US1789894A - Railway-switch-operating apparatus - Google Patents

Description

Jan. 20, 1931. J. P. COLEMAN l789i894 RAILWAY SWITCH OPERATING APPARATUS Filed July 25, 1929 2 Sheets-Sheet 2 I -v M INVENTOR! J. Ff Cowman, 7 a.- 2.W,

Patented Jan. 20, 1931 UNITED STATES:

JOHN P. COLEMAN, EDGEWOOD BOROUGH, PENNSYLVANIAQASSIGNOR TO THE UNION "SWITCH & SIGNAL COMPANY, OF S'W-ISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA RAILXVAY-SWITCH-OPERATING APPARATUS Application filed July 23, 1929. Serial No. 380,289.

My inventionrclates to rail 'ayswitch operating apparatus.

One feature of my invention is the provision of means for locking one switch point 5 when the switch occupies itsnormal position andtor locking the other switch point when the switch occupies its reverse position, by means of independent connections to each switch point, and further means for operating the usual switch circuit controller it the unlocked point becomes displaced.

I will describe one form of railway switch operating apparatus embodying my invention, and will then point out the novel features-thereof in claims.

In the accompanying drawings, Fig. 1 is a top plan V16W, partly cross-sectioned, showing a railway switch provided with one form of switch operating apparatus embodying my invention. Fig. 2 is an end-view of a portion of the apparatus shown in Fig. 1. Fig. 3 is a wiring diagram showing one arrangement of circuits for the switch operating apparatus illustrated. inFigs. 1 and 2, and also embodying my invention.

Similarrefereuce characters, refer to similar parts in all threeviews.

Referring first to Figs. land 2, the ref Terence character M designates a railway switch comprising, as usual, two fixed rails B and B and two movable switch points A and A The fixed rails Band B are laid upon tie plates 1 and are secured to cross ties 2 in the usual 7 manner. The switch points A and A are fastened together by a bridle rod 3 and a tie rod Land maybe moved into a normal or a reverse position by operating mechanism connected with the bridle rod. When the switch occupies its normal position, in which position it isillustrated in Fig. 1, the switch point A engages the fixed rail B andthe rail A isspaced aslight distance from the rail 13; When the switch is rcvcrsed, however, the switch point "link 7 operating crank '11 then engages the fixed rail B and the switch point A isspaced from the rail B The operating mechanism for the switch, in the form here shown,-con1p rises a. crankS, keyed. to a rockshatt 9. and connected with the bridle rod 3 through a link 7, an adjustable operating rod 5and the usual lost motion connectionfi". The rockshaft 9 is jour 'naled 1n suitable bearings, not shown in the drawing, and-carries a pinion 10 which meshes with two racks formed-on plungers 11 and 11. The plungcrs 11 and l1 are opearte'd by two pistons 12 and 12 respectively, which pistons are locatedin cylinders 13 and 13 formed in 'a-casting C; Fluid pressure may at times be admitted to the cylinder 13 through a pipe Hand to the cylinder 13 through a: pipe 14. If the parts are in the positions shown in Fig. 1 and fluid pressure is admitted to cylinder "13 from pipe 14, plunger '11 is operated to rotate pinion 10 in a clocki'vise direction, thereby rotatingthe shaft 9, and hence crank 8. in the same direction, sothatthe resultingmotion imparted to the switch points through the 5, and bridle rod 3 n'ioves the switch points to their reverse positions. This clockwise rotation ofpinion 10 also moves plun e'r 11, and hence piston.

17 12, in a. direction opposite to the direction of motion ofplunger 11. and piston 12. The parts canbe returned to their original positions, in which they are illustrated in Fig. 1,

by admitting fiuidpressure to cylinder 13' from pipe 14, as will readily be apparent from an inspection of Fig. 1. I l

The supply of fluid pressure to the cylinders 13 and 13 is controlled by two'magnct valves D and E, respectively. In the form here shown, each of these valves comprises a valve stem 15 provided with an'armature 16 and a winding 17. When winding 17 of valve D is de-energized, the cylinder 13 is connected with atmosphere through pipe 14, and port 18 of valve D; but-when-winding 17 of valve D is energized, valve stem is moved against the bias of a spring 20, to a position in which cylinder 13 is disconnected from atmosphere and is connected with a source of fluid pressure through pipes 1d and 19. In similar manner, when winding 17 of valve E is de-energized, cylinder 13' is connected with atmosphere through a pipe 14:, and port 18 of valve E, but when winding 17 of valve E is energized, cylinder 13 is disconnected from atmosphere and is connected with a source of fluid pressure through pipes 14 and 19 The supply of energy to the indings 17 may be controlled in any suitable manner.

