US1799193A - Track-switch-controlling apparatus - Google Patents

Description

April 7, 1931. w. SCHMITZ 1399,19?

TRACK SWITCH CONTROLLING APPARATUS Filed April 5, 1929 Wfa Wlb Patented Apr. 7, 1931 unit's rA'res ATENT @FFWE SEIGEEALW'ERKE G. M. B. 331K311 0F GERMANY El, 013 BERLIN-SIEMENSSTAIDT, GERMANY, A GORIORJE;

TRACK-SWITCH-CONTRQLLING APPARATUS Application filed. April 5, 1929, Serial No 352,658, and in Germany June 8, 1928.

My invention relates to improvements in track switch controlling apparatus for railroad hump plants. e

In automatic railroad hump plants the setting of the position of the track switches,

hereinafter shortly called points, for individual carsreleased in succession is initiated in a special switch frame by the operator and thereversing of the points is afterward effected by the descending cars with the aid of rail contacts, insulated rails or the like.

designed for the purpose. Two cliiferent systems have been employed for'this latter purpose. In one of the systems a special point magazine or accumulator is provided for each point, in which all the point settings necessary for the descending cars are accu- -mulated prior to the commencement of the i release of the cars. In the other system there is provided a trip magazine common to all points, in which the release of thecars is accumulated according to definite track routes and the points coordinated-to each.

track are reversed with the aid of rows of running switches and with the cooperation of the train. This latter system has the advantage, that it is still possible to change the accumulation subsequently, in case the order relating to one or a plurality of cars has been changed, In the system with point operating magazines or accumulatorsit is necessary to equip all storage devices with as many switching positions. as. cars or groups of cars may pass across the respective point in the most unfavorable case.

The object of my invention is to produce by the combination of both systems a point setting controlling apparatus for a hump, which combines the advantages of both systems and eliminates their drawbacks. 7

This end in view is according to my invention attained by providing for each point e a setting magazine, and-besides a special trip magazine, in which the trips are stored up in advance, this magazine being controlled by the descending cars transmitting the orders to the individual setting magazines. In the setting magazine of each point not the orders for all the cars are stored up, but only for those already descending and still lo cated in front of the respective point. The control magazines may then be constructed considerably simpler and lighter. For the orders notyet stored up in the control magazine or accumulator an alteration is then easily possible in the trip magazine.

An embodiment of my invention is diagrammatically illustrated in the drawing affixed hereto and forming part of my specification.

Referring to this drawing, A is the trip or journey magazine or accumulator, which in known manner consists of a plurality of intersecting contact bars, the bars a, b, c, d and so on corresponding with the number of descending cars, which are to be accu mulated in advance at the time, while the bars a1, a2, a3, a l located at right angles to the bars a, b, 0, (Z and so on are coordinated to the individual tracks g g g 9 The crossing bars may, as shown in thediagram, be electrically connected by plug contacts 61. Each of the bars a1 a2 a3 and so on leads to one'termmal of a solenoid switch 1, 2, 3, e and so on, the second terminal of which is connected to the source of current B a common line C. Across the bars a, b, 0, d and so on runs a contact lever schl, which is moved across the individual bars by means 0t a step switch magnet 80h. Each time the electro-magnet so]; attracts its armature a6 the ratchet wheel (17 1s entrained by it and moves the contact lever schl, with which it is conpled, from one bar to the next.

In the position of the step switch contact sch l illustrated impulse passes from the source of current across the magnet switch 2, bar a2, contact 721, bar a, step-switch contact 8%, and so on, whichcontrolthe step switch s lenoid 805,. When a car travels over the insulated rails 'wla, wlb the two switch magnets sla and 81?) receive current along the circuit D, a8, train axle E, a9 and 6e10, .9160 and .916, all, D and by attracting their armatures close the contacts 810 and 81d in the line to the step switch magnet sch.

