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Патент USA US2117128

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May 10, 1938.
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H, s, YOUNG
2,117,128
RAILWAY TRAFFIC CONTROLLING APPARATUS
Filed ‘Dec. 16, 1936
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BY
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ATTORN EY
May 10, 1938.
2,117,128
H. s. YOUNG
RAILWAY TRAFFIC CONTROLLING APPARATUS
Filed Dec, 16, 1936
2 Sheets—Sheet 2
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061129’.
BY
HIS
ATTORNEY
Patented May 10, 1938
2,117,128
UNITED STATES PATENT OFFICE
2,117,128
RAILWAY TRAFFIC CONTROLLING
APPARATUS
Henry S. Young, Wilkinsburg, Pa., assignor to
The Union Switch & Signal Company, Swiss
vale, Pa., a corporation of Pennsylvania
Application December 16, 1936, Serial No. 116,145
13 Claims. (Cl. 246—47)
My invention relates to railway tra?‘lc control
fail to become completely effective for bringing
ling apparatus and particularly to apparatus of the train to a stop, the arms on one or more of
the type comprising a trackway device, here
shown as a trip, Which is capable of assuming
5 two positions, one of which I will term the opera
tive and the other the inoperative position. The
trip is preferably moved to its operative position
by a spring or by gravity, or by both, and to its
inoperative position by suitable power or energy
10 controlled by tra?ic conditions adjacent the trip.
A function of the trackway device is to so control
train carried governing means, that such means
will be effective for shutting off the propelling
power or applying the brakes, or both, of a rail
way train, should such train pass the trackway
device when the latter is in its operative condition.
This is generally accomplished by locating the
trip adjacent the track and in the path of an arm
carried by the train, which arm operates appa
20 ratus for affecting the power or brake systems,
or‘ both, of the train.
It is customary to equip all the cars of a train
with arms adapted to engage with the trip when
said trip is in the operative position and the
train is passing over it, and consequently a train
of several cars may be stopped by the arm on
any ‘car engaging with the trip. However, it is
the usual practice to- so locate and control the
trip as to cause it to move to its inoperative posi
30 tion immediately after the train enters the track
section associated with the trip so that only the
arm on the ?rst car of the train will be engaged
by the trip.
This control of the trip so that it is released
35 when a train enters the track section with which
the trip is associated is necessary in order to cause
the trip to assume its inoperative position when
trains are operated in the track stretch in the
direction opposite to that in which traiiic nor
40 mally moves.
One object of my invention is to so control the
movement of a trip that it will not move to its
inoperative position immediately after the train
enters the track section associated with the trip,
45 but will be delayed for a measured interval of time
so that, in the event the arm on the first car fails
to stop the train, the trip will be effective for
engaging the successive arms on the other cars
of the train as such arms may pass over the trip.
50 Other objects of my invention will become ap
parent as the speci?cation progresses.
My invention provides a positive means for
stopping a multiple car train passing over a trip
in the operative position, because, if for‘ any
55 reason the arm on the ?rst car of the train should
the successive cars of the train may be actuated
by the trip.
While I have so far described my invention as 5
being particularly eifeotive' for controlling the
movement of multiple car trains, it is evident that
my invention will also be effective for controlling
the movement of a single car, if such car is
equipped with two or more arms spaced longitudi- 10
nally on the car.
I will describe three forms of apparatus em
bodying my invention,,and will then point out the
novel features thereof in claims.
In the accompanying drawings, Fig. l is a dia- 15
grammatic view illustrating one form of appa
ratus embodying my invention. Figs. 2 and 3 are
diagrammatic views illustrating modi?cations of
a portion of the apparatus shown in Fig. 1, and
each also embodying my invention.
,
Similar reference characters refer to similar
parts in each of the several views.
Referring ?rst to Fig. 1, the reference charac
ter Z designates a stretch of railway track along
which traf?c moves normally in the direction .
indicated by the arrow. The rails 2 and 2A of 5
stretch Z are divided by insulated joints 4, to
form three track sections A—B, B—C, and C-D.
Section A——B is provided with a signal designated
by the reference character 5, and likewise sec- 30
tions B—C and C-D are provided with signals
designated by the reference characters 3 and I,
respectively. Each of the sections is provided
With a track relay, designated by the reference
character T with a pre?x the same as the refer
ence character of the associated signal, ‘connected
across rails 2 and 2A adjacent the entrance end
of the section. Each section is also provided with
a track battery 6 which is connected across rails
2 and 2A adjacent the leaving end of such 40
section.
‘
A trackway trip designated by the reference
character S with a pre?x the same as the refer
ence character of the associated signal is located
adjacent and to the rear of the entrance end of
each section A—B, B—C, and C-D. Trip 3S
operates contacts 1, 8, 9, and I0, and trip IS
operates contact I l, in accordance with the posi
tion of the respective trips, by any usual an
well-known means.
