US1805747A - Railway traffic controlling apparatus - Google Patents

Description

y 1931. A. R. WHiTEHORN 1,805,747

' RAILWAY TRAFFIC CONTROLL ING APPARATUS Original Filed Oct. 27, 1927 2 Sheets-Sheet l INVENTOR'J B. R- White/ 0km,

May 19, 1931. A. R. WHITEHORN' RAILWAY TRAFFIC CONTROLLING APPARATUS 2 Sheet s-Sheet 2 original Filed oct. 27. 1927 STTES PATENT Fries ARTHUR R. WHITEHORN, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE UNION" SWITCH &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYL- VANIA RAILWAY TRAFFIC I CONTROLLING APPARATUS Application filed October 27, 1927, Serial No. 229,048. Renewed April 30, 1930.

My invention relates to railway traffic controlling apparatus, and particularly to ap paratus for safely controlling tra'liic governing devices, such as railway switches or sigials, from a remote point, and for ind catlng at such remote point the condition of such devices; I

I will describe one form of apparatus embodying my invention, and will then point art the novel features thereof in claims.

In the accompanying drawings Figs. 1 and 2, when placed end to endwith Fig. 1 on the left, form a diagrammatic View, showing one form of railway trailic controlling apparatus ei'nbodying my invention.

Referring to the drawings, the reference characters 1 andl designate the track rails of a stretch of railway track connected with a siding 4 by means of a switch 3. These track rails are divided, by means of insulated joints 2, to form a plurality of track sections AB, BC, CD, etc. Each track section is provided with a track battery designated by the reference character 5 with an exponent corresponding to the location, and with a track relay designated by the reference character It with a suitable distinguishing exponent. It should be noted that the rails of section BC containing switch 3 are connccted with the rails of the siding i so that track relay R will become (ls-energized if a train occupies any portion of the section l3C or of the siding 4 to'thc right of point'B. I

The track relays R control certain repeater relays, the purpose of which will appear hereinafter. Thus repeater relay P (adjacent the left-ban d edge of Fig. 2) is provided with a circuit which may be traced from battery U through wires 13, 14, and 1%, front contact 15 of track relay R wires 16 and 17, winding of relay P and common wire 18 back to battery U. Repeater relay P is therefore energized when relay R is energized. Repeater relay Q is supplied with energy over the circuit just traced for relay P as far as wire 16, thence over wire 22, front contact 23 of relay R wire 2%, winding of relay Q, and common wire '18 back to battery U Relay Q is therefore normally energized, but is (ls-energized when relay R or relay R is de-energized, that is, when a train occupies section A-B or CD. f In similar manner, relay P is provided with a circuit from the mid point of battery U through wire 19, front contact 20 of relay R Wire 21, winding of relay P and common wire 18 to the lower terminal of battery U Relay P is therefore normally energized, but is deenergized when a train occupies section C-D.

The switch 3 is controlled by a motor M which in the form here shown comprises a field 6 and an armature 7., The switchin turn controls a number of contacts which are operated in accordance with the position occupied by the switch. Thus contact 8 is closed only when the switch occupies its full reverse position and contact 9 is closed only when the switch occupies its full'normal position. Contact 12-12 is closed at all times except when the switch is reversed and contact 121.2 is closed at all times except when the switch is normal. The switch also'controls two contacts 10 and 11 which comprises a pole-changer, the function of which will be described hereinafter.