Means are provided for separately locking the switch points in such manner that only the switch point which engages a fixed rail is positively locked in position in either position of the switch. As here shown, the switch points are locked by means of two lock rods 21 and 2%, as best seen in Fig. 2. One end of lock rod 21 is connected to the downwardly projecting extension of a bracket 22 fastened to the tip of the switch point A while the other end of the lock rod is bent upwardly and carries a locking bar In similar manner, one end of lock rod 24 is connected to the downwardly projecting extension of bracket 23, similar to the bracket 22, and tened to the tip of the switch point A, while the other end of the lock rod 24 is also bent upwardly and carries a locking bar 26. The locking bar 25 is'provided with a notch 25% and the locking bar 26 is provided with a similar notch 26*. The locking bars 25 and 26 cooperate with two dogs 31 and 31, respectively, which dogs are formed on the ends of the plungers 11 and 11, respectively. The parts are so proportioned that when the switch occupies its normal position. in which position it is illustrated in Fig. 1. the dog 31 on the end of the plunger 11 enters the notch 25 in looking bar 25, while the dog 31 on the end of the plunger 11 is then withdrawn from en agement with the locking bar 26, so that, under these conditions, the switch point A is rigidly locked in place, but'the switch point A is unlocked except in so far as it is locked by reason of its connection with the switch point A through the bridle rod 3 and tie rod 1. hen the switch is reversed, however-,the dog 31 is withdrawn from engagement with the locking bar 25, while the dog 31 enters the notch 26 in bar 26, so that switch point A is locked rigidly in place, but switch point A is unlocked except in so far as it is locked by reason ofits connection with the switch point A through the bridle rod 3 and tie rod 4.

The reference characters F and F designate two similar circuit controllers which are controlled by the switch operating mechanism'and by the switch points A and A, re-

spectively. The circuit controller F comthe bent up end of thelock rod 24L prises aplurality of contact fingers, here shown as two in number, and designated 36 and 37, and the circuit controller F comcuit controller F are operated by an insulat ing tappet having upright pins 38, one of which is located on each side of each contact finger, and the contact fingers of circuit controller F are operated by a similar tappet 3O also having upright pins 38 located one on each side of each contact finger. The tappet 30 is pivotally attached at one end to a lever 29, which, in turn, is pivoted on a pin 43. The tappet 30 is similarly attached at one end to a lever 29 pivoted on a pin 1. A cam follower 39 carried by the lever 29 is adapted to engage the periphery of a cam 40 keyed to the rockshatt 9, and at times to enter a notch 41 in the periphery of the cam 10; while a similar cam follower 39 carried by the lever 29 is likewise adapted to engage the periphery of the cam 10 and to at times enter the notch 11 in the periphery of the cam "40. The levers are constantly urged toward positions in which the cam followers engage the cam 10 by means of a spring 42 stretched between pro] ect-lons on the levers. The location of the notch 41 in the cam 40 is such that when the switch occupies its extreme reverse position, the notch 11 is in alignment with the cam follower 39, but that when the swltch occupies its extreme normal position, the

notch 41 is in alignment with the cam follower 39 as illustrated in the drawing.