‘
50
The contact 1, as is usual and customary in
apparatus of this type, is arranged so that it is
closed in the inoperative position of the trip 35
and so that it remains closed until the trip is
moved substantially to its operative position. 55
2,117,128
2
Similarly the contacts 8 and 9 are arranged so
that they are closed in the operative position of
the trip 3S and so that they remain closed until
the trip is moved substantially to its inoperative
position. The contact I0 is arranged so that it
is closed only when the trip is in its inoperative
position.
relay 3T and contact Iii of push button 3P3.
The fourth circuit includes back point of contact
I? of relay 5T, front point of contact I5 of relay
3T, and contact IB of push button 3PB. Trip 38
is provided with two stick circuits each of which
includes trip contact ‘I. The ?rst stick circuit
also includes back point of contact I5 of relay
3T and the second stick circuit includes the front
point of contact I5 of relay 3T as well as the back
10
point of contact I‘! of relay 5T.
It is evident from the description of the cir
pre?x the same as the reference character of '
Associated with each signal is a home relay
and a distant relay, designated by the reference
10 characters H and J, respectively, each with a
the associated signal.
Associated with trip 38 is a time controlled
mechanism designated by the reference character
15 3P.
This mechanism is here shown as a thermal
relay, which, when deenergized, assumes what I
will term its initial position, and which when en
ergized assumes, upon the expiration of a meas
ured time interval, what I will term its operated
20
position.
Also associated with trip SS is a manually op
erable device, designated by the reference char
acter 3PB, and here shown as a push button.
The function of push button 3PB is to provide
25 an emergency means for clearing trip 3S by the
motorman of a train occupying section A—B
when it is desired that such train shall enter
section B—C with trip 3S in its operative condi
tion. The button 3PB is located adjacent the
30 trip and requires the train being brought to a
stop before the button may be actuated. This
obviously insures that a motorman in so passing
trip 3S shall be in full possession of his normal
faculties and, therefore, involves no sacri?ce in
35 safety.
As here shown, the signals I, 3, and 5, each
include a lamp G capable of displaying a green
light to indicate “proceed”, a lamp Y capable of
displaying a yellow light to indicate “caution”,
40 and a lamp R capable of displaying a red light to
indicate “stop”.
The train carried governing means, which I
have hereinbefore termed an arm, and with
which the trackway device or trip cooperates, is
45 well-known and is, therefore, not shown in the
drawing.
In each of the ?gures I have shown all the
circuits which enter into the control for trip 38
and signal 3. Exactly similar circuits and appa
50 ratus, both as to design and as to operation, are
to be understood as being used for the control of
cuits that trip 3S will be caused to move to its
inoperative position when relay 3H is energized,
or when thermal relay 3P is in its operated condi
tion and relay 3T is released, or if button 3PB is 15
actuated when either relay 5T or relay 3T is de
energized, and that when trip 3S is in its inopera
tive position, it will be maintained in such posi
tion by the deenergization of either relay 5T or
relay 3T. Trip 3S may be caused to move to its 20
operative position when relay 3H is released pro
vided relay 5T and relay 3T is each energized,
that is, if section A—B and B—C is each unoccu
pied, trip 38 will assume its operative position
25
when section C—D is occupied.
Thermal relay SP is provided with a circuit
which includes trip contact 3, which is open only
when the trip occupies its inoperative position,
and back contact I3 of relay 3T. Therefore,
thermal relay 3P will be energized if section B—C 30
becomes occupied when trip 38 is in its operative
position. When relay 3P completes its operation
and contact I4 becomes closed, trip 38 will be
caused to assume its inoperative position.
Relay 3J is provided with a circuit which in 35
cludes front contact 20 of relay 3H, front con
tact 2| of relay 3T, front contact 22 of relay IT,
normally closed trip contact II of trip IS, and
front contact 23 of relay IH.
The stop lamp R is provided with two circuits 40
one of which includes the back point of contact
24 .of relay 3H, and the other includes the front
point of contact 24 of relay 3H as well as trip
contact 9 of trip 38. The caution lamp Y and
the proceed lamp G are provided with circuits
each of which passes through front point of con
tact 24 of relay 3H and trip contact I0, and
thence through back point of contact 25 of relay
3.1 for lamp Y, and front point of contact 25 of
relay 3J for lamp G.
From the foregoing description it is apparent
the other trips and signals and associated ap ‘ that, when the trip 35 is in its inoperative position
and relay 3H is energized, signal 3 will display
paratus. I will, therefore, describe only the cir
cuits and operation for trip 38 and signal 3, as the proceed indication or the caution indication
according as relay 3J is energized or deenergized,
55 the operation of the other trips and signals will
be readily understood from the description of trip respectively. The stop indication will be dis
38 and associated apparatus. For the sake of played if relay 3H is deenergized or if trip 38 is in
simplicity, I have shown only such portions of the its operative position.