The motor M is controlled by a polarized relay H; lVhen relay H becomes energized in the reverse direction so that its polar armatures are swung to the right, current flows from battery U, through wires 2G and 27, front contact 28 of relay H, wire 27, reverse contact 29 of relay H, wire 30, back contact 5310f relay E. wire 32, front contact 33 of relay Q, wire 34;, contact 1 2-12 operated by switch 3, field G of motor M, wire 35, reverse contact 86 of relay H, wire 37, armature 7 of motor M, wire 38, reverse contact 39 of relay H, and wire 18 back to battery U When this circuit is closed, current supplied to motor M operates the motor in such direction as to move the'switch 3 towards its'reverse position. When the switch attains its full reverse position. contact 12-12 opens, thereby interrupting the circuit for motor M and preventing the further consumption of energy in the motor windings. If relay H is now energized in the'normal direction, current from battery U flows overwires 26 and 27, front contact 28 of relay H, wires 27 normal contact 29 of relay H, wire 40, back contact 41 of relay E, wire e2, front Contact 43 of relay Q, Wire 44, contact 12-12- oper ated by switch 3, field 6 of motor M, wire, 35, normal contact 39 of relay l-l, wire 88, armature 7 of motor M, wire 37, normal contact 36 of relay H, and common wire 18 back to battery U The motor M is therefore operated to drive the switch. 3 to its normal position. When the switch has attained its full normal position, the opening of contact 1212 interrupts the motor circuit.

Eastbound traffic over the stretch of track shown in the drawing is governed by two signals S and S adjacent the main track and siding respectively. Westbound traflie is governed by two signals S and S located at point C. As shown in the drawing, the signals S are of the two-position semaphore type and signals S d S are mounted upon a single mast, but this particular form and arrangement of signals is not essential. Each signal S is controlled by a signal controlling relay desi "rated by the reference character V with an exponent corresponding to the signal which it controls. Relay V is provided with a circuit from battery U through wires 45, 46 and 47, front contact 48 of relay I-I, wire 50, normal contact 49 of relay H, wire 50, contact 9 operated by switch 3, wire 51, front contact 52 of relay R wire 53, back contact 54: of relay V wire 55, winding of relay V and common wire 18 back to battery U The circuit just traced is provided with a branch from front contact 52 ofrelay R through wire 56, back contact 57 of relay V wire 58, winding of relay V andcommon wire 18 back to batterv U It follows therefore that when relay R is energized, and when relay H is energized in the normal direction, and when s itch 8 occupies its normal position, relays V and V are energized. lVhen relay V is picked up, currentfrom battery U flows over wires 45. 4:6, 68 and 69, front contact 70 of relay P wire 71, front contact 72 of relay V wire 73, operating mechanism of sis ml. 0 and common wire 18 back to battery U ln similar fashion, signal. S is provided with a circuit from battery U through wires 13, 7 7 and 78-, front contact 79 of relay P, wires 80 and 81, front contact 82 of relay V wire 83, operating mechanism of signal S and common wire 18 back to battery U It is apparent therefore that with relays V and P energized, signal S indicates proceed. Furthermore, if relays P and V are energized, signal S will indicate proceed.

If relay H is energized in the reverse direction and switch 3 occupies its reverse position and if relay R isenergized, current from battery U will flow through wires e5, 46 and 47, front contact 48 of relay H, wire 50, re-

verse contact 49 of relay H, wire 59, contact 8 operated by switch 3, wire 60, front contact 61 of relay R wire 6 back contact (33 of relay V wire 64, winding of relay V and common wire 18 back to battery U The circuit ust traced is provided with a branch from front contact 61 of relay R ,over wire 65, back contact 66 of relay V wire 67, winding of relay V and common wire 18 back to battery U Signal S" is provided with a circuit which may betraced from battery U through wires 45, i6, 68 and 74, front contact 7 5 of relay V wire 76, operating mechanism of signal S and common wire 18 to battery U Signal S therefore indicates proceed when relay V is closed, that is, when section 13-6 is unoccupied and when relay H is energized in the reverse direction and switch 3 occupies its reverse position. Signal S is provided with a circuit from battery U through wires 18, 77 and 78, front contact 79 of relay P wires 80 and 84, front contact 85 of relay V wire 86, operating mechanism of signal S and common wire 18 back to battery U nal S therefore indicates proceed when relays P and V are energized, that is when sections B-C and CD are unoccupied and when relay H is energized in the reverse direction and switch 3 occupies its reverse position.

