US2060486A - Railway track switch controlling apparatus - Google Patents

Description

Nov. 10, 1936.

E. M. ALLEN Y RAILWAY TRACK SWITCH CONTROLLING APPARATUS Filed Feb. 19, 1935 km Q L F Q as SE3 Kw fiw mm \w Q ER as Q w l.. N am SN E M 1 E M Nb R HIS ATTORNEY Patented Nov. 10, 1936 UNITED STATES PATENT OFFICE RAILWAY TRACK SWITCH CONTROLLING APPARATUS Application February 19, 1935, Serial No. 7,233

13 Claims. (Cl. 246-3) My invention relates to railway track switch controlling apparatus, and more particularly to a means for safeguarding the operation of a remotely controlled power operated switch under conditions where local operation of the switch is required.

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 a diagrammatic view illustrating one form of apparatus embodying my invention.

Referring now to the drawing, the reference character T designates a section of single railway track provided With a track circuit having a track relay designated by the reference character TR. The section T contains a track switch designated by the reference character W. The switch W, as here shown, connects to one end of a passing siding. To the left of and. adjacent section T is a section of single track designated by the reference character RA. The section RA is provided with a track circuit having a track relay designated by the reference character RAR. To the right of and adjacent section T is a section of single track designated by the reference character LA. The section LA is provided with a track circuit having a track relay designated by the reference character LAR. Each of the track circuits for sections RA, T and LA includes a track battery designated by the reference character B.

The switch W may be operated by any suitable remote controlled means such, for example, as a motor M comprising an armature l and a field winding 2. The switch W is also provided with local control means here illustrated as two mechanical levers, H and S, which, when operated in sequence, permits the switch to be operated by hand. As will be pointed out in detail hereinafter, lever S controls apparatus which at times prevents control of the switch by its remote controlled means and at the same time inserts a mechanical medium between the switch and lever H, whereby lever H will operate the switch. In the form here shown diagrammatically, this mechanical medium is a link 3 operated by the manually operable selector lever S. When lever S occupies its normal or left-hand position the link 3 couples the switch W with the motor M. When lever S is moved to its righthand or reverse position, the switch W is disconnected from the motor M and is connected with the lever H which may then be manipulated to operate the switch,

The switch governs three contacts ll, 23 and 24 in accordance with the switch position, by any usual and well-known means. LBVBIS is provided with a contact 4 which is closed if and only if lever S is in its normal position.

The motor M is controlled by means remote from the switch, through the medium of two switch relays NW and RW and apparatus V effective under safe conditions for governing the motor to move the switch to its reverse position when relay RW is energized, and to move the switch to its normal position when relay NW is energized. As here shown, the relays NW and RW are controlled from a remote point by contact 5 of a manually operable switch lever Ll, but these relays may be governed from a remote point by any other suitable means such, for example, as shown in an application by L. V. Lewis, Serial No. 373,675, filed June 25, 1929. Apparatus V may, for example, embody the switch control arrangement shown in said Lewis application.

Signals designated by the reference characters RHA and RHB control eastbound train movements from the single track section over the switch to the main track section or siding, re spectively, and signals designated by the reference characters LHA and LHB control train movements over the switch in the opposite or westbound direction. Signals LHA, LHB, RHA and RHB are controlled by signal control relays designated by the reference characters LAHR, LBHR, RAHR and RBHR, respectively, which in turn are controlled by directional signal relays designated by the reference characters RH and LH. The relays RH and LH are, as here shown, controlled from a remote point by a contact 6 actuated by a manually operable signal lever L2, but may also be controlled in any other suitable manner, such for example as disclosed in the previously mentioned application of Lloyd V. Lewis, Serial No. 373,675, filed June 25, 1929. When any of the signal control relays, such as LAHR, is deenergized, the corresponding signal displays a stop indication, and when such relay is energized, the corresponding signal is caused to display a proceed indication. In order to simplify the drawing, I have omitted the wellknown circuits for the control of the signal lamps or mechanisms by the signal control relays.

The reference characters RMR and LMR designate approach locking relays for eastbound and westbound trafiic, respectively, which, as will be explained more in detail hereinafter, prevent operation of the switch and signals under certain dangerous traific conditions.