Having thus described in general the various
circuits and apparatus at signals I and 5‘ as are
parts
of Fig. 1, I will now explain their operation.
for this description.
to necessary
With all apparatus in its normal condition as
Home relay 3H is provided with a control cir
cuit which passes from terminal X of a suitable
source of current through front contact I9 of
track relay IT, front contact I8 of track relay
3T, and relay 3H to terminal 0 of the same
source of current. Thus, relay 3H will be re
leased when either section B—C or section C—D
1s occupied by a train.
.Trip 3S is provided with four clearing circuits.
70 The ?rst clearing circuit passes from terminal X
through front contact I2 of relay 3H,'and trip
3S to terminal 0. The second clearing circuit
includes back contact I3 of relay 3T and front
contact I4 of thermal relay 3P; The third clear
.75 ing circuit includes back point of contact I5 of
shown in the drawings, I shall ?rst assume that
a first train traveling in the direction indicated
by the arrow enters section A—B and proceeds
through section B—C into section C—D. As has 65
previously been described, trip 3S will be main
tained in its inoperative position by the closing of
back point of contact I‘! of relay 5T, and by the
closing of back point of contact I5 of relay 3T
while the train occupies sections A—B and B—C, 70
respectively, but will be. caused to move to its op
erative position when the train clears section
B—C because front contact I2 of relay 3H and
the back point of contact I5 of relay 3T and the
back point of contact I‘! of relay 5T is each now 75
2,117,128
opened. On this movement of the trip from its
inoperative to its operative position, the con
tacts ‘I and I0 are opened, while the contacts 8
and 9 are closed.
I shall next assume that a second train trav
eling in the same direction enters section A--B
and, upon approaching signal 3, ?nds signal 3
displaying the stop indication and trip‘ 38 in its
operative position. The motorman may, by
bringing his train to a stop and actuating button
3PB, cause trip 3S to move to its inoperative posi
tion so that the train may proceed past trip 38
without engaging the train carried arms. The
circuit for supplying current to the trip 38 by
15 operation of push button 3PB is traced from the
terminal X at signal 5, through back point of
contact I‘! of relay 5T which is released at this
time because of the presence of the train in sec
tion A-B, front point of contact I5 of relay 3T
20 which is picked up at this time as the train in ad
vance has vacated section B—C, and push button
I6 to trip 35. If, however, the second train at
tempts to move past trip 3S without the button
3PB being actuated, such as may happen, for ex
25 ample, if, while approaching signal 3, the motor
man suffered a temporary loss of his normal
faculties, trip 38 will immediately engage the
arm on the ?rst car to cause the train to come to
a stop. The trip will continue to engage the arms
30 on the successive cars as long as such arms pass
over the trip in its operative position. Trip 38
will not move to its inoperative position immedi
ately upon entrance of the train into the track
section B—C but will remain in its operative po
35 sition until front contact I4 of relay 3P becomes
closed, which relay became energized by the clos
ing of back contact I 3 of relay 3T upon the occu
pancy of section B—C by the second train. The
operating characteristics of the relay 3P are such
40 that the contact I4 does not become closed until
after the expiration of a predetermined time in
terval after the supply of current to the relay is
initiated by the closing of contact I3 of relay 3T.
Accordingly the trip 38 will not be caused to move
to its inoperative position for a predetermined
time interval after the forward portion of the
train passes over the trip. In the event that the
train carried arm on the ?rst car of the train
should fail to become effective for stopping the
train, it is readily apparent that, depending upon
the speed of the train, one or more of the succes
sive train carried arms may pass over the trip be
fore such trip assumes its inoperative condition.
As soon as the trip 38 moves to its inoperative
3
right-hand end, the trip 38 will be caused to as
sume its inoperative position before the train
reaches the trip.
While I have not described the operation of the
trip 33 and associated apparatus for a train mov
ing against the normal directionrof traffic, it is
evident that such a train upon entering section
B—C from section C-D at a time when the trip
38 is in its inoperative position will release re
lay 3T which will close its back contact I3 to com~ 10
plete the circuit for the energization of relay 3P.
Relay 3P, upon attaining its operated condition,
will establish a clearing circuit for trip 38. It will
be seen, therefore, that ordinarily the arms car
ried on a train traveling against the normal di 15
rection of traffic will not be engaged by trip 38.
Referring now to Fig. 2, the arrangement il
lustrated herein is similar to that shown in Fig.
1, except that the thermal relay 3P and the dis
tant relay SJ have been replaced by and their
functions combined in, one relay designated by
the reference character EJA. The relay HJA
is of the slow pickup type, which is well-known
and which needs no detailed description.