Relay H, which controls the switch 3 and the signals associated therewith, is in turn controlled by a manually operable lever lJ which may be located at a point remote from the switch, as for example in a central despatchers oflice or in an interlocking control cabin. The lever L may be one of a plurality of such levers forming a part of an interlocking machine of the usual and well known form and this lever is capable of assuming a normal position N, a normal indicating position B, a reverse indicating position I) or a reverse position R indicated by the broken lines in the drawing. The lever L controls a plurality of contacts each indicated bv a circle containing letters which indicate the lever positions between which the corresporuling contact is closed. For example, the contacts marked NB are closed when the lever occupies its normal position, its B position, or any position intermediate the two.

Associated with lever L is a locking segment 87 carried by two lugs 87 and 87 which co-operate with a dog 89 controlled by a locking magnet 88. If the lever occupies its normal position the locking magnet 88 must be energized to lift the dog 89 out of en gagement with the lug 87 to permit the lever to be moved away from the normal position. The magnet must also be energized to permit the lever to move past the D-position. In similar manner if the lever occupies its reverse position, the magnet 88 must be energized to permit the lever to move out of its reverse positionand also must be energized to permit the lever to move past its indicating or B-position.

The locking magnet 88 is controlled in part by a polarized indication relay designated by the reference character N. One circuit for relay N may be traced from battery U through wires 26 and 101, contact 10 operated by switch 3, wire 102, winding of relay N, wire 103,'contact 11 operated by switch 3, wire 1041, back contact 105 of relay J, Wire 106, front contact 107 of relay G, and commonwire 18 back to battery U Relay G is normally energized and relay J is normally de-energized, so that under ordinary conditions the circuit just traced is closed and relay N is energized. The direction of the current supplied to the circuit is controlled by the pole-changer contacts 10 and'11, it being apparent from the drawing that current of one polarity will be supplied to relay N when switch 3 occupies its normal position. Current of this polarity I will assume to energize relay N in its normal direction to swing its polar contact 112 to the left. When switch 3 is reversed, however, the polarity of the current supplied to relay N is reversed and its polar contact is then swung to the right.

As shown in the drawing the lever L occupies its normal position and the indication relay N is energized in its normal direction.

Curr'ent from battery U therefore flows through wires 108, 109 and 110, front contact 111 of relay N, normal contact 112 of relay N, wire 113, an NB contact on the lever L, wires 114 and 114,1ocking magnet 88 and wires 100, 180, 1 81, and 182 back to battery U Locking magnet 88 is therefore energized to release the segment 87. The lever L controls the polarity of the current supplied to relay H. Thus when lever L is in its normal position, current flows from battery U through wires 90 and 90, an NB contact on ever L, wire 97, winding of relay T, wire 96, winding of relay H, wire 95., front contact of relay R wire 93, an NB contact on lever L, and wires 181 and 182 back to'battery U Current supplied to the circuit just traced energizes relay H in itsnormal direction and also energizes relay T located adjacent the lever L. It should be noted, however, that this circuit includes a front contact 9 1 of the track relay R for section BC. If this relay becomes de-energized, as by the entrance of a train into section BC, the circuit just traced is interrupted, and relay T then becomes de-energized, whereupon current from battery U flows through wires 108 and 116, back contact 117 of relay T, wire 118, lamp 119, and wires 183,180,181 and 182, back to battery U The lighting of lamp 119 therefore informs the operator in charge of lever L that'the section of track containing the switch 3 is occupied by a train. Under these conditions also, it is impossible to reverse relay H, and relay H re mains in its de-energized condition to prevent operation of switch 3 as long as the section is occupied.

As shown in the drawing, lever L occu pies its normal position, the track is unoccupied, theswitch 3 occupies its normal position, relays'V and V are energized so that signals S and S indicate proceed, and relay N is energized in the normal" direction. If

H is (ls-energized, thereby opening the circuits for relays V and V and restoring the signals S and S to'stop. Furthermore,

when the lever passes the B-position, the cir- Y cuit for magnet 88 is interrupted, due to the opening of the NB contact on: the lever and the lever is arrested at the D-position by engagement of dog 89-with lug87 'VVith the lever in the D-position, however, relay H becomes energized in the reverse direction and the motor M is then operated to move the switch to'its reverse position, as has been described hereinbefore. When the switch has attained. its full reverse position, contact 8 closes, thereby closing the circuits for re lays V and V When these relays pick up,

signals 8* and S are moved to their proceed positions to permit trailic to move through the switch in its reverse pos1tion. The move- ,ment of the switch also reverses contacts 10 and 11 and current is now supplied to relay N to energize this relay in its reverse direction. Since the lever is now in the D-position, current flows from battery U through wires 108, 109 and 110, front contact 111 and reverse contact 112 of relay vN wire 115, an

