US1672907A - A cobpobation - Google Patents

Description

June 12, 1928 I 1,672,907

R. M. RQBINSON AUTOMATIC DERAILER WITH APPROACH LOCKING EQUIPMENT Filed Dec. 22, 1923 I 2%56215 44.89:?!)1 you,

Patented June 12, 1928.

"PATENT OFFICE.

UNITED STATES ROBERT M. ROBINSON, OF LOUISVILLE, KENTUCKY, ASSIGNOR TO CHEATHAM ELEC- TRIC SWITCHING DEVICE 00., INC, OF LOUISVILLE, KENTUCKY, A CORPORATION OF KENTUCKY.

AUTOMATIC DERAILER WITH APPROACH LOCKING EQUIPMENT.

Application filed December 22, 1923.

The object of my invention is to provide automatic derailers which may be placed in trolley tracks adjacent to where the same cross railroads which derailers are interengaged with the signaling systems of the trolley road and railroad in such a manner that the signals on the railroad will have an additional feature in that they will tunetion normally when the deailers are open and be set at stop for the protected zone when the derailers are set to allow a trolley car to pass and the trolley signals are nor mally set so as to correspond with the der railers, that is favorable when the derailers are closed and for dead stop when the derailers are open and this open condition is the normal one for the trolley track so that an approaching trolley car cannot pass the derailers unless all signals are favorable to such passage and no railroad train is approaching within the protected zone and after the trolley car has crossed the railroad track, the derailers are re-set so to open and again restore the railroad track signals to normal. This object is accomplished by my invention, one embodiment of which is hereinafter more particularly set forth.

For a more detailed description of my in vention, referenceis to be had to the accompanying drawings forming a part hereof, in which the figure is a diagrammatic view of a crossing of a steam railroad and a trolley road, together with the. necessary r electrical connections and appliances and the derailers.

The steam railroad track: circuits.

The railroad track is made in the conventional manner and has signals of the conventional kind. This track is divided into blocks or sections insulated from each other, which, in the present case, are iinlica'ted 1T 2T, 3T, and the signal system of this steam r road operated by power supplied from the usual feed wires BX and NX. In the present embodiment of my invention, it is assumed that an alternating current is employed for these teed wires, but it is obvious that a direct current may be employed in which insistance storage batteries and resistances will be used instead of transformers and impedance coils. As this is obvi- Serial No 682,233.

ous, further reference to this fact is unnecessary and for the purposes of a simple de- .other in the usual manner and these rails are short circuited whenever a train enters the block, asis usual in such systems.

The Wire NX has a number of wires extending therefrom designated generically by the character and oneof these runs to a signal B at one end of the section QT and another one runs to a second signal C at the other end of this section 2T while the wire BX has a corresponding number of Wires designated generically by the character 8 which are connected, as will appear below.

One rail of the section 1T is connected by a wire 52 with the magnet T of a relay and the other lead 53 from this magnet runs to an armature 54; which makes connection with a wire 55 that runs to the other rail of the section IT.

The section 2T has two wires 56, one to each rail, which wires run to a magnet 57 of a relay with two armatures or two circuit openers shifted by this magnet 57, one of these armatures or circuits being the one 54: above mentioned, and the other being one 58 which will be referred to below.

The rails in the section 31 have two wires 59 and 60 the one 59 being connected to the armature 08 and the other 60 running to a magnet T of a relay which has a second wire 61, rliinning to the pivoted end of the armature 58. y l