The tappets are also controlled in accordance with the positions of the switch points in the following manner. A slide bar 27 is attached to the bent up end of the lock rod 21, and a similar slide bar 28 attached to v See Fig. 2). The slide bar 27 is provided with a notch 27 adapted to receive the end of the tappet 3O when-and only when the switch is in its extreme reverse position, and the slide bar 28 is provided with a similar notch 2S adapted to receive the end of the tappet 30 when and only when the switch is in its extreme normal position. It will thus be seen that when the switch is normal, the notch ll in the cam l0 in alignment with the cam follower 39, and the notch 25% in the slide bar 28 in alignment with the end of the tappet 30, so that! the action oi the spring 42 on the levcn29 forces the tappet Soto aposition in which contacts 3333 and Eli-34 of circuit controller F are closed. Furthermore, when the switch is in its normal position, the notch 41 in the cam 1-0 out ofalignment with the cam follower 39",

and the notch 27Fintheslide bar 27 is out of alignment, with: the end of the tappetSO, so that the tappet 30 is held, by both the slide bar 27 and the cam l0, in a positionin which contacts36-86P and 57-37" of circuit controller F areclosed. lVhen the switch is reversed, however, the notch 28 in slide bar 28 is then, out of alignment with the tap pejt 30 and the notch 41 in thecam 410 out of alignment withsthecam follower 39?, so that tappet 30" occupies a position in which con tacts 3-i33 and l l il l of circuit controller, F are closed. l urthermore,in this latter position of. the switch, notch 27*? in slide bar 27 is in, alignment with tappet 30 and notch 4-1 in cam 40):: in alignment with cam follower 39, so that the action of spring 42 on lever 29 moves tappet ElO-to a position in which contacts 3(86 and 37 87"- of circuit controller F are closed.

\Vith the mechanism constructed in this manner it, will be noted that when the switch occupiescither extreme position, the switch point which engages the lined rail is locked in place. if, under these conditions, the unlocked point of the switch is dis-placed, as when a train trails through the switch, the resultant movement of the unlocked point will actuate'the slide bar connected with the point, and through the motion of the slide bar, will move the associated tappet out of the notch in the slide bar, thus operating the corresponding circuit controller. For example, I will assume that the switch occupies its normal position in which switch point A is rigidly locked in place and switch point A is unlocked, as illustrated in Fig. 1. If, now, a train trails through the si itch, switch point A will not be inovec appreciably because of therigiditywith which it is locked in place. but the force exerted on switch point A by the wheels of'the trainiwill displace the point A,.so that the point A will no longer occupy its ordinary. position with respect to the'point A This displacement of the switch point. A. is transmitted to the slide bar 28 through the lock rod 24, and the end of tappet 30 is therefore moved out of notch 28. As a result, circuit controller F is actuated to open cont-acts ill-33 and 34-3 l. The clrcuit controllers may be utilized to control any suitable apparatus, and it will thus be apparent that I have provided switch operating apparatus which will safely cont-rol traflic passing over the switch and which will indicate damage to the switch due to trains trailing through the switch or to other causes.

Referring now to Fig. 3, in which is illustrated a wiring diagram showing; one arrangement of circuits for the switch operating apparatus described above the reference character Y designates a siding which is connected witha main stretch X of ra'lway track by means of the switch M.

Westbound tralfiqthat is, traflic passing from right to left over the switch, is governed by two signals S and St Traflic in the op-' posite direction is governed by two similar signals S and S which, in the form here shown, are mounted on the same mast.

The signals S S S and S* are controlled by a signal lever L and by a polarized. re

layR, which relay, in turn, is controlled by the circuit controllers F and F. The sig nal lever L comprises two contact arms 86 ancl87, and, is capable of assuming three posit ons, indicated by the dotted lines inthe drawing, and designated N, O, and P. Vhen the signal lever occupiesits N position, the contact arm 87 engages a fixed contact 87 and the contact arm 86 engages a fixed contact 86. When the signal lever occupies its P position, the contact arm 87 then engages fixed contact 87 and the contact arm 86 a circuit which passes from a battery (at through wires 70, 44 and 45, winding 17 of valve D, wire 46, contact 8888 of lever L and wires 47 and 48 back to battery G1 Valve D is therefore energized, and' admits fluid pressure tov cylinder 18, so that switch M occupies its normal position. Sinceswitch M occupies its normal position contacts 33--3i and 3l3l ofcircuit controller F are closed. Currentof normal polarity is thereforesupplicdto relay R from battery G through wires 70, 51, 52 and 53, contact B l-34* of circuit controller F, wires 54 and 55, winding of relay R, wires 56 and 57, contact of circuit controller F, and wires 58 and 59 back to battery G. R(=.- lay R istherefore energized in its normal direction so that its front contact (36 and its normal contact G8li8 are closed. Switch level L occupies its 0 position in whichall contacts controlled thereby are open, and all signals indicate stop.