RD contact on lever L, wire 11 1, winding of magnet 88, andvwires 100, 180, 181 and 182.

back to'battcry U The locking magnet 88 v is therefore energized to lift dog 89 and permitthe lever to be moved to its full-reverse position. s

It should be pointed out that the circuit for the indication relay N includes a front contact 107 of a relay G, which is controlled by the'relays V over a circuit which passes from battery U, through wires13, 77'and 126, back contact 127 of relay V wire 128,

front contact 129 of relay V wire 130, back contact 131 of relay V, wire 132, front contact 133 of relayv wire 134, winding of relay G, and common wire 18 back to battery U This circuit is provided with onebranch which passes from wire 126, through front contact 127 of relay V wire 153, and back contact 129 of relay V to wire 130. The

circuit is also provided with a second branch passing from wire 130, through front contact, 131 of relay V wire 154:, and back cons tact 133 of relay V to wire 134. It follows that if'relays V and V are energized and relays V and V are de-energized, or if relays V and V? are de-energized and relays V and V are energized, relay G will be picked up. That is to say, relay G can be energized .only when the two signals for governing trailic in opposite directions over the switch in a given position are clear. Since relay G- must be energized before relay N can be picked. up, and since the circuit for magnet 88 includes a front contact of relay N, it follows that the lever stroke can not be completed until the signal controlling relays have been energize-d to clear the corresponding signals following a reversal of the switch.

In similar manner, if the operator in charge of lever L wishes to restore the switch to its normal position, he moves the lever L from its reverse position R toward its normal position N. Vhen the lever passes the D- position, the circuit for magnet 88 is broken, and relay H becomes de-energized. The lever is therefore arrested at its B-position, by engagement of the dog 89 with lug 87 Vith the lever in its B-position, however, relay H becomes energized in its normal direction and motor M is then energized to restore the switch 3 to its normal position. The relays V and V were de-energized when relay H became de-energized' and when the switch has attained its full normal position, relays V and V become energized, closing the circuits for signals S and S which thereupon indicate proceed. The relay G therefore picks up and current is supplied to the indication relay N to energize this relay in its normal direction. The circuit first traced for the lock magnet 88 is now completed and the dog 89 is lifted to permit the lever to be restored to its normal position.

Apparatus of the type disclosed is particularly suitable for the control of switches and signals located at a considerable distance from the lever L. Under these conditions, it is frequently desirable to inform the operator in charge of the lever concerning trailic conditions adjacent the switch. I have already described how the relay T and the lamp 119 operate to indicate when the track section BC is occupied. In addition to this information it is desirable to'know when a train is approaching the section containing the switch from either direction. In order to give this information without providing additional line wires between the lever and the switch location, I have arranged the apparatus to periodically open the circuit for relay N to give an approach indication. I accomplish this result by inserting back contact 105 of a slow releasing relay J in series with the indication control circuit over which current is supplied to relay N. The relay J controls a second slow releasing relay K and these relays are arranged to be operated intermittently when a train occupies section AB or C-D. Thus when a train occupies section AB, relay R is de-energized and one terminal of battery U is connected through wires 13 and 14, back contact 136 of relay R and wire 137 with one terminal of each of the relays K and J. Similarly, when section CD is occupied, relay R is de-energized and the mid pointof battery U is connected with wire 137, and hence with one terminal of each of the relays J and K, through wire 19 and back contact 138 of relay R When wire 137 or 137 is connected with battery U or with battery U current flows from this wire, through the winding of relay J, wire 139, back contact 140 of relay K, and common wire 18 back to the battery which is connected with the wire 137 or 137. Relay J therefore picks up, and current flows from wire 137 or 137, through the winding of relay K, front contact 141 of relay {9' to common wire-18. Relay K therefore closes, opening its front contact 140 and de-energizing relay J. This cycle of operationcontinues, relays J and K operating intern'iittently, as long as section AB or C-D occupied. Each time relay J closes it opens contact 105 and hence de-energizes relay N located adjacent the lever L. But relay N controls a lamp 125 so that each time this relay becomes tie-energized, current from battery U flows over wires 108, 109 and 120, back contact 121 of relay N, wire 122, front contact 123 of relay T, wire 124, and lamp 125 back to battery U It will be plain, therefore, that if a train occupies section AB or 0-1), and if section BC is unoccupied and relay T is closed, lamp 125 is periodically lighted to give an approach indication to the operator in charge of the lever L.