The feed wire BX has one lead 8 that runs to a switch circuit controller 16 connected to the derailer switch 94 by a mechanical connection, not shown. The

ground magnets N and R are parts of two nections on the trolley road and in the the i drawings they are shown north of the steam railroadand south of the steam railroad there is a corresponding group of apparatus A which also has its magnets N and R. As will appear below, the magnets R are energized to close the derailers and the magnets N to open the same. The circuit controller 16 is connected with a corresponding circuit controller 16 in the apparatus A by means of a wire 62 and at the staton A the circuit controller 16 is connected to a wire 32 that runs to a magnet of a stick relay 63 which also has a wire 10 connected therewith so that the circuit is closed through this magnet 63 only when the contacts are closed at 16, that is when the derailers at A and B are open. When these derailers are closed this through this magnet is opened at the con tacts 16, as above set forth. The wire 10 also'has a branch just above the magnet 63 which runs to a magnet 641 which has another wire 9 which ends in a contact which is connected to an armature 65 under the interlocking relay TT and this armature is connected by a cross wire 1.9 to a corresponding armature 66 which is connected to a wire 8. a

The signal B, as above stated, has one wire 10 and in addition to this it has another wire 67 which runs to a contact over the armature 68 which armature is controlled by the magnet 63 and this armature 68 is connected by a wire 69 that runs to a contact over an armature 7 0 controlled by the magnet T and this armature has a wire 71 that runs to a corresponding armature 7 2 under the magnet T which is adapted to drop on a contact connected to a wire 8 so that acircuit may be closed from the wire 10 to the wire 8 and through the wire 67, as just above set forth.

I The signal C has one wire 10, as above stated, and it also has a second wire 73 which runs to a contact over an armature 7 4; which is controlled by the magnet 63 and this armature is connected to a wire 75 that runs to a point below an armature 76 controlled by the magnet T and this armature is connected by a cross wire 77 with another armature 78 which connects with a contact above this armature and connected to a wire 8. This armature 78 is controlled by the magnet T so that through the wires 10 and 73 a circuit may be closed through the signal C.

The trolley road circuits.

Power issupplied to the trolley road not from the conductors BX and NX, but from a trolley wire 79 and its feed Wires, which areomitted for the purposes of thiscase so not to confuse the drawings, it being understood that as many feed wires are used as are required, as is usual in such cases. Assuming that power comes from the trolley wire it gets to the ground through conneccircuit 'voltage relay magnet F.

tions with the trollev road or otherwise in the usual manner. The tnolle wire connections are designated generical y by the character 4 and the grounds by the character 2 which run to the trolley road 80 or to any other suitable ground connection, in the conventional manner. The trolley wire 79 is provided with two line contactors or trolley pans 81 and 82 each of which has at one side a continuous bar 83 connected to the trolley wire 79 by a connection 84 and each of these line contactors has two other bars which are insulated from each other and run parallel to their respective bars 831 and these bars form parts to two circuits 3A and 5A which circuits are insulated from each other. The

circuit 3A has the outside parts of the line contactor at one side and the circuit 5A the corresponding inside parts. The circuit 3A runs at one end to an armature 85 under the another wire by an armature 86 which in" turn is connected to a wire 3C that runs to an armature 87 under a directional high armature 87 is down and rests on the contact of a circuit 3D that runs to a second magnet magnet F and the other to a contact under an armature 89 which is connected to the circuit 5A. Underneath these respective magnets E and F are two other armatures 90 and 91 with magnetic blow outs, the connections for which will now be described, it being understood that these respective armatures are raised or lowered by these respec tive magnets, the armature 90 bei under the magnet E and the armature 91 under the magnet F. When either of these nil-matures is raised the other cannot be raised, the c0nstruction being the usual one for this purpose and when either is raised it connects with a line 13 which through a resistance 92 is connected to a wire 4 that runs to the trolley 79. The armature 90 is connected to a wire 14 which has branch wires 14 that run to a ground solenoid R and from thence to a ground 2. The armature 91 is similarlyconnected to a circuit 15 which has branch wires 15 that run to coils N which aregrounded at Normally, "this 1 Signal connections for trolley road. 1

The signals for the trolley road have three colors, that is three hooded lights, red, white, and green. The circuits for these respective lights are designated RA, TA and GA for .the A station and RD, VD and GD for the D station. In addition to these, there is a general power supplying wire designated 10 because it is connected to the wire NX. The circuits which will be described below are all connected to this wire 10, but with one exception only one pair of lamps can be energized at a time under the circuits which will now be described.