The contacts 819 and 817a or 829' and 82b and so on are located at the control solenoids 81a, 6172 or 32a, 82?) and function in well known manner so, that when the first insulated rail, for instance cola, is travelled over only sic receives current, and that then when both insulated rails wla and wlb are occupied by train axles, both'magnet switches are attracted and both contacts 819 and 81 are closed, so that now even if 'wla becomes free the magnet switch sla continues to receive current across the contacts 819 and the insulated rail 2015 along the circuit: D, a8, train axle E, 1017), (110, 817L, (438, 81g, magnet Winding sla,a11, source of current D. Simultaneously a branch current flows from (410 across 816, (Z39, all to the source of current D.

The track switches wl, 102, e03 are moved by driving motors m1, m2, 9228. Atthe switch gear ml the two field windings c1 and 62 provided for the movementof the switches to the left or right are connected across contacts 7c1'and 703 or 702 and 70d to the source of current. The contacts 701 and 762 are control switch contacts, which are in known manner moved by the track switch operating gear in such a manner, that in the minus position of the track switch the contact for the later plus position of said switch is closed. The contact 753 is mounted on the armature of the electromagnetic switch 2010+, the contact 72d at the electromagnetic switch 'wlc. The supply of current to the electromagnetic switch wlc takes place across the line 0412 and the contacts 10 or at the track magnet switches l, 2, line C, the source of current B and the contacts 516 and 81/ at the armatures of the switch magnets sic and 81b.

In a similar manner current is supplied to the electromagnetic switch w1c+ across (413 and the contacts or at the track electromagnets 3 or 4, line C, source of current B, the contacts 816 and 81; at the armatures of the switch magnets sla'and $16. The electromagnetic switches 1010+ and wlc thus move the track switch into the plus or minus position by attracting their armatures. For the first car running down the incline the track switch is at once brought into the correct position. When adjusting the trip magazine for the second car the reversing of the t-rack switch takes place as soon as the first car has completely traversed the insulated rails'wla and @012), because by the attraction of the electromagnets sic and all) during the occupation of the insulated rails ale and 81d are closed. Stepswitch sch/receives current and moves the contact lever sc7Ll ontothe barbb'y'the operation of its armature; track magnet switch 1 receives current and by attracting its armature closes the contact- 10, which is connected in the circuit of wlc-. The switch solenoid 'wlc receives current if, and only if the contacts slc and 81; connected in its circuit are closed, which, however, occurs only by the dropping off of the magnet switches 81a and 816. No special magazine is thus necessary at this track switch. For the remaining track switches Q02 and 103 there are on the other hand provided switch magazines. Each switch magazine possesses three magnets. One of these prepares the reversal of the track switch into the plus or minus position. This is, for in stance, in the case ofthe track switch 102 the electromagnetic switch w2c. If w2c is traversed by current, it brings about the minus position, but if it remains dead the track switch is moved into the plus position, which is effected in the following manner: Every time its armature @118 is attracted f turns by means of the pawl @119 the ratchet wheel ((20 forward by one tooth; (L20 entrains the magazine drum e21 and the contact lever e27, whereby the pins a22-a25 pass in succession past the magnet 1122c. If the armature has dropped off from w2c-, the pins remain in the position of the pins LL22 and (L24, but if the armature of 'w2c is attracted said pins are forced downward by the hammer (126, as shown, for instance, by the pins ((23 and (425. The third magnet Z2 is controlled across contacts sQcand 8267 by the .iagnets 32a and 827), these magnets being connected to the insulated rails 102a and @027) of the trackswitch 4/.)2. The magnet t2 effeets the release of the stored up orders when the insulated rails are traversed by the cars, in the following manner: the magnet 252 entrains, by means of its armature (138 and the pawl (134:, the ratchetwheel a135, which in turn shifts contactlever e27 step by step in a circle below magazine drum'aQl, so that for each pull of magnet t2 the head of thisl'ever passes in successionunder one of the pins a22a25. The head of lever (127 remains vertically in the position shown, when it passes, for instance under the pin'a22, but it is depressed when it comes under the pin e23. If it'remains vertically in the position shown it closes across contact p2 line (128. winding 03 (assuming that switch V1 is closed), motor 7712, lines (r29, use the circuit to the battery F, the second pole OfWlllCh leads across lines 6514 and (131 back'to the contact 792+.