Associated with the approach locking relays is a time element relay having a slow pick-up characteristic and designated by the reference character TER. The relay TER has a back contact 33 which is closed only when the relay is in its initial condition and front contacts H and I9 which are closed only when the relay is in its operated condition.

The reference character KR designates a switch indicating relay having a neutral armature which is energized only if the position of the switch is in agreement with the control relay NW or RW, and a polar armature which assumes a normal or reverse position corresponding to the position of the switch.

The reference character WL designates a lock relay which is employed, when the switch is being manually operated, as will hereinafter be explained, for deenergizing the switch control relays NW and RW and for deenergizing the approach locking relays RMR and LMR, as well as for preventing the operation of the time element relay FER.

I wish to point out here that, in order to simplify the drawing, the relay contacts have not in all instances been placed directly under the relay actuating such contacts. I have, however, provided each such contact with a reference character having a suitable distinguishing prefix corresponding to the reference character of the actuating relay.

The approach locking relay RMR is provided with a pick-up circuit which passes from terminal X of a suitable source of current, through back contact 1 of relay RAHR, back contact 8 of relay RBHR, front contact 9 of approach track relay RAR, and relay RMR to terminal 0 of the same source of current. The pick-up circuit also includes back contact ll] of relay TR and front contact H of time element relay TER each of which bridges contact 9 of relay RAR. The approach locking relay RMR is also provided with a stick circuit which includes back contacts I and 8 of relays RAHR and RBI-IR, respectively, as well as front contact l2 of relay WL and front point of contact l3 of relay RMR.

The approach locking relay LMR is provided with a similar pick-up circuit which passes from terminal X through back contact it of relay LAHR, back contact l5 of relay LBHR, front contact l6 of relay LAR, switch indicating contact I1, and relay LMR to terminal 0. The pick-up circuit also includes back contact 18 of relay TR and front contact l9 of relay TER each of which bridges contact l6 of relay LAR and switch in dicating contact ll. The approach locking relay LMR is also provided with a stick circuit which includes contacts M and I5 of relays LAHR and LBHR, respectively, as well as front contact 29 of relay WL and front point of contact 2| of relay LMR.

The time element relay TER is provided with two operating circuits. One circuit includes contact of relay RAHR, contact 8 of relay RBHR, contact I2 of relay WL, back point of contact l3 of relay RMR and front contact 22 of relay LMR. The other operating circuit includes contact M of relay LAHR, contact 15 of relay LBHR, contact 20 of relay WL and back point of contact 2| of relay LMR.

The switch indicating relay KR is provided with a circuit which includes contacts 23 and 24 actuated by and corresponding to the position of the switch, as well as front contact 25 of relay NW and front contact 26 of relay RW. 7

The relay WL is provided with a pick-up circuit which includes contact 4 actuated by lever S, front contact 2'! of relay RMR and front contact 28 of relay LMR, and with a stick circuit which includes contact 4 and front contact 29 of relay WL.

The relays NW and RW, in addition to being controlled by contact 5, are also controlled by front contact 30 of the relay WL.

The apparatus V is provided with a normal operating circuit which includes front contact 3| of relay TR, front contact 32 of relay RMR, front contact 33 of relay LMR and front contact 34 of relay NW, and with a reverse operating circuit which follows the same path as that just described for normal operation except that front contact 35 of relay RW is substituted for front contact 34 of relay NW.

The relay RAHR is provided with a circuit which passes from terminal X through front contact 36 of relay LMR, back point of contact 31 of relay LH, back contact 38 of relay TER, front contact 39 of relay TR, front point of contact 30 of relay RH, front neutral contact M of relay KR, normal point of polar contact 42 of relay KR, front contact 43 of relay LAR, and relay RAHR to terminal 0. The relay RBHR is provided with a circuit which passes from terminal X over the same path as recited for relay RAHR including front neutral contact 4| of relay KR, thence through reverse point of polar contact 42 of relay KR and relay RBHR to terminal 0.