Furthermore, it is desirable to control the apparatus in accordance with what is generally known as approach locking for preventing the operation of the switch for a time interval when a train is approaching the switch. As shown in the drawing, when a train occupies section A.B or CD, the circuit for repeater relay Q is open at front contact 15 of relay R or front contact 23 of relay R and under these conditions the circuits previously traced for motor M are open at front contacts 33 and 43 of this relay. If the operatorreverses lever L under these conditions, he cannot actuate the motor M to re verse the switch. The reversal of the lever L under these conditions de-energizes relay H for a brief interval before the relay becomes energized in the opposite direction, and during this brief interval, current from battery U flows over wires 45, 46, 47 and 142, back contact 143 of relay H, wires 144 and 145, back contact 146 of relay Q, wire 147, through relays E and F in parallel, wire 148, front contact 149 of relay R and common wire 18 back to battery U Relay E is a slow-acting relay and requires a considerable interval of time following its energization before its i'ront contacts are closed. Relay F, however,

wires and 150, front contact 151 of relay F,

thence over the and wire 152 to wire 145 and relays F and same circuit as before through E 1n parallel.

de-energized, relays F and E becomes energized during the brief interval that relay H is de energized, and due tothe circuit through front contact 151 of relay F, current is supplied to relay E after relay H again becomes energized in the opposite direction. At the expiration of the time interval required for relay E to closeits front contacts, a circuit is established for the motor M over tact of relayQ, and front contact ofrelay E in parallel with the circuit traced for this motor through front contacts of Q, and back contacts of E. The effect of the approach locking, therefore is to prevent operation of the switch when a train occupies section's A -B and C'D for a time interval following manipulation of the lever L. At the expiration of the time interval required for operation of relay E however, the switch may be operated and the signals will be automatically moved to their proper positions corresponding to the position occupied by the switch.

It will be plain from the foregoing that by means of the circuits herein disclosed, I have provided means for controlling a railway switch and its accompanying signals from a remote point and for accomplishingreturn indication of the condition of the track section including the switch and of the adjacent track sections over only four line wires. 7

The present case contains no claims to the broad combination of time measuring means located adjacent the switch for releasing approach locking of the switch, this combination being disclosed and claimed in a copending application, Serial No. 696A36, filed March 3, 1924:, by Harry E. Brashares for protected switch operating system.

The feature of providing time measuring means adjacent the switch for releasing the approach locking and controlled from the same remote point from which the switch is operated is claimed in a copending application, Serial No. 317,275, filed November 5, 1928, by H. A. Wallace for railway controlling apparatus.

Although I have herein shown and described only one form of railway traffic controlling apparatus embodying my invention, it is understood that various changes and modifications may parting from the spirit and scope of my invention.

Having I claim is:

1. In combination with a railway switch, a

It will be plain. therefore that if the operator operates lever L with relay Q back coni i at times supplying be made therein within the scope of the appended claims without de- 7 thus described my invention, what I manually operable lever, trolled by said lever, a second relay, a slowacting relay, means operating if said lever is operated when a train is approaching the switch to briefly energize said second relay and said slow-acting relay, means controlled by the second relay for subsequently supplying energy to said second relay and said slowacting relay, and a motor controlled by said first relay and by said slow-acting relay for controlling said switch.