The trip 38 is provided with four clearing cir 25
cuits. The ?rst circuit includes front contact
I2 of relay SE. The second circuit includes back
point of contact I5 of relay ET and contact I6
of push button 3PB. The third circuit includes
back point of contact ll of relay 5T, front point 30
of contact I5 of relay 3T, and contact I6 of push
button 3PB. The fourth clearing circuit in
cludes back point of contact I5 of relay 3T, front
contact I 4A of relay 3JA, and back contact 26 of
relay 3T. Trip 36 is provided with two stick cir- '
cuits each of which includes contact ‘I which is
closed when the trip occupies its inoperative posi
tion. The first stick circuit also includes back
point of contact I5 of relay 3T, and the second
stick circuit includes the front point of contact
55 of relay 31'’ as well as the back point of con 40
tact I‘! of relay 5T.
Thus it will be seen that the circuits for trip
38 illustrated in Fig. 2 cause trip 3S to operate
in a manner similar to that previously described
45
for the apparatus shown in Fig. 1.
The slow pickup relay 3JA is provided with
two control circuits. The first control circuit in
cludes front point of contact 20 of relay 3H,
front point of contact H of relay 3T, front con
tact 22 of relay IT, trip contact I I of trip IS, and
front contact 23 of relay IH. The second con
trol circuit includes back point of contact 20 of
relay 3H, back contact I3 of relay 3T, and trip
position, contact 8 will become opened and energy contact 8. In other words, when relay 3His
will be disconnected from thermal relay 3P which energized, relay 3JA is controlled by relays IH, 55
will then cool and return to its initial condition. , IT and trip IS and, therefore, functions as a dis
After the opening of contact I4 of relay 3P trip 3S tant relay, but when relay 31-1 is deenergized, re
will be maintained in its inoperative condition by lay SJA is controlled by relay ST and trip 38 and,
the closing of trip contact ‘I which established a therefore, functions as a timing relay for the
60
stick circuit for trip 38 through back point of clearing of trip 38.
contact I5 of relay 3T.
The home relay 3H is provided with a circuit
The pickup time of thermal relay 3P may be identical to and functioning in the same manner
varied by means well-known to those skilled in as described for relay 3H shown in Fig. 1.
The stop lamp R, caution lamp Y, and proceed
65 the art so the proper delay time for the clearing
of trip 38 may be provided in accordance with lamp G for signal 3 are provided with the same 65
traffic conditions. The minimum delay time control circuits and the same indication is dis_
should preferably be‘ such that, if the arm of the played for the same tra?ic conditions as de
?rst car of a train, moving above a predetermined scribed for signal 3 shown in Fig. l.
70 speed, should fail to become effective for stopping
The operation of the modi?cation of my inven
the train, the trip will be certain to engage with tion illustrated in Fig. 2 is as follows:
at least the next successive arm.
The maximum
delay time should preferably be such that, in the
event a train moving at normal speed against the
75 current of traffic enters the section A—-B at the
I shall ?rst assume that a ?rst train traveling
in the direction indicated by the arrow has pro
ceeded through sections A—B and B—C and is
now in section C-D. Signal 3 will be displaying
2,117,128
4
the stop indication and strip 3S will be in its
operative condition. Relay 3H will be deen
ergized because relay IT is released and relay 3JA
will be deenergized because relay 31-1 is released
and relay 3T is picked up. Under these condi
tions, I shall next assume that a second train
traveling in the same direction attempts to pass
trip 38 and enter section B—C. The trip- 38 will
actuate the arm on the ?rst car of the second
ll) train and will continue to actuate the arms on
the successive cars as long as the trip remains
in its operative condition and such arms con
tinue to pass over the trip. When the second
train enters section B—-C, relay 3T will become
15 released which will complete a circuit for relay
3JA through trip contact 8 closed when trip
3S is in its operative condition, back contact l3
of relay 3T and back point of contact 20 of
relay 3H. Upon the expiration of a measured
20 time interval relay 3JA will close its front con
tact MA to complete a clearing circuit for trip
38 from terminal X through back point of con
tact I5 of relay 3T, contact MA, and back contact
26 of relay 3T. It will be seen, therefore, that
25 on entrance of a train into the block section
B-C and the release of relay 3T a clearing cir
cuit for the trip 38 will be established, but only
after a time interval determined by the pick-up
time of relay 3JA. This time interval is long
30 enough to insure that the arm on more than
one car will be engaged by the trip before the
trip is caused to move to its inoperative position.
As soon as trip 38 moves to its inoperative
position, contact 8 will become opened and en
35 ergy will be disconnected from relay 3JA which
will then be released. Thip 3S will, however,
be maintained in its inoperative condition by
a stick circuit completed by the reclosing of
trip contact ‘I. This stick circuit is traced from
40 terminal X through back contact I5 of relay 3T
and trip contact ‘I.
I shall now assume that the first train has pro
ceeded a suf?cient distance so that the second
train may enter and proceed through section
45 C--D into the next section in advance, not shown
in the drawings. When the second train vacates
section C—D relay 3H will become energized
when relay IT picks up, but relay 3JA will re
main deenergized because relay II-I is deenergized
and contact II of trip- IS is opened. Signal 3
50
will, therefore, display the caution indication.
The proceed indication will be displayed by sig
nal 3 when the second train has proceeded a
distance sufficient to cause signal I to display the
55 caution indication.