I will now assume that with the switch in its normal position the operator wishes to permit an eastbound train to proceed along the main track X past the switch M. To do this he moves lever L to its N position. 1 Ourrent then flows from battery G through wires v70, 51, 74:, 7 3 and'72, operating mechanism of signal S wire 71, contact 87 87 of lever L wire 69, polar contact (58*68 of irelay R wirectifl neutral contacttifi of relay The switchlever L controls a contact 7 wires 70, il and l9. winding 17 of valve :1,

R, and wires 65 and 48 back to battery Signal S therefore indicates proceed.

if, when the switch occupies its normal position, the operator wishes to permit a westbound train instead of an *astbound train to proceed along the main track past the switch, he moves lever L into its P position. Under these conditions current [lows from ba tery G through wires 70, 51, Tl, T3, 7? and T6, operating mechanism of signal S, wires T5, contact EST-8T ot lever L,-wire (39, polar contact (38 88 of relay R, wire 67, neutral contact 66 of relay R, and wires 65 and 4-8 back to battery G. Signal 5*, therefore, indicates proceed.

I will next assume that when the parts occupy the positions shown the operator wishes to permit an eastbound train to enter the siding Y. lodo this, he first moves switch lever L from its U to its T position. The circuit previously traced for winding 17 ofvalve D then opened and a circuit for winding 17 of valve 2 i: osed, this latter circuit passing from bar ery G through wire 50, contact 8888 of lever L and wires 47 and l8 back to battery G. Valve E therefore becomes energized and admits fluid pressure to cylinder 12-3. Since valve D is deenergizedcylinder 13 is vented to atmosphere, and the fluid pressure admitted to cylinder 13 drives switch 17 to its reverse position. hen switch 17 is reversed, circuit controllers F and F are both operated, so

'2 that the circuit previously traced for relay R is opened at contacts 33 33 and ill- 34 of circuit controller F, and another circuit for relay R is closed at contacts 36-3 and 36i)6 of circuit controller F. This latter circuit passes I'rom battery G through wires 70. 51. 52 and 60, contact 2-73T of circuit c ntroller F, wires (31 and winding of relay ll, wires 55 and (is, contact 36 36 of circuit controller F. and wires ('33 and 59 back to battery G. The current supplied to relay R over this latter circuit is of opposite polarity to that supplied to the relay over the. former circuit so that relay R now be comes energized in the reverse direction and closes its front contact 66'and reverse contact 6868. T he operator non moves lever L into its N position. Current then flows from battery G through wires 70, 51, 74 and 8%, operating mechanism of signal S wire 79, contact 8686 of lever L wire 81, polar contact GS6S of relay R, wire 6?, neutral contact 66 of relay R, and wires 65 and 48 b: cl: to battery G. Signal S then indicates proceed.

ll the operator wishes to permit a train in the siding Y to enter the stretch X, he moves the lever L to its P position. Current then flows from battery G through wires 70, 51, 74, 73, 77 and 82, operating mechanism of signal S wire 83, contact 86S6 of lever L wire 81, polar contact 68 -68 of relay R, wire 67, neutral contact 66 of relay R, and wires 65 and l8 back to battery G. Signal S then indicates proceed.

It will be noted from an inspection of the drawing that, when the switch is normal, it is impossible for the operator to clear the signal which permits tralfic to proceed from the main track into the siding or the signal which permits trafiic from the siding to enter the main track, because the circuits for these signals are then open at polar contact 68-438" of relay R. Similarly, when the switch is reversed, it is impossible to clear the signals which permit traflic to proceed along thc-- main track over the switch because the circuits for these signals are then open at polar contact 6868 of relay R.

