US2049485A - Railway traffic controlling apparatus - Google Patents

Description

E.M.ALLEN Augw 4, 1936 RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed June 25, 1931 N f A M mm. w .R T d M QQRHR b wm fiso i m A? J1 .J N W; T F 5 Q E NH UNITED sTATes PATENT OFFICE RAILWAY Earl M. Allen, Swissv Union Switch Pa., a ccrporat Application June APPARATUS ale, Pa., assignor to The & Signal ion of Pennsylvania 23, 1931, Serial No. 546,237

Company, Swissvalc,

Renewed April 28, 1932 20 Claims.

My invention relates to railway traffic controlling apparatus, and tus of the type involving a railw and signals governing trafiic ove More specifically,

particularly to apparaay track switch r the switch.

my invention relates to the approach locking of a switch, and has for an object the provision of novel and improved approach locking means whereby lease of the track relay for the ing the switch will not result in momentary resection includfalse operation of the approach locking apparatus.

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

The accompanying drawing is view showing one form of appar my invention.

Referring to acters I and l stretch of main railway nected with a siding the drawing, the

a diagrammatic atus embodying reference chardesignate the track rails of a track Y which is con- Z by means of a switch F.

Main track Y is divided by insulated joints 2 into a switch section B-C containing switch F, and two approach sections A-B and C- -l). Each of these sections is provided with a track circuit comprising a track battery 3 connected across the rails adjacent one end of the section and a track relay T, with a distinguishing exponent, connected across other end of the section.

the rails adjacent the Signals designated by the reference characters S and S respectively, over switch F in the eastbound govern traflic movements direction, that is, toward the right as shown in the drawing.

Signal S governs track Y overswitch F in which it is shown in nal S governs traffic trafiic movements along main its normal position in the drawing, whereas sige movements from track Y to siding Z over switch F reversed. As here shown, signals S are of the semaphore type.

Switch F may be operated between normal and reverse positions by any suitable electrically controlled mechanism ing contacts 8 and with switch mechanism E so th E. A pole-changer P havlii is operated in conjunction at when switch F is moved to its normal position, pole-changer P causes electric current to mal direction, from a source no drawing but having be supplied in a nort shown in the terminals :r and o, for energizing a polarized switch indication relay K in the normal direction. When switch F is operated to in the rever pole-changer P causes curse direction for the reverse direction.

E is controlled in a well known manner by a neutral contact 39' and polar contacts 40 and 4| of a polarized switch control relay W. Relay W is, in turn, controlled by pole-changing contacts l8 and 2| of a manually operable switch lever V and also *5 by a front contact IQ of an approach locking relay M, as well as by a front contact 20 of track relay T for switch section B-C.

Signals S and S are controlled by home relays H and H respectively. Relays H and 10 H are controlled by normal and reverse contacts, respectively, of relay K and by a signal relay R as well as by track relay T a back contact 34 of approach locking relay M. and a release relay designated by the reference characl5 ter TEP.

Signal relay R is controlled by track. relay T and by a normally open contact 22 of a manually operable signal lever V Levers V and V may be placed together in 20 some central location such, for example, as a train despatchers office.

Approach locking relay M has four pick-up circuits, the first of which includes front contact i5 of approach track relay T the second 5 of which includes back contact 25 of approach track relay T normal polar contact 26 and front neutral contact 2! of relayK as well as back contact 28 of relay T the third of which includes back contact 24 of release relay TEP, 0 reverse polar contact 26, front neutral contact 21 of relay K as well as back contact 28 of relay T and the fourth of which includes contact H! of a slow pick-up relay TE. Relay M has one stick circuit including its own front contact It. This stick circuit and all four pick-up circuits include back contact I I of relay R and front contact l2 of a signal back lock relay G. Back contact 29 of relay G- completes a shunt path around the winding of relay M, when relay G is deenergized.

Relay G- is controlled by back contacts I and 8 of signal home relays 1-1 and H Slow pick-up relay TE is controlled by a front contact 3!! of relay 'I' in multiple with a reverse polar contact 32 and a neutral front contact 3! of relay K, and by back contact iii of relay M in series with front contact [2 of relay G and back contact ll of relay R. Relay TE is of a type having a checking contact 6 which opens after relay TE has been energized for a given period as, for example, ten to fifteen seconds, and has a second contact 5 which opens after a further period of time. A third contact M of relay TE closes when contact 5 opens.

Release relay TEP is controlled by contacts 5 and 6 of relay TE in series.