Beginning with a wire GA which runs from the bank of lamps 95 of the station A to the terminus which is the lower contact of an armature 96 under the magnet 63 and this armature 96 is connected through a wire 97 with a second armature 98 under the magnet 64 and when this armature 98 is raised it is in contact with a wire 99 that runs to 8 and an armature 100 which is also raised by the magnet 64 off of its contact. When the armature 100 is lowered it contacts with a wire RA which will be described more fully be low. This wire has a connection with an armature 101 under the magnet 63 which may be raised to close the circuit and this armature is connected to a Wire 8.

. The wire l/VA which runs from the bank 95 goes to a contact ab e the armature 96 and with which it is connected when the magnet 63 is properly energized. The third wire RA runs to the contact below the armature 100, as above described. The wire GD runs to the wire GA and the wire VVD runs tothe wire \VA and the wire RD runs to the wire RA. 1

Operation.

In view of the foregoing, the operation of my automatic derailers with approach locking equipment will be readily understood if it be studied under the varying conditions of its use. Assuming first that a train enters the protected zone going east before a trolley car going either northor south reaches the linecontactors 81 or 82. As soon as the rails are connected in the section 1T they are short circuited therebycuttingout resistance between the points 54 and 55 while the result that the magnet T is deenergized and drops its armatures 66, 78 and 72 to the position shown in dotted lines while the corresponding urmatures 65, 76 and 70 of the magnet T are held up and then a current may flow through the armature 72 by way of the wire 8, wire 71, armature 70, wire 69, armature 68, wire 67to signal ,B and wire 10 and thereby changing the signal B so as to display a safety si nal which allows the train to proceed. M eanwhile, the derailers are in their open condition, which is the normal position, and this cannot be changed because circuits are opened through the armature 66 which opens a circuit through the magnet 64 and allows the armatures 85, 86 and 98 to drop so as to open circuits and the armature 100 to drop 30 as to close a circuit so that the red lights will continue to be shown at the stations A and D.

hen the train gets into section 2T of the steam railroad, it is in the zone of the cross ing andthen the rails of thissection are short circuited thereby short circuiting the wires 56 and therefore the magnet 57 is deenergized and its armatures 54 and 58 will drop. As

soon as they drop they open all circuits through both the magnets T and TI so that no circuit can be established through the ground solenoids N and R and no circuits through any lamps,except the red lamps connected to the wires RA and RD, as above de scribed, and the signal and derailing systems remain unchanged. When the train leaves the section QT and enters into the section 3'1 the magnet 57 is energized and raises the armatures 54 and 58 and the rails in this section 3T are short circuited thereby short cirouiting the wires 59 and 60. This short circuiting of the wires 59 and 60 would cause the armatures 65, 76 and to drop, were it not for the construction of the interlocking relay. This construction will now cause these armatures to be supported mechanically by the interlock, so that they cannot drop until all sections of the track circuit have been cleaned. As soon as the train leaves the section 3T the rails in this section are no longershort circuited and then the wires 59 and 60 areno longer short circuited with the result thata current will flow through the magnet T .and raise the armaturcs, above mentioned, break the circuit between 76 and so that the signal C becomes red by gravity.

If a train passes in the opposite direction, that is to thewest along the steam road, the corresponding operations are had.