From the foregoing description, it will be seen
that in the system shown in Fig. 2 I have pro
vided a single relay 3JA which at times pro
vides the proceed and caution indications for the
60 signal with which it is associated, and which, at
other times, acts in a manner similar to that
described for relay 3? for delaying the clearing
of the trackway trip 3S.
Trip 35, as controlled by the circuits and appa—
ratus shown in Fig. 2, will assume its inoperative
65
position when a train traveling against the nor
mal direction of traffic enters section B—C, in
a manner similar to that described for a train
traveling in the normal direction.
Thus it will be seen that when a train travel
15
ing from left to right enters block section C—D,
the relay IT is released, thereby reopening con
tact I9 and deenergizing relay 3H with the result
that contact I2 of relay 3H becomes opened
and interrupts the supply of current to the trip
3S which thereupon moves to the operative posi
tion.
~
In addition, upon the release of relay 3H the
contact 20 is released and. engages its back point
of contact. However, at this time the relay ST
is energized and its contact I3 is picked up so
the release of contact 20 of relay 3H will not
affect the supply of current to relay 3JA.
When the train enters section B-C the track
relay ST is released, thereby establishing a cir 1O
cuit for supplying current to relay 3JA. This
circuit is traced from terminal X through trip
contact 8 which is closed in the operative posi
tion of the trip, back point of contact I3 of relay
3T, and back point of contact 20 of relay 3H. 15
The relay 3JA will become picked up after a short
time interval, and its contact I4A will establish
a circuit for supplying current to the trip 3S, this
circuit being traced from terminal X, through
back point of contact I5 of relay 3T, front point _ 20
of contact “IA of relay 3JA, and back point of
contact 26 of relay 3T to trip 38. The pick~up
time of relay 3JA is such that this relay will be
come picked up and energize the clearing circuit
for the trip 3S to cause the trip to move to its in 25
operative position before the train reaches the
trip.
Referring now to Fig. 3, the relay 3P is again
employed, as will be explained hereinafter, for
providing a delay time in the clearing of the 30
trip 38. It will be noted that trip 3S is located
somewhat in advance of signal 3 instead of in
rear of the signal, and that no push button has
been provided for emergency clearing of the
trip. With the trip located slightly in advance 35
of the signal, no manual emergency means is re
quired for causing the trip to assume its inop
erative position because the trip is so located
as to permit the entrance end of section B-C
being occupied by at least the front truck of the
train without the train carried arm being en—
gaged by the trackway trip. Thus, a motorman
by bringing his train to a stop in the entrance
end of section B--C, may cause trip 3S to assume
its inoperative position after the expiration of a 45
measured time interval, thereby permitting the
train to pass over the trip without an actuation
of the train carried arms. This arrangement 0b
viously involves no sacri?ce in safety, since the
train, before being permitted to pass a trip in
its operative condition, must be brought to a
stop and must then wait a predetermined time
interval before proceeding.
Trip 3S is provided with the usual contacts ‘I,
8, 9, and I0, and, in addition, is provided with
contacts 21 and 28 each operated by and assum
ing a position corresponding to the position of
trip 3S. The contact 21, like the contacts 8 and
9, is arranged so that it is open when the trip is
in its inoperative position, and is closed when the 60
trip is in its operative position. Similarly the
contact 28, like the contacts "I and II], is ar
ranged so that it is open when the trip is in its
operative position, and is closed when the trip is
in its inoperative position. The function of trip 65
contact 28 in the control circuit for relay 5J is
the same ‘as the function of contact II of trip
IS in the control circuit for relay 3J and requires
no further explanation.
The function of con
tact 21' will be explained hereinafter.
I have provided trip 3S with two pickup cir
cuits and one stick circuit. The ?rst pickup cir
cuit includes front contact I2 of relay 3H, and.
the second pickup circuit includes back contact
I3 of relay ST and front contact I4 of relay 3P. 75
2,117,128
The stick circuit includes back contact [3 of relay
3T and trip contact 1 which is open only when
trip 38 is in its operative condition. It is evi
dent from the circuits that trip 3S will be caused
to move to its inoperative position when relay 3H
is energized or when relay 3T is deenergized and
relay 3P is in its operated condition, and that,
when trip 35 is in its inoperative position it will
be held in such position by the releasing of relay
10 3T.
5
tained in its inoperative position as long as sec
tion B-C is occupied.
When the second train enters section C--D and
clears section B-C, the stick circuit for trip 38
will be broken by the opening of back contact l3
of relay 3T. At this time as the section B—-C is
unoccupied relay 3T will be picked up with the
result that its contact l3 will interrupt one pick
up or clearing circuit for trip 38. In addition,
at this time, the relay 31-1 is released with the 10
result that its contact l2 interrupts the other
clearing circuit for the trip 33, and since both
clearing circuits are now open, trip 38 will again
Trip 38 may be caused to move to its oper
ative position when relay 3H is deenergized pro
vided relay 3T is energized; that is, if section
B——C is unoccupied, trip 38 will assume its oper
ative position when section C—-D is occupied.