In the present casethe plus position of the track point is already reached, so'that the contact 01 is broken. If the levera27 is, on the other'hand pressed down, itcloses the circuit across 722-, line 0132, winding 64, (129, e80, battery F, a1e,'a31 to the contact p2. In the first case the track switch is moved into the plus position, in the last case into the minus position. The pins are forced back lit) into the initial position by a stop located behind the lever a2? and not shown in the drawing. They are maintained in any position by a spring (L36. 7

r The minus position of the track. switch is thus only brought about if one of the pins is v pressed down by the .electromagnet .w2c.

i by the switch magnet w1c receives current The minus position-of the track switch 202 is necessary for a journey to track g1. For

this track the bar a1 is provided in the switch sch is connected with the bar a which in turn is connected by means of contact I) to bar a2. Thereby the route for the first car, appertaining to bar a, to track 9 is fixed. Magnet switch-2 receives current-by way of +B, C, 2, a2, 61, a, schl, B. The magnet switch 2 is energized and closes its two contacts, whereacross e12 and contact 20, source of current B and the contacts-81c and 81; at the dropped off magnet switches 81a and 81b.

7 e010:- closes the circuitacross its armature contact k4, line a14,source of current F, 0015,

motor armature m1, winding e2, contact 702,

so that the motor rotates and throws the track switch'wlinto the minus position. The second contact 2d of the magnet switch 2 supplies current to the switching magnet f2 of the switch magazine of the-track switch 2,02 along the circuit 2d, e16, f2, u2a at the dropped ofi armature of the magnet a2, line a17, alS, source of current B, and line C. By

the attraction; of f2 the track switch w2 is thrown into the plus position in the manner described above. The track for the first car is thus simultaneously correctly set. If this carnow runs down the incline and passes over the insulation of the first track switch, the intermittent switch magnet sch receives current and movesits contact lever schlforward by one contact. In the trip magazine the circuit for the first car to track 92 is now cut off and that for the second car to track g1 connected up. By the deenergization of relay 2, contact 2d, located in the circuit of magnet f2 is opened, and f2 becomes deenergized and magnet switch 1 is energized by way of +13, C, 1, a1, b, schl, -B,attracts its armature and closes the contacts 10 and 1d.-

The switch magnet wlcreceives current by way of +13, C, 10, e12, w1c, 81f, 81c,1-B.

This maintains the minus position of the track switch 4121. Switch magnets 'w2cr and f2 receivecurrent by way of: +B, C, 1d,. a2 -,f2, u2a, a18, B.

By magnet w2creceiving current, the minus position for track switch 'w2 is accumulated in the magazine a2l, but track switch 102 is not yet thrown. This canoccur only after the insulated rail portion -w2a, provided on the track switch, is traversed by the firstrcar and has become again unoccupied. During this traversal switch magnets 82a and 82?) receive current and close the coni I tacts $20 and 82607. Thereby switch magnet 232 receives current by way of B, a18, 82c, 82d, t2,= B, and advances the magazine in the aforedescribed manner withits-contact lever a2? to theneXt pin, for instance (1%.

This pin is depressed by armature e26 so that when this pin arrives above the contact lever (127, when drum a21 is revolved, lever a2? is depressed whereby contact p2- is closed. By way of 192* the winding 64.- of the track switch motor m2 receives current in the following manner: current source F, (L14, (131,

' p2, (Z32, 64, m2, e29, a30, F. The track switch motor now commences to run and throws the switch points 102 into the minus position. i

N ow it may happen that a route has been accumulated in the magazine, which is subsequently not to be used, perhaps because the pertaining car has in the meantime been misrcuted or perhaps been prevlously assigned to another route. In this case-1n order to avoid misrouting of all-succeeding cars-the unused accumulated route must be artifically obliterated, i. e. the switching functions whlch otherwise the car in question would have performed must be carried out by hand. For this purpose'a hand switch ht is provided for each magazine, which, when depressed, for instance in the present example closes the circuit for the switch magnet t2 so thatthe latter advances the drum a21 one step.