If a trolley car approaches the railroad track while the signals are all normal and the railroad track is clear, the first action of the trolley wheel is to bridge between the bar 83 of the line contactor and its corresponding bar 3A. This connection will take place only for a malltime and is the same no matter whether the trolley approaches from the north or south. The instant this circuit is closed, current can flow from the trolley wire through the wire 84., bar 83, trolley wheel and circuit 3A to armature 85, circuit 3B to armature 86 thence through circuit 30 to armature 87, thence through 3D to magnet IE, thence through wire 12, resistance 88 and wire 2 to ground, thereby relay .89 will cause a circuit to be closed through the bars 5A so that when the trolley wheel leaves the bar of the circuit 3A. and enters upon the bar of the circuit 5A the magnet E will remain energized and, the armatures 89 and 90 will remain raised. As long as the armature 90 remains raised, the solenoid R will be energized through the circuits, above described,.and the energizing of these magnets will open the circuit controllers at 16 and so prevent any current from flowing through the wire and thereby deen'ergize the magnet 63 so that the various armatures 68, 7 1, 96 and 101 will drop and open the circuits connected therewith, as above described, and close the other circuits, that'is a circuit will be closed through the armature 96 and wire GA Whichgives the motorman on the car the signal to proceed. When the trolley wheel passes out of the contactor 81, or the contactor 82 as the casemay be, the circuits closed through this contactor are opened and remain open so that the motorman can proceed to cross, the railroad track andmeanwhile stop signals are displayed at B and C by gravity and prevented from being set to safe by the de-energization of When the trolley wheel reaches the second. contactor, say the contactor 82 on the assumption that it has left the contactor 81 and is goingnorth, a' circuit is established between the bar 83 and the circuit 5A and then current passes through the armature 89, circuit 5B, magnet F, Wire 12, resistance '88 and ground 2, whereby the magnet F is energized and the two armatures 87 and 91 are raised. Through the armature 91, .a circuit 15 is closedwhich energizes the ground magnets N and shifts the cores accordingly, so as to open tlie derailer and close the switches 16 and assoon as the trolley wheel gets off the section. 5A

and on to the section 3A. a circuit is established through thearmature 85, circuit 313, armature 86,.c1rcu1t 3C, armature 87, circuit 513, magnet F, wire 12, resistance 88, ground '2 so that the 'armatur-es 91. and 87 will remain raised until the trolley wheel leaves the sec From the foregoing, it appears that the railroad will have the right of way if a train gets on the section IT or section 3T before a. trolley wheel reaches the line contactors 81 or 82 and if a trolley wheel reaches these contactors prior to the train reaching these sections, the trolley carwill have the right of way. If a train should 76 signals for being clear on the track crossmg' the one where the prohibited zone obtains.

Inthis application theprohibited zone is shown on the steam railroad so that'if a steam train is within the zone the derailers on the trolley road will be set so as to prevent the approach of any trolley onto the steam railroad. prohibited zone, it will be possible to get by these derailers provided that the instructions given by the signals. are followed.

It will beunderstood that the trolley signals function in the normal manner, that is when the derailers are 0 en the red sig' nals RA and RD show an alsothe White signals WA and W'D. which means proceed with caution. within the prohibited 'zone the white signals if no train be within this If a train be on the railroad will not show at all because the armature;

98-will fall. Assuming that the proceed with caution signal appears, the car passes under a line contactor, say. the line con-- the trolley wheel pa es under the other con tactor, say the contactor 82, the green light is extinguished and the original red and 1 white signals again appear.

While I have shown and described one embodiment of my 1nvent1on,'it is obvious that it is not restricted thereto, but that it is broad enough to cover all structures that come within the scope of the annexed claims.

Having thus described my invention, what I claim is: J i

1. 1n combination,a'railroad track having three successive insulated sections, a'

trolley track intersecting the central section, a. track circuit "for each of said sections. comprising a source of current and a relay adapted to be short circuited by the passage of a train, the track relays of the end sections having their armatures interlocked, the track relay for the central sec- 1 tion controlling said interlocking relays, derails in said trolley track, signals for said railroad track and trolley track and means controlled by said relays and said details for giving signals and operating said derails.

2. In combination, a railroad trackhaving three successive insulated sections, a troL ley track intersectin the central section, a

track circuit for eac of said sections 00mprising a source of current and a relay adapted to be short circuited by the passage of a tram, the track relays of the end sections having their armatures interlocked,

the track relay for the central section controlling said interlocking relays, derails in said trolley track, signals for said railroad track and trolley track, means controlled by the relays in the end sections and said derails for operating said signals and maintaining said derails open and means controlled by the relay in said central section for maintaining said signals and derails in status quo.