15
Thermal relay 3P is provided with a circuit assume its operative position and will remain in
which includes trip contact 8 and back contact that position until such time as relay 3H becomes 15
13 of relay 3T, so that relay 3P will be energized energized, which will not occur until the train
by the occupancy of section B-_C if the trip vacates section C-—D and relay IT picks up. Trip
contact 2'! in the pickup circuit for relay 3H is
33 is in its operative position.
20
Relay 3H is provided with a pickup circuit and closed when trip 33 is in its operative position so
that relay 3H will become energized as soon as 20
a stick circuit. The pickup circuit includes front
section
C-D is unoccupied. When relay 3H be
contact IQ of relay IT, front contact H! of relay
energized, trip 38 will be energized and
3T, and trip contact 2‘! closed when trip 3S is in comes
its operative position. The stick circuit includes caused to move to its inoperative position.
The modi?cation of my invention shown in
25 its own front contact 29 and front contacts [8‘
Fig.
3, therefore, provides a means for delaying 25
and IQ of relays 3T and IT, respectively. It is
apparent that relay 3H will be deenergized when the clearing of trip 38 when a train enters sec
either section B-C or C-_D is occupied, and tion B~C with the trip in its operative position
when released may again be energized if and only
30 if trip 38 assumes its operative position and sec
tion B-C and C—~D is each clear, thus providing
a means for causing signal 3 to display contin
uously the stop indication in the event trip 33
fails to assume its operative condition upon the
35 occupancy of section C-D.
The operation of the modi?cation of my in
vention shown in Fig. 3 is as follows: I shall ?rst
assume that a ?rst train traveling in the direction
indicated by the arrow has proceeded through
40 sections A-B and B—-C and is now in section
C-D. Signal 3 will be displaying the stop indi
cation and trip 38 will be in its operative position.
I shall next assume that a second train travel
ing in the same direction enters section A-B
and, upon approaching signal 3, ?nds signal 3
displaying the stop indicationv and trip 38 in
its operative position. If the motorman is alert
and in possession of his normal faculties, he may,
by entering section B—0 and bringing his train
to a stop before passing over trip 3S, cause the
trip to move to its inoperative position. If, how
ever, the motorman attempts to pass trip 3S
without stopping, the train carried arm on the
?rst car will engage with the trackway trip and
. the arms on the successive cars will also engage
with the trip as long as such arms continue to
pass over the trip and the trip remains in the
operative position. When the train enters sec
tion B-C, back contact l3 of relay 3T will be-'
60 come closed to complete, through trip contact 8,
the circuit for energizing relay 3P. As soon as
relay 3P completes its operation so that front
contact l4 becomes closed, trip 38 will be caused
to move to its inoperative position because one
of its clearing circuits, including back contact
I 3 of relay 3T and contact [4 of relay 3P, will
then be closed. When trip 38 moves to its inop
erative position, trip contact 8 will become opened
which will remove energy from thermal relay 3P
so that relay 3]? will return to its initial condition.
As soon as the trip 38 moves away from the oper
ative position a holding circuit for trip 38 is
established through trip contact 7 and back coh
75 tact I3 of relay 3T so that trip 35 ‘will be main~
so that, in the event the train carried arm on
the ?rst car of the train should fail to become
effective for stopping the train, the trip will 30
engage with one or more of the arms on the suc
cessive cars of the train.
.
Trip 3S, as controlled by the circuits and ap
paratus shown in Fig. 3, will operate, for a train
running against the normal direction of tra?ic, 35
in a manner similar to that described for the
apparatus shown in Fig. 1.
While, for the sake of simplicity, I have omitted,
in each ?gure, certain apparatus associated with
signals I and 5 and trackway trips IS and 53,
it is understood that such signals and trips will
usually be provided with all of the associated ap
paratus shown for signal 3 and trip 38 and will
operate in a manner identical to that described
for signal 3 and trip 38.
Although I have herein shown and described 45
only a few forms of apparatus embodying my
invention, it is understood that various changes
and modi?cations may be made therein within
the scope of the appended claims without depart- -
ing from the spirit and scope of my invention.