It will also be noted that if a train trails through the switch when the switch occupies either extreme position, and thereby displaces the unlocked point of the switch from its normal relative position with respect to the locked point, relay R will become deenergized because the circuit for relay R will then be opened at the circuit controller which is controlled by the unlocked point. As a result, all signal circuits will then be opened at front contact 66 of the relay, so that all signals will display stop indications, thereby indicating that the switch point is damaged and enabling the detection of the damaged point. i

As a further means of insuring that a switch point which has been damagedby a1.

train trailing through the switch will be detected, it may be desirable, under some conditions, to make thetie rod l deformable. For this purpose, the tie rod 4, in the form here shown, is provided with a plurality of ridges l and parallel grooves l as best seen in Fig. 2, and the parts are so proportioned thattor all ordinary conditions of operation of the switch, thetie rod will hold the switch points in the proper relative positions with the necessary rigidity. lVith the tie rod constructed in this manner, it a train trails through the switch the unusual force applied to the switch points moves the unlocked point with respect to the locked point, and the tie rod is subjected to great tension, and is, hence, permanently deformed so that the unlocked point is held in its altered position continuously thereafter. As a result, the slide bar connected with the unlocked point is moved to the position where the associated 'tappet is forced out of the notch in the slide bar, and the slide bar is held in this position until the switch is repaired. hen the tappet is forced out of the notch, the associated circuit controller is operated, and as will be apparent from the previous description and from an inspection of Fig. 3, relay R becomes lle-energized under these conditions, so that all signals become; (lo-energized.

, Although I have herein shown and described'only one form of railway switch operating apparatus 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 combination, a double point railway switch having normal and reverse positions,

means for driving said switch to either of said positions, means for locking one point of said switch when the switch occupies its normal position, means for locking the other point of said switch when the switch occupies its reverse position, and two circuit controllers separately controlled in accordance with the positions of said two switch points respectively.

2. Incombination, adouble point railway switch having normal and reverse positions, means for driving said switch to either of said positions, means for locking one point of said switch when the switch occupies its normal position, means for locking the other point of said switch when the switch occupies its reverse position, two circuit controllers separately controlled in accordance with the positions of said two switch points respectively, and governing means controlled by said two circuit controllers.

3. In combination, a double point railway switch having normal and reverse positions, means fordriving said switch to either of said positions, means for locking one point of said switch when the switch occupies its normal position, means for locking theother p'oint of said switch when the switch occupies its reverse position, two; tappets, one controlled by each pointof said switch, and two circuit controllers one o 'ieratcd by each said tappet. f Y

4. In combination, a railway switch com,- prising we movable points and two fixed rails adjacent said movable points respectively, means effective when either one of said movable points is in engagement with the associated fixed rail to lock such one point but not the other, and two circuit controllers separately controlled in accordance with the position of said two movable switch points respectively.

5. Incombinatioina railway switch comprising twomovable points and two fixed rails adjacent said movable points respectively, operating mechanism for driving said movable points to either of two extreme positions in which a movable point engages the associated fixed rail,- means effective when the switch it in either extreme position for locking the movable point which engages a fixed rail but not the other movable point, a first circuit controller controlled by one said point and by said operating mechanism, and a second circuit controller controlled by theother said point and by said operating mechanism. 1 j

(5. In combination, a double point railway switch, operating mechanism connected with both said points'for driving said switch to its normal or its reverse position, means effective when the switch is in either of said positions to lock the movable point which engages atixed rail but not the other movable point, two tappets one connectedfwi'th each said trolled ointly by said tappets.

movable point, and governing means con- 7. In combinatioina doublepoint railway.

switch, operating mechanism connected with both said points for driving said switch to its normal orits reverse position, means effective when the switch is in either of said posi tions to lock the movable point which engages a fixed rail but not the other movable point, two tappets one connected with each said movable point and with said operating mechanism, and governing means responsive to the positions of said tappets.

8. In combination, a railwayswitch comprising two movable points, means for locking one said point in engagement with a fixed rail while permitting slight relative motion of the free point, and. governing means responsive to the positioncf said free point.

9. In combination, a railway switch comprising two movable points connected near their tips by a deformable tie rod, means for locking one of said points when the switch occupies one positiorn'means for locking the other point when the switch occupies another position, and governing means controlled at its end connectedwith the tips of sa-ic'l movable points, respectively, and a circuit controller responsive to the position of the unlocked point of said switch and arranged to be permanently affected due to deformation of said tie rod if a: train. trails through said switch while said one point is locked.