As shown in the drawing, all parts are in their normal condition, that is, sections A-B, BC, and 0-D are unoccupied, switch F is in its normal position, signals S and S are indicating stop, and levers V and V are in their normal positions. With switch F in its normal position, relay K is energized by current of normal polarity, causing its polar contacts 25 and 38 to be closed in the normal position and its contact 32 to be open. Relays H and H are deenergized, and hence relay G is energized by a circuit passing from terminal x, through contacts 1 and 8 of relays H and H respectively, and the winding of relay G to terminal 0. With lever V in its normal position, to the left as shown in the drawing, relay W is energized by current of normal polarity by a circuit passing from terminal :0, through contact 2| to the left, winding of relay W, front contact 20 of relay T front contact IQ of approach locking relay M, and contact I 8 of lever V to the left, and thence to terminal 0. Approach locking relay M is energized by its first pick-up circuit passing from terminal :0, through back contact ll of relay R, front contact l2 of relay G, wires l3 and'l3 contact l5 of relay T wire [1, and the winding of relay M 'to terminal 0. The stick circuit for relay M is also closed, following the pick-up circuit just traced as far as wire l3, thence passing through wires l3 and I3 front contact l6 of relay M, and the winding of relay M to terminal 0. With relay M energized, the circuit for relay TE is open at the back point of contact l6 of relay M. With relay TE deenergized, relay TEP is energized by a circuit passing from terminal w, through contacts 5 and 6 of relay TE, and winding of relay TEP to terminal 0.

I will now assume that with all parts of the apparatus thus in their normal condition, the despatcher desires to clear signal S for tralfic to move along track Y. He will therefore move lever V to the left, completing a circuit for energizing relay R passing from terminal :12, through contact 22 of lever V front contact 23 of relay T and the winding of relay R to terminal 0. Relay R, upon becoming energized, opens its back contact H in the pick-up and stick circuits previously traced for relay M, and thus causes relay M to become deenergized. Relay M, upon becoming deenergized, opens, at its contact I9, the circuit previously traced for relay W. Relay W, upon becoming deenergized, permits its contact 39 to open, thereby interrupting the operating circuit for switch mechanism E so as to prevent operation of switch F. With relay R energized and with relay M deenergized, relay H becomes energized by a circuit passing from terminal as, through front contact 33 of relay TEP, back contact 34 of relay M, front contact 35 of relay T front contact 36 of relay R, front contact 31 and polar contact 38 of relay K in its normal position, and winding of relay H to terminal 0. Relay H upon becoming energized, closes its contact 42, thereby completing an operating circuit for signal S which causes the arm of signal S to indicate proceed. The energization of relay H causes its contact 8 to open, thereby breaking the circuit for relay G and causing this relay to become deenergized. Relay G, upon becoming deenergized, permits its back contact 29 to close and thereby complete a shunt around the winding of relay M. This shunt protects against energization of relay M of relay W causes its from any stray current due to crosses or other causes.

An eastbound train, on entering section AB, deenergizes approach track relay T contact 15 of which then opens in one of the pick-up circuits previously traced for relay M, which with relay R energized for clearing signal S and with relay G deenergized on account of relay H being energized, is already open at contacts II and I2 of relays R and G, respectively. The train, upon entering section BC, deenergizes relay T which then, at its contact 23, opens the circuit for relay R. Contact 36 of relay R then opens the circuit for relay H which causes signal S to indicate stop. As the train proceeds further and enters section C-D, deenergizing relay T the second pick-up circuit will be completed for relay M passing from terminal 3:, through back contact I I of relay R, front contact I2 of relay G, back contact 25 of relay T polar contact'26 in the normal position and front neutral contact 21 of relay K, back contact 28 of relay T and the winding of relay M to terminal 0. Relay M, upon becoming energized, will continue energized by its stick circuit if the despatcher returns lever V to its normal position before the train leaves section BC.