The switch magnets sch, f2 and f3-ordinarily bring about the v:Eorward feeding of their pertaining step wheels a7, Q20 when their respective armatures are attracted. It

is more expedient, however, to perform this mechanical work not when an armature is attracted, but when it falls oii, springs orother equivalent means, not shown here, being of course provided for pulling the armatures into the OE poslticn. If this mode of operation is to be attained, special switches u1, u2,

103 must be provided which are arranged in 7 with current and th latter magnet drops its *ari'nature a6 and reeds ratchet wheel a? one rentthrough magnets a1, a2, a3 is interrupted inthe manner previously described, for mstance in case oful by the relay operated switches S10, 8103.

The contacts 7L1, 712, ]L3 are hand-operated is-shown and serve the purpose of setting the track switches by hand as may be required at special occasions. f, for instance, switch 7&1 is thrown to the left, the same circuits are established as if the magnet w1c+ had been energized and "contacts 763 had been closed thereby. If hand switch is thrown to the right, the function of relay 1010 is simulated, so that in the former case motor winding Z1, in the latter case motor winding Z2 is energized and the track switch motor will set the track switch into the plus, respectively minus position. Hand levers k2, 713 function similarly. For instance, lever 7L2, when thrown to the left, substitutes the functions of contact 292+, when thrown to the right, it substitutes for contact 792. These independent hand operations maybe required for instance in case a car has been routed the wrong way or if, after the magazine is already adjusted for the dilferent routings, a car should be additionally routed to another track.

Various modifications and changes may be made without departing from the spirit and the scope of the invention, and I desire, therefore, that only such limitations shall be placed thereon as are imposed by the prior art.

I claim as my invention:

1. In an electric hump railway switching plant comprising a main track from which the cars of a train can be run automatically across a plurality of track switches on to branch tracks, in combination, a switch magazine for each track switch having means for storingroute setting orders for the individual cars of a train to be decomposed, electric lines between the switch magazine and the coordinated track switches, means at the track switches operable by the cars and havingmeans for advancing the switch magazine, a switching apparatus for receiving and transmitting the route orders for the individual cars to the switch magazine, and

means located between said switching apparatus and said switch magazines for transmitting the orders from said switching apparatus to said switch magazines.

2. In an electric hump railway switching plant comprising a main track from which the cars of a train can be run automatically across a plurality of track switches on to branch tracks, in combination, an electrically operated switch magazine for each track switch having means for storing route setting orders for the individual cars of a train to be decomposed, electric lines between the switch magazines and the coordinated track switches, insulated rails at the track switches for bringing about circuit connections through the car wheels to cause a forward motion of the switch magazine when said rails are traversed by the cars, a switching apparatus for receiving and transmitting the route orders for the individual cars to the switch magazine, and means located between said switching apparatus and said switch magazines for transmitting the orders from said switching apparatus to said switch magazines.

3. In an electric hump railway switching plant comprising a main track from which switch magazines and the coordinated track switches, insulated rails at the track switches for bringing about circuit connections through the car wheels to cause a forward motion of the switch magazine when said rails are traversed by the cars, a common switch magazine for receiving and transmitting the route orders for all the tracks of said hump plant, means located between said common switch magazine and said insulated rails for transmitting an order contained in the common magazine to the individual magazines of the track switches when said insulated rails are traversed by the cars, and means located between the common magazine and the magazines of the track switches for transmitting the orders from the common magazine to the track switch magazines.

4. In an electric hump railway switching plant comprising a main track from which the cars of a train can be run automatically across a plurality of track switches on to branch tracks, in combination, an electrically operated switch magazine for each track switch having means for storing route setting orders for the individual cars of a train to be decomposed, electric lines between the switch magazines and the coordinated track switches two insulated rails at eachtrack switch. two relays connected with said insulated rails in such a manner that they receive current through said insulated rails when traversed by the car, a common switch magazine for receiving and transmitting the route orders for all the tracks of the hump plant, contacts at the armatures of said relays, electric lines connecting said relay contacts with said common switch magazines and said track switch magazines, and relays located between said common magazine and the track switch magazines for transmitting the orders from said common magazine to said rail track magazines.

- In testimony whereof I attfix my signature.

WILI-IELM SCHMITZ.

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