11. In combination, a railway switch comprising two movable points and two fixed rails adjacent said movable poiiitsrespectively, means effective when either one of said movable points is in engagement with the associated fixed rail to lock such one point but not the other, a relay controlled by said two switch points respectively and responsive to the relative position of the unlocked point with respect to the locked point of the switch.

when one said point is locked, and governing means controlled by said relay.

1?. In combination, a railway switch comprising two'movable points having a normal spaced relation and two fixed rails ad j acent said movable points respectively, means eiiective when either one of said mova-ble points is in engagement with the associated fixed rail to lock such one point but not the other, a relay, means for normally energizing said relay when one of said points is locked unless the switch points are displaced from their normal spaced relation, and governing means controlled by said relay.

13. In combination, a double point railway switch having normal and reverse positions, means for driving said switch to either of said positions, means for locking one point of said switch when the switch occupies its normal position, means for locking the other point of said switch when the switch occupies its reverse position, two circuit co'ntrollers separately controlled in accordance with the positions ot said two switch points respectively, a relay controlled by said circuit controllers, and governing means controlled by said relay.

4:. In con'ibination, a railway switch comprising two movable points and two fixed rails adjacent said movable points respectively, operating mechanism for driving said movable points to either of two extreme positions in which a movable point engages the associated fixed rail, means effective when the switch is in either extreme position for locking the movable point which engages a fixed rail but not the other movable point, a first circuit controller controlled by one said point and by said operating mechanism, a second circuit controller controlled by the other said point and by said operating mech auisni, a relay controlled by both said circuit controllers, and governii'ig means controlled by said relay. I

15. In combinaitoina double point rail way switch having normal and reverse positions, operating mechanism for driving said switch to either of said positions, means for locking one point of said switch when the switch occupies it normal position, means for locking the other point of said switch when the switch occupies its reverse position; a first circuit controller controlled by said one point and by said operating mechanism,

- a second circuit controller controlled by said other point and said operating mechanism, apolarized relay, means controlled by said first circuit controller for supplying said reswitch to either of said )ositionstwo lock rods one attached to each said switch point, means for locking one lock rod when the switch occupies its normal. position, means for. locking the other lock rod when the switch occupies its reverse position, two slide bars'one attached to each lock rod and each provided with a notch, two tappets one coacting with each side bar and each biased to one position in such a manner that the tappet will enter the notch in the associated slide bar when and only when the switch occupies the extreme position in which the lock rod which controls the slide bar is unlocked, two circuit controllers one controlled by each tappet and each arranged to close one set of contacts when the associated tappet is out ofvengagemcnt with the notch in the associated slide bar and to close another set of contacts when the associated tappet occupies the notch in the associated slide bar, and governing means controlled by said circuit controller.

17. In combination, a double point railway switch having normal and reverse positions, operating mechanism for driving said switch to eitherof said positions, two lock rods one attached to each said switch point, means for locking one lock rod when the switch occupies its normal position, means for locking the other lock rod when the switch occupies its verse position, a first and a second levers each provided with a cam follower, a cam operatively connected with said operating mechanism and co-operatin g with said cam follower and provided with two notches one of which is in alignment with the cam follower of said first lever when and only when said switch occupies its normal position and the other of which is in alignment with the cam follower of said second lever when and only when-the switch occupies its reverse position,

a spring connected between the levers for urging the cam followers into the notches, a first tappet pivotally connected with said first lever in such manner that said tappot will be operated when saidfirst lever entersthe notchin said cam, a second tappet pivotally connected with said second lever in such manner that said tappet will be operated when said second lever enters the notch in said cam, a first slide bar attached to the lock rod which is unlocked when said switch occupies its normal position and coacting with said first tappet and provided with a notch adapted to receive the free end of said first tappet when and only when said switch is normal, :1 second slide bar attached to the other lock rod and coacting with said second tappet and provided with a notch adapted to receive the free end of said second tappet when and only when said switch is reversed, and two circuit JOHN P. COLEMAN.

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