Having thus described my invention, what I
claim is;
1. In combination, a forward and a rear as
well as an intermediate section of railway track
55
each provided with a track circuit including a
track relay, a control relay which is energized
only if the track relays for the forward and
intermediate sections are both energized, a track
way trip for the intermediate section including
one contact which is closed when the trip is in
its inoperative position and is open when the
trip is in its operative position and another con
tact which is closed when the trip is in its oper
ative position and is open when the trip‘ is in 65
its inoperative position, a slow pickup relay,
means for energizing said slow pickup relay when
the track relay for the intermediate section is
released provided said other contact is closed, a
clearing circuit for said trip including a front 70
contact of said control relay, another clearing
circuit for said trip including a back contact of
the track relay for the intermediate section and
a manually operable contact, still another clear
ing circuit for said trip including a back contact
75
2,117,128
6
of the track relay for the rear section and a
front contact of the track relay for the inter
mediate section as well as said manually oper
able contact, still a different clearing circuit for
said trip including a back contact of the track
relay for the intermediate section and a front
contact of said slow pickup relay, a holding cir
cuit for said trip including said one contact and
a back contact of the track relay for the inter
mediate section, and another holding circuit for
said trip including said one contact and a front
contact of the track relay for the intermediate
section as well as a back contact of the track
relay for the rear section.
1.5
2. In combination, a forward and a rear as
well as an intermediate section of railway‘ track
each provided with a track circuit including a
track- relay, a control relay which is energized
only if the track relays for the forward and in
20 termediate sections are both energized, a track
way trip for the intermediate section including
one contact which is closed when the trip is in
its inoperative position and is open when the
trip is in its operative position and another con
25 tact which is ‘closed when the trip is in its oper
ative position and is open when the trip is in
its inoperative position, an auxiliary relay hav
ing a slow pickup characteristic, means con
trolled by traf?c conditions in the forward sec
30 tion for energizing said auxiliary relay when said
control relay is picked up, means including said
other contact and a back contact of the track
relay for the intermediate section for energizing
said auxiliary relay when said control relay is
35 released, manually operable means for energiz~
ing said trackway trip when either the track re
lay for the intermediate section or the track re
lay for the rear section is released, means con
trolled, by said auxiliary relay for governing said
40 trackway trip, and a signal for the intermediate
section also controlled by said auxiliary relay
jointly with said one contact.
3. In combination, a forward and a rear sec
tion of railway track each provided with a track
45. circuit including a. track relay, a control relay,
means including a front contact of the track
relay for the forward section as well as a front
contact of the track relay for the rear section
for energizing said control relay, a trackway trip
50 for the rear section including one contact which
is closed when the trip is in its inoperative po
sition and is open when the trip is in its oper
ative position and another contact which is
closed when the trip is in its operative position
55 and is open when the trip is in its inoperative
position, a normally deenergized thermal relay,
means for energizing said thermal relay when
the track relay for the rear section is released
provided said other contact is closed, a clearing
60 circuit for said trip including a front contact of
said control relay, another clearing circuit for
said trip including a back contact of the track
relay for the rear section and a front contact of
said thermal relay, and a holding circuit for said
65 trip including a back contact of the track relay
for the rear section and said one contact.
4. In combination, a forward and a rear sec
tion of railway track, a trackway trip for the
70 rear section having an operative and inoperative
position, a signal for the rear section, a relay,
means effective when said relay is picked up to
control said trip provided the rear section is
then. occupied, means effective when said relay
75. is picked up to control said signal provided the,
rear section is unoccupied and said trip is in its
inoperative position, means for controlling said
relay when the rear section is occupied provided
said trip is in its operative position, and other
means for controlling said relay when the for
ward and rear sections are both unoccupied.
5. In combination, a section of railway track,
a trackway device adjacent the entrance to said
section, said device normally occupying an inop
erative condition but capable of assuming an 10
operative condition to control one or more of a
plurality of train carried governing means spaced
longitudinally on a train entering said section,
means controlled by traf?c conditions in advance
of said section for at times causing said device 15
to assume its operative condition, timing appa
ratus, means effective to initiate the operation of
said timing apparatus when said section becomes
occupied provided said device is then in its op
erative condition, and means controlled by the
timing apparatus for causing said device to as- ‘
sume its inoperative condition when said appa
ratus completes its operation.
6. In combination, a section of railway track,
a trackway device adjacent the entrance to said 25
section, said device normally occupying an inop
erative condition but capable of assuming an op
erative condition to control one or more of a
plurality of train carried governing means spaced
longitudinally on a train entering said section,
means controlled by traffic conditions in advance
of said section for at times causing said device
to assume its operative condition, timing appa
ratus, means effective to initiate the operation
of said timing apparatus when said section be 35
comes occupied provided said device is then in its
operative condition, means controlled by the tim
ing apparatus for causing said device to assume
its inoperative condition when said timing appa
ratus completes its operation, and means then 40
eifective to retain said device in its inoperative
condition as long as said section remains occu-.
pied.
7. In combination, a section of railway track
provided with a track circuit including a track, 45
relay, a trackway device adjacent the entrance to
said section, said device normally occupying an
inoperative condition but capable of assuming an
operative condition to control one or more of a
plurality of train carried governing means spaced 50
longitudinally on a train entering said section,
means controlled by traflic conditions in ad
vance of said section for at times causing said
device to assume its operative condition, an aux
iliary relay having a slow pick-up characteristic, 55
means including a back contact of said track
relay for energizing said auxiliary relay provided
said device is in its operative condition, and
means also including a back contact of said track
relay for causing said device to assume its in 60
operative condition when said auxiliary relay is
picked up.
