 36 of auxiliary relay X winding of relay H and wire 4& to line wire 8 It will be seen, therefore, that home relay H cannot become closed unless both auxiliary relays X and K are closed. 7

The circuit for distant relay F is the same as in Fig. 1. The circuits for the signal lamps are omitted from Fig. 2 to simplify the drawing.

The operation of the apparatus shown in Fig. 2, is as follows: lVhen a train moving toward the right enters section AB, it will open track relay T thereby opening the main circuit for trip arm K but closing the auxiliary circuit for this trip arm at contact 6. The opening of track relay T will open the circuit for home relay H at contact 19, and the opening of this relay will open the circuit for distant relay F at contact 84. It follows that signal S will assume the stop indication, and that auxiliary relay X will be opened because of the opening of contact 41 of relay H When the train enters section BC, relays T H F and K will all open, so that signal S will indicate stop, but trip arm K will remain in its non-tripping position. Vhen the rear end of the train passes out of section AB, track relay T will close so that trip arm K will assume its tripping position, whereupon auxiliary relay X will close because its pick-up circuit will be closed at contact 22. When the rear end of the section passes out of the section BC, track relay T will close, so that trip arm K will assume its tripping position and auxiliary relay X will close. Home relay H will then close, so that trip arm K will return to the non-tripping position and the indication given by signal S will be caution. Relay X will remain closed because its stick circuit will now be closed at its own contact 1-3 and at contact 41 of relay H When the train passes out of section CD, relay H will become closed, and trip arm K will return to its non-tripping position, so that the circuit for relay F will become closed, with the result that signal S will again indicate proceed.

It will be observed from the foregoing that with the system shown in Fig. 2, if the trip arm K should fail to assume its tripping position in response to the passage of a train, relay X cannot subsequently become ener giezd, so that home relay H cannot become energized, with the result that signal S will continue to indicate stop, thereby indicating that the system is not functioning in the in tended manner.

Although I have herein shown and described only two forms of systems 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:

1. In a railway traflic controlling system, a trip arm, a signal associated therewith, and means for preventing said signal from giving :1 proceed indication after the passage of a train unless said trip arm has assumed its tripping position in response to the passage of the train.

2. In a railway traffic controlling system, a trip arm, a signal associated therewith, a home relay for controlling said trip arm and said signal, and means for preventing said home relay from becoming energized after the passage of a train unless said trip arm has assumed its tripping position due to the passage of the train.

3. In a railway traffic controlling system, a trip arm, a signal associated therewith, a home relay for controlling said trip arm and said signal, a pick-up circuit for said home relay including a contact operated by said trip arm and closed only when the arm is in tripping position, and a holding circuit for said home relay including its own front contact but excluding said trip arm contact.

4. In combination, a railway track divided into sections, a track circuit including a track relay for each section, a trip arm for each section, a home relay for each section, a main circuit for each trip arm controlled by a front contact of the associated home relay, an auxiliary circuit for each trip arm controlled by a back contact of the associated track relay, a contact operated by each trip arm and closed only when the trip arm is in the tripping position, a pick-up circuit for each home relay controlled by the associated trip arm contact and by a front contact of the associated track relay as well as by a front contact of the track relay for the section next in advance, a stick circuit for each home relay controlled by a front contact of the relay itself and by a front contact of the associated track relay as well as by a front contact of the track relay for the section next in advance, and a signal for each section controlled by the associated home relay.

5. In a railway traffic controlling system, a trip arm, a signal associated therewith, a home relay for controlling said trip arm and said signal, an auxiliary relay for controlling said home relay, a pick-up circuit for said auxiliary relay including a contact operated by said trip arm and closed only when the arm is in tripping position, and a stick circuit for said auxiliary relay including its own front contact but excluding said trip arm contact.

6. In combination, a railway track divided into sections, a track circuit including a track relay for each section, a trip arm for each section, a home relay for each section, a main circuit for each trip arm controlled by a front contact of the associatedhome relay, anauxiliary circuit for each trip arm; controlled by a back contact of the associated track relay, a contact operated by each trip arm. and closed only when the trip arm is in the tripping position, an auxiliary relay for each section, a pick-up circuit for each auxiliary relay including the contact onthe assow ciated trip arm, a stick circuit for each auxiliary relay including a. front contact thereof and a front contact ot the associated home relay,.a circuit for each home relay controlled by a front contact of the associated auxiliary relay and a front contact of? the associated track relay as well as by a front contact of the track relay for the section next. in advance, and asignal for each section controlled by the associated hoine relay. 2Q IIIVtGStlIHODT whereof I aflix my signature.

MELVIN A. PENROD.

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