2. In combination with a railway traffic governing device, manually operable means located at a point remote from the device for moving the device to one position or another, a polarized relay located at such-remote point, means for supplying said relay with current of'one polarity or the other in accordance with the position of the, device, and means effective under certain conditions of traffic adjacent the device to periodically interrupt the supply of such current to the relay.

a first relay coni 3.In combinationwith a railway traffic governing device, manually operable means located at a point remote from the device for moving the device to one position or another, a polarized relay located at such remote point, a normally closed contact arranged to be periodically opened under cervice, andmeans including said contact -for one polarity or the other in accordance with the position of saiddevice,

4:. In combination with a railway trafiic governing device. manually operable means located at a point remote from the device for moving the device to one position or another, a polarized relay located at such remote polnt,

a circuit for said relay controlledby, said device, means efiective under certain conditions of traffic adjacent said device for continuously opening said circuit, and means eflective under certain other conditions of traflic adjacent the device for periodically opening said circuit. I 1

5. In combination, a railway switch, means for moving said switch to one extreme position or the other, two signals for governin trafiic over said switch in the same direc-' tion, means for selectively operatingsaid signals in accordance with the position of the 1 switch, a polarized relay, and means effective when one and onlyv one of such two signals is operated to supplyisaid relay with ourrent-of one polarity or the otherin accordance with the position of the switch.

6.-In combination witha railway traffic governing device, means controlled from a remote point for operating said device, a first relay located at such remote point, a second relay, means responsive to traffic conditions adjacent the device for at times periodically operating said second relay, and means con- .tain conditions of trafiic adjacent said desaid relay with current of trolled by said second relay for supplying current to said first relay.

7. In combination with a railway trafiicgoverning device, means controlled from a remote point for operating said device, a first relay located at such remote point, a second relay, a third relay, means effective under certain conditions of traflic adjacent said device to supply current to said second relay over a back contact of the third relay, a circuit for said third relay including a front contact of said second relay, and means con trolled by said second relay for supplying current to said first relay.

8. In combination with a railway traffic governing device, a manually operable lever located at a point remote from the device, means controlled by said lever for moving said device to one position or another, a polarized relay located at said remote point, means for normally supplying said relay with current of one polarity or the other according to the position of said device, means respon sive to certain conditions of tratfic adjacent said device to continuously interrupt such supply of current, means responsive to other conditions adjacent such device to periodi cally interrupt such supply of current, and locking means for said lever controlled by said polarized relay.

9. In combination, a first, a second, and a third section of railway track, a switch in said second section, means for operating said switch to one extreme position or the other, a polarized relay located at a point remote from the switch, means for normally supplying said relay with current of one polarity or the other according to the position of said switch, means effective when said second sec tion is occupied by a train to continuosly interrupt the supply of said current, means effective when said first section or said third section is occupied by a train to periodically interrupt the supply of said current, and indication means controlled by said relay.

10. In combination with a section of railway track provided with a switch, a track relay for said section a manually operable lever located at a point remote from the switch, a second relay for controlling the switch, a third relay located at said remote point, means controlled by said lever for supplying current to said second and third relays in series over a front contact of said tracl;

relay, a fourth relay located at said remote pointmeans controlled by said switch for supplying current to said fourth relay, means controlled by traflic conditions adjacent said section for at times such supply of current to the fourth relay, and indication means controlled by said sec- 0nd and fourth relays.

11. In combination with a railway switch, a normally energized polarized relay, means located at a remote point for controllin said periodically interrupting relay, mechanism for operating said switch to one position or the other according as said relay is energized in the normal or reverse direction, locking means operating upon the approach of a train to said switch to prevent operation of said mechanism, and means for releasing said locking means requiring deenergization of said relay.

12. In combination with a railway switch, a normally energized polarized relay, means located at a remote point for controlling said relay, mechanism for operating said switch to one position or the other according as said relay is energized in the normal or reverse direction, locking means operating upon the approach of a train to said switch to prevent operation of said mechanism, time measuring means set into operation by deenergization of said relay, and means controlled by said time measuring means for releasing said looking means.

In testimony whereof I atlix my signature.

ARTHUR R. WHITEHORN.

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