I will now assume that after the train has left section CD- and all parts of the apparatus have been again returned to the normal condition, the despatcher again clears signal S for an eastbound train to move along track Y over switch F in its normal position. If then an eastbound train enters section AB and if before the train vpasses signal S the despatcher should desire to reverse switch F, he will return lever V to its normal position and move lever V to the reverse position. Relay M having become deenergized on account of relay R being energized and relay G being deenergized will prevent relay W from at once being energized in the reverse direction. Lever V upon being returned to its normal position, causes relay R to become deenergized and this in turn deenergizes relay H and causes the arm of signal S to return to the stop position. Relay H upon becoming deenergized, completes the circuit for relay G which then closes its front contact l2. With relay R deenergized and relay G energized and with relay M deenergized, a circuit is now closed for energizing slow pick-up relay TE passing from terminal as, through back contact ll of relay R, front contact l2 of relay G, wires [3, l3", and I 3, back point of contact 16 of relay M, front contact 30 of relay T TE to terminal 0. After the lapse of a predetermined period of time, contact I 4 closes and thus completes the fourth pick-up circuit for relay M passing from terminal :r, through back contact ll of relay R, front contact wires l3 and I3 contact M of relay TE, Wire I1, and the winding of relay M to terminal 0. Relay M, upon becoming energized, opens, at the back point of its contact IS, the circuit for relay TE and closes, at the front point of its contact It, its own stick circuit. Relay M, upon becoming energized, completes at its contact IS the reverse energizing circuit for relay W passing from terminal at, through contact l8 of lever V in its reverse position, contact l9 of relay M, contact 20 of relay T ,'winding of relay W, and contact 2| of lever V in its reverse position to terminal 0. The reverse energization contacts 40 and 4| to, become closed in the reverse position for supplying and the winding of relay B2 of relay G,

operating current to thereby causing relay switch mechanism .E in the Mechanism E then moves position, whereupon rereverse direction. switch F to its reverse .lay K becomes energized in the reverse direction on account of theshifting of pole-changer P to its reverse position. The despatcher'will now clear signal S by reversing lever V which then closes its contact 22 and completes the circuit previously traced for relay R. Relay R, upon becoming energized, opens its contact H,

M to again become deenergized. With relay M deenergized, with relay R energized, and with relay K energized in thereverse direction, a circuit is now completed for energizing relay H following the path previously traced for the circuit for relay H as 'far as contact 31 of relay K, and thence passing through polar contact 38 of relay K in its reverse position, and the winding of relay II to terminal 0. Relay H upon becoming energized, completes at its contact 43 the operating circuit for signal S the arm of which then moves to the proceed position.

The train, upon entering section BC,-causes relay I to become deenergized and open the circuit for relay R as previously described. The deenergization of relay It causes its contact 36 to openthe circuit for relay H which then, becoming deenergized, causes the arm of signal S to return to the stop position. With relay I-I now deenergized, relay G again becomes energized by its circuit previously traced. With re lay R deenergized, with relay G energized, and

deenergizing relay TEP.

lay K in its reverse position, of relay K, back contact 28 of relay T and the with relay M deenergized, a second circuit is now completed for relay TE following the path previously traced for the first circuit for relay TE as far as back contact I6 of relay M, and thence passing through front contact 3| verse polar contact 32 of relay K, and the winding of relay TE to terminal o-L Upon "the lapse of a period of time which is shorter than the time required for contact M of relay TE to close, checking contact 6 of relay TE will open, thereby Relay TEP, upon becoming deenergized, permits its back contact 24 to close. The third pick-up circuit for relay M is thereby completed, passing from terminal :0, through back contact H of relay R, front contact i2 of relay G, wires 13, l3 and l'3, back contact 24 of relay TEP, polar contact 26 of refront contact '21 winding of relay M to terminal b. If the despatcher returns lever V to its normal position, thereby preventing the energization of-relayR when the train leaves section BC, relay M will then continue energized by its stick circuit previously traced.

I If, with switch F reversed and with relay M deenergized on account of signal S having'been cleared, relay T had in some way been momentarily deenergized instead of being deenergized by a train entering section BC, relay M could not become energized because there would not be time enough for relay TEP to be deenergized and cause its back contact 24 to close on account of the opening of contact 6 of relay TE before contact 28 of relay T in the third pickup circuit for relay M again opened. If, on the other hand, switch F were in its normal position and relay M were deenergized due to the clearing of signal S, a momentary deenergization of relay T could not cause relay M to become energized by its second pick-up circuit since" it is wellv as if switch F is back contact 29 of relay G, also switch, control means and 7 signal for governing traffic said signal control also necessary :lEor relay T to be deenergized in order tocomplete the secondpick-up circuit.

It follows that apparatus embodying my invention protects against an improper energize.- tion of relay M by a momentary deenergization of switch section relay T if switch F is reversed as normal. Apparatus embodying my invention, by means of the shunt completed around the winding of relay M through protects against false energization of relay M in any manner while eitherrelay R or relay G is deenergized on account of the operation for clearing either signal S or S Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the from the spirit and scope'of my invention.

Having thus described my invention, what I claim is:

1., In combination, a railway track switch, a signal for governing traff c movements over said for :said signal, a stick relay, a slow pick-up relay controlled by a back contact of said stickrelay and having a contact which becomes opened only upon the lapse of a measured period of time after said slow pickup relay becomes energized, a pick-up circuit for said stick relay controlled by said contact of the slow pick-up relay only when said switch is in a given position, a stick circuit for said stick relay controlled by said signal control means, and

meanscontrolled by said stick relay for controlling said switch.