3. In combination, a railroad track haw ing three successive insulated sections, a trolley track intersecting the central section, a track circuit for each of said sections com prising a source of current and a relay adapted to be short circuited by the passage of a train, the track relays of the end sections having their armatures interlocked, the track relay for the central section con trolling said interlocking relays, derails in said trolley track, signals for said railroad track and trolley track and means controlled by the relays in the end sections and said derails for operating said signals and maintaining said derails open.

l. In combination, a railroad track hav ing insulated sections, a track circuit for each of said sections comprising a source of current and a relay adapted to be short circuited by the passage ot a train, a trolley track intersecting one of said sections, a trolley Wire therefore, contacts carried by said Wire upon opposite sides of said railroad track, derails in said trolley track, circuits includin said contacts'tlor operating said derails and means controlled by said railroad track relays controlling the operation of said derails.

5. In combination, a railroad track having three successive insulated sections, a trolley track intersecting the central section, a track circuitfor each of said sections comprising a source of current and a relay adapted to be short circuited by the passage of a train, the track relays of the end sections having their armatures interlocked, the track relay for the central section controlling said interlocking relays, derails in said trolley track, signals for said railroad track and trolley track and means whereby the signals upon said railroad track are controlled by the position of said track relays and derails.

6. In combination, a railroad track having three successive insulated sections, a trolley track intersecting the central section, a track circuit for each. of said sections comprising a source of current and a relay adapted to be short circuited by the passage of a train, derails in said trolley track, signals for said railroad track and means governed by the position of said derails and by said relays controlling said signals.

7. In combination, a railroad track having three successive insulated sections, a trolley track and a trolley Wire intersecting the central section, contactors on said trolley Wire, a track circuit for each of said 'dition until the train enters the other end section.

8. In combination, a railroad track hav ing three successive insulated sections, a trolley track and a trolley Wire intersecting the central section, contactors ens-aid trolley Wire, a track circuit for each of said sections comprising a source of current and a relay adapted to be short circuited by the passage of a train, a stop and proceed signal in each end section and means controlled by said track relays upon the entry of a train into one end section and said contactors to give the proceed signal at said section and to maintain said signal in this condition until the train enters the other end section and means for maintaining the stop signal in said other end section until entry of the train therein.

9. In combination, a railroad track having three successive insulated sections, a trolley track intersecting the central section, a track circuit for each of said sections comprising a source of current and a relay adapted to be short circuited by the passage of a train, a trolley Wire for said trolley track, contactors upon said trolley wire on each side of said railroad track, stop and proceed signals upon said railroad track and means controlled by said contactors and relays for holding the stop signals upon said railroad track when a trolley passes a contactor prior to the entrance of a train on an end section.

10. In combination, a railroad track having insulated sections, a trolley track intersecting one of said sections. a track circuit for each of said sections comprising a source of current and a relay adapted to be short circuited by the passage of a train, said relays controlling signals for said track sections, derails in said trolley track, signals for said railroad track, a switch connected to each derail so to be closed when the derail is open and vice versa and means controlled by said switches also controlling the signals for said railroad track.

11. In combination, a railroad track hav ing insulated sect-ions, a trolley track intersecting one of said sections, a track circuit ill) for 'eachofsaid sections comprising a source said derails and said signals and a, disk of current and a relay adapted to be short circuit also controlled by mid contactors f0 cirouited by the passage of a train, said reholding said derails in' position. 10 lays controlling signals for said track sec- In testimony whereof, I havehereilnto set tions, derails in said trolley track, a trolley my hand and seal this 6th day of November,

wire, contactors carried by said Wire, means 1923.

f oontrolled by said oonta ctors for operating ROBERT M. ROBINSON. v

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