8. In combination, a section of railway track,
a trackway device adjacent the entrance to said
section, said device normally occupying an in 65
operative condition but capable of assuming an
operative condition to control one or more of a
plurality of train carried governing means spaced
longitudinally on a train entering said section,
means controlled by tra?ic conditions in advance
of said section for at times causing said device to
assume its operative condition, a contact which
is closed when said device is in its operative con
dition and open when said device is in its inop
erative condition, a relay having a slow pick-up
2,117,128
characteristic, means including said contact for
energizing said relay when said section becomes
occupied, and means controlled by the relay for
causing said device to assume its inoperative
condition when said relay becomes picked up.
9. In combination, a section of railway track,
a trackway device adjacent the entrance to said
section, said device normally occupying an inop
erative condition but capable of assuming an op
10 erative condition to control one or more of a plu
rality of train carried governing means spaced
longitudinally on a train entering said section, a
signal also adjacent the entrance to said section,
a normally energized relay for controlling said
15 signal, said relay having a slow pick-up charac
teristic, means governed by trai‘?c conditions in
advance of said section for at times causing said
device to assume its operative condition and for
causing said relay to become deenergized, means
effective to energize said relay when said section
becomes occupied provided said device is in its
operative condition, and means controlled by the
relay for causing said device to assume its inop
erative condition when said relay becomes picked
up.
10. In combination, a section of railway track,
a signal for said section, a home relay for said
signal, means controlled in accordance with tra?ic
conditions in advance of said section for ener
gizing or deenergizing said home relay, a distant
7
the entrance to said section and normally in an
inoperative condition but capable of assuming an
operative condition to actuate one or more of a
plurality of train carried governing means spaced
longitudinally on a train entering said section,
means effective when said home relay is deener
gized to cause said device to assume its operative
condition, means including a back contact of said
home relay for energizing said distant relay when
said section becomes occupied provided said de
vice is then in its operative condition, and means 10
controlled by the distant relay for causing said
device to assume its inoperative condition when
said distant relay is picked up.
12. In combination, a stretch of railway track
divided into a plurality of successive track sec~
tions, a trackway device adjacent the entrance to
each of said sections, each said device normally
occupying an inoperative condition but capable
of assuming an operative condition to control one
or more of a plurality of train carried governing
means spaced longitudinally on a train entering
the associated section, means for at times causing
each such device to assume its operative condi
tion when a section in advance of the associated
section is occupied, timing apparatus for each sec
tion, means for each timing apparatus for ini
tiating the operation thereof when the associated
section becomes occupied provided the associ
device is in its operative condition, and means
relay having a slow pick-up characteristic, means ated
eii‘ective when and only when said home relay is for causing each such device to assume its inop
erative condition when the associated timing ap
energized to place said distant relay under con
paratus completes its operation.
trol by other tra?ic conditions in advance of said
13. In combination, a stretch of railway track
section and to place said signal under control by
said distant relay, a trackway device adjacent the divided into a plurality of successive track sec
tions, a signal for each section, a home relay
entrance to said'section and normally in an in
operative condition but capable of assuming an and a distant relay for each section for control
ling the associated signal, each said distant relay
operative condition to actuate one or more of a
40 plurality of train carried governing means spaced ~ having a slow pick-up characteristic, means for
longitudinally on a train entering said section, each section for energizing or deenergizing the 10
associated home relay in accordance with tra?ic
means effective when said home relay is deener
conditions in advance, means for each section
gized to cause said device to assume its operative
for governing the associated distant relay in ac
condition, means also effective when said home
cordance with other traf?c conditions in advance
45 relay is deenergized to supply energy to said dis
when and only when the corresponding home
tant relay when said section becomes occupied relay
is energized, a trackway device adjacent the
provided said device is then in its operative con
entrance
to each section, each said device nor
dition, and means controlled by the distant relay
for causing said device to assume its inoperative mally in an inoperative condition but capable of
assuming an operative condition to control one
50 condition when said distant relay is picked up.
or more of a plurality of train carried governing
11. In combination, a section of railway track, means
spaced longitudinally on a train entering 50
a signal for said section, a home relay for said
the
associated
section, means for at times caus
signal, means controlled in accordance with traf
ing each device to assume its operative condi
?c conditions in advance of said section for en
tion when the associated home relay is deener
55 ergizing or deenergizing said home‘ relay, a dis
gized,
means for energizing each distant relay
tant relay having a slow pick-up characteristic,
55
means effective when and only when said home when the associated section becomes occupied
provided
the
associated
device
is
in
its
operative
relay is energized to place said distant relay under
control by other tra?ic conditions in advance oi condition, and means for causing each device to
assume its inoperative condition when the asso
60 said section and to place said signal under control
by said distant relay, a trackway device adjacent ciated distant relay is picked up.
HENRY S. YOUNG.
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