2. In combination, a railway track switch, a movements over said switch, control means for said signal, a stick relay, a slow pick-up relay controlled by a back contact of said stick relay and having a contact which becomes opened only upon thelapse of a measured period of time after said slow pick-up relay becomes energized, a release relay controlled by a circuit which includes said contact of the slow .pick-up relay, a pick-up circuit for said stick relay controlled by a back contact of said release relay, a stick circuit for said stick relay controlled by said signal control means, means controlled by a front contact of said release relay as well as by means for controlling said signakand means controlled by said stick relay for controlling said switch.

3. In combination, a railway track switch, a signal for governing traflic movements over said switch, control means for said signal, a stick relay, a release relay controlled by a back contact of said stick relay, a pick-up circuit for said stick relay controlled by said release relay only when said switch is in a given position, a stick circuit for said stick relay controlled by said signal control means, and means controlled by said stick relay for controlling saidlswitch.

4. In combination, a railway track switch, a signal for governing traific movements overvsaid switch, control meansfor said signal, a stick relay, a release relay controlled by a back contact of said stick relay, a pick-up circuit for said stick relay controlled by a back contact of said switch, control means for said signal, a. stick relay, a slow pick-up relay controlled by a back contact of said stick relay and having a contact which becomes operated a measured period of time after said slow pick-up relay becomes energized and having a second contact which becomes operated after the lapse of a difierent period of time, a first and a second pick-up circuit for said stick relay controlled by said first and second contacts respectively of said slow pickup relay, a stick circuit for said stick relay controlled by said signal control means, and means controlled by said stick relay for controlling said switch.

6. In combination, a railway track switch, a signal for governing trailic movements over said switch, control means for said signal, a stick relay, a slow pick-up relay controlled by a back contact of said stick relay and having a contact which becomes operated a measured period of time after said slow pick-up relay becomes energized and having a second contact which becomes operated after the lapse of a different period of time, a pick-up circuit for said stick relay controlled by said first contact of the slow pick-up relay only when said switch is in one given position, a second pick-up circuit for said stick relay controlled by said second contact of the slow pick-up relay, a stick circuit for said stick relay controlled by said signal control means, and means controlled by said stick relay for controlling said switch.

7. In combination, a railway track switch, a signal for governing trafiic movements over said switch, control means for said signal, an approach locking relay, a pick-up circuit for said relay controlled by traffic adjacent said switch, a stick circuit for said relay controlled by said signal control means, a shunt formed across the winding of said relay when said signal control means is in condition for causing said signal to indicate proceed, and means controlled by said relay for controlling said switch. 7

8. In combination, a section of railway track including a switch, a signal governing traffic movements over said switch, control means for said signal, an approach track section for said signal, a stick relay, a release relay controlled by a back contact of said stick relay, 2. track circuit for each of said sections including a track relay, a pick-up circuit for said stick relay including a back contact of each of said track relays when said switch is in its normal position, a second pick-up circuit for said stick relay including a back contact of said switch section relay and controlled by said release relay when said switch is in the reverse position, a stick circuit for said stick relay controlled by said signal control means, and means controlled by said stick relay for controlling said switch.

9. In combination, a. railway track switch, approach locking means for controlling said switch, a slow pick-up relay having a contact which becomes operated upon the lapse of a measured period of time after said slow pick-up relay becomes energized and having a, second contact which becomes operated after the lapse of a different period of time, means for at timesenergizing said slow pick-up relay when said approach locking means is in condition for preventing operation of said switch, means controlled by said first contact for putting said approach locking means into condition to permit operation of said switch to a given position, and means controlled by said second contact for putting said approach locking means into condition to permit operation of said switch to a second position.

10. In combination, a railway track switch, approachlockingmeans for controlling said switch, a slow pick-up relay having a contact which becomes operated upon the lapse of a measured period of time after said slow pick-up relay becomes energized and having a second contact whichibecomes operated after the lapse of a different period of time, means for at times energizing said slow pick-up relay when said approach locking means is in condition for preventing operation of said switch, means controlled by said first contact for putting said approach locking means into condition to permit a given operation of said switch, and means controlled by said second contact for putting said app-roach locking means into condition to permit a second operation of said switch.

11. In combination, a railway track switch, an approach track section for said switch, a signal adjacent the end of said section nearest said switch for governing trafiic movements over said switch, locking means for at times preventing an operation of said switch while said signal indicates stop if said approach section is occupied, a time element device having a contact which becomes operated upon the lapse of a measured period of time after said time element device becomes energized and having a second contact which becomes operated upon the lapse of a different period of time after said time element device becomes energized, means for at times energizing said time element device if said signal is controlled to indicate stop, said first contact for releasing said locking means to permit a given operation of said switch, and means controlled. by-said second contact for releasing said locking means to permit a difierent operation of said switch. 3 1 F 12. In combination, a section of railway track including a switch, an approach section adjacent said switch section, a signal for governing the movement of trafiic over the switch, locking means for preventing an operation of said switch it the signal is put to stop when said approach section is occupied, a time element device, means for energizing said time element device when the signal is put to stop, means controlled by said time element device for releasing said locking means to permit an operation of said switch upon the lapse of a measured period of time after said time element device becomes energized, and other means controlled by said time element device and operable only when the switch section is occupied for releasing said locking means, said other means becoming effective upon the lapse of a measured period of time after said time element device becomes energized.

13. In combination, a section of railway track including a switch, an approach section adjacent said switch section, a signal for governing the movement of traffic over the switch, locking means for preventing an operation of said switch if the signal is put to stop when said approach section is occupied, a time element device, means for energizing said time element device when the signal is put to stop, means controlled by said time element device releasing said locking means to permit an operation of said switch upon the lapse of a measured period of time after said time element device becomes energized, and other means controlled by said time element device for releasing said locking means to permit an operation, of said switch in one direction only, said means controlled by when the signal is manually put to stop, means controlled by said time element device for releasing the locking means to permit an operation of said switch upon the lapse of a given period of time after said time element device becomes manually energized, means for automatically energizing said time element device to initiate the release of said locking means when the signal is put to stop by a train entering said switch section provided the switch is in a given position only, and means controlled by said, time element device and by the condition of occupancy of said switch section for completing the release of said locking means upon the lapse of a difierent period of time after said time element device becomes automatically energized.

15. In combination, a section of railway track containing a switch, locking means which if deenergized will prevent an operation of said switch, means including a time element device controlled by a train in said section for delaying the energization of said locking means until the lapse of a given interval of time after said train enters said section, manually controllable means for energizing said locking means, and means delaying the energization of said locking means for a difierent given interval of time after said manually controllable means is operated, provided there is a train approaching within a predetermined distance of said section.

16. In combination, a section of railway track containing a switch, locking means which if deenergized will prevent an operation of said switch, and means controlled by a train in said section and by said switch for delaying the energization of said locking means until the lapse of a given interval of time after said train enters said section if said switch occupies one but not the other of its extreme positions.

1'7. In combination, a section of, railway track containing a switch, a signal for governing traffic movements over said switch, a signal relay controlled by a train in said section and also manually controlled for controlling said signal, locking means for controlling said switch, and means controlled by said signal relay and by said switch for causing energization of said locking means upon the lapse of a measured interval of time after a train enters said section if said switch occupies one but not the other of its extreme positions.

18. In combination, a section of railway track containing a switch, a track circuit for said section including a track relay, locking means for controlling said switch, and means controlled by said track relay and by said switch for causing energization of said locking means upon the lapse of a measured interval of time after said track relay becomes deenergized if said switch occupies one but not the other of its extreme positions. V

19. In combination, a section of railway track including a track switch for establishing a traffic route leading to an adjacent main track section or to a siding, depending upon the position of the switch, track circuits for the switch section and the adjacent section each having a track relay, approach locking means for at times preventing the operation of the switch, means for initiating the release of said locking means when a train enters said switch section, means for completing the release of said locking means when the switch position is such as to permit the train to enter said adjacent section comprising a circuit including in series a back contact of the switch section track relay and a back contact of the adjacent section track relay, and means for completing the release of'said locking means when the switch position is such as to permit the train to enter the siding comprising a circuit including in series aback contact of-the switch section track relay and a contact which becomes closed a measured time interval after such release is initiated,

20. In combination, a switch section of railway track containing a switch, an approach track section for said switch, a signal for governing the movement of traific from said approach section to said switch section, an approach locking relay effective when deenergized to prevent operation of the switch, means for energizing said locking relay when the signal is manually put to stop provided said approach section is occupied, a time element device having a contact which is operated upon the lapse of a measured time interval after said time element device becomes energized and having a second contact which is operated upon the lapse of a different period of time after said time element device becomes energized, means controlled by the signal for at times energizing said time element device when the signal is put to stop, means controlled by said first contact for energizing said locking relay, and means controlled by said second contact effective only when the switch is in a given position for energizing said locking relay.

EARL M. ALLEN.

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