The relay LAHR is provided with a circuit which passes from terminal X through front con tact 44 of relay RMR, front contact 45 of relay RAR, back point of contact 40 of relay RH, front contact 39 of relay TR, back contact 38 of relay TER, front point of contact 31 of relay LH, front point of neutral contact 46 of relay KR, normal contact of polar contact 4'! of relay KR, and relay LAHR to terminal 0. The relay LBHR is provided with a circuit which passes through the same path as recited for relay LAHR except that it includes the reverse instead of the normal point of polar contact 4'! of relay KR.

Having thus described, in general, the arrangement of the various parts of one form of apparatus embodying my invention, I will now explain its operation.

With all of the apparatus in its normal condition, as shown in the drawing, I shall assume that a train, desiring to make a number of switching movements over the switch W, enters section RA. The entrance of the train into section RA releases approach track relay RAR thereby opening a front contact 9 of relay RAR in the pick-up circuit for relay RMR. Relay RMR does not release, however, because its stick circuit is closed through back contact 1 of relay RAHR, back contact 8 of relay RBHR, front contact 12 of relay WL and front point of contact l3 of relay RMR. I shall also assume that the train is brought to a stop at signal RHA; and a trainman proceeds to the switch W and reverses selector lever S to condition the switch for manual operation, since local control of the switch has been found to be more convenient than remote control for switching movements. The manipulation of lever S to its reverse position, as previously described, moves link 3 to disconnect the switch from motor M and to couple the switch with hand throw lever H; and also opens contact 4.

The opening of contact 4 deenergizes relay WL, which relay opens its front contact 30 in the control circuit for relays NW and RW, thereby releasing relay NW. Since relays NW and RW are both deenergized and front contacts 34 and 35 are opened, no current can be supplied to the apparatus V and operation of the switch W by the remote controlled apparatus is prevented. Front contact I2 of relay WL is also now opened and relay RMR is released.

When the relay NW became released, the control circuit for the relay KR became opened at contact 25 of the relay NW, therefore, no signal can be caused to indicate proceed.

Since the switch W cannot now respond to the manipulation of lever LI and no signal can be cleared, the switch W is in a safe condition for manual operation.

It will now be assumed that the switching movements have been completed, that the selector lever has been returned to its normal position, and that the train has entered the section T preparatory to entering section LA. The restoration of lever S to its normal position closes contact 4. When the train entered section T the relay TR released, thereby closing its back contact ID. to establish the pick-up circuit for relay RMR. The energization of relay RMR closes its own front contact 2'! to energize relay WL. The energization of relay WL closes its own front contact 30 to restore relays RW and NW to control by contact 5 of lever LI. Apparatus V, however, cannot be energized because front contact 3| of track relay TR remains open as long as the train occupies section T. The energization of front contact 25 of relay NW reestablishes the control circuit for relay KR so that relay KR is again energized if the contacts 25 and 26 actuated by the switch are in their normal positions. As soon as the train clears section T, front contact 3| of relay TR closes, which restores the control of the apparatus V to relays RW and NW.

The energization of the relay KR and the relay TR causes front contacts II and 46 of the relay KR and front contact 39 of the relay TR each to become closed so that the signal control circuits are again established.

Under remote control operation, the approach locking relays RMR and LMR become deenergized upon the energization of any one of the associated signal control relays. The deenergization of either relay RMR or relay LMR prevents the operation of the switch and also prevents the clearing of the opposing signals. Assuming that signal RHA has been caused to indicate proceed to govern a train occupying section RA, it will be seen that relay RMR will be deenergized and may be again energized, provided signal RHA is caused to indicate stop, by any one of three methods. First, by the clearing of section RA; secondly, by the occupancy of the detector section T, and lastly, by the completed operation of the time element relay TER. If it is desired to release the locking of the switch by the third method, such, for example, as would be necessary when the position of the switch is to be changed before the above mentioned train reaches section T, signal RHA would be placed in the stop condition, which would complete a circuit to initiate the operation of the relay TER. Upon the expiration of a given time interval, which would prevent the possibility of the route being changed immediately in the face of an approaching train, the relay TER will have completed its operation to close contact I2 to establish a pick-up circuit for relay RMR, thereby releasing the locking of the switch. Since, however, one purpose of my invention is to insure, after manual operation of the switch, the restoration of the switch to control by the remote control means, if and only if, either the detector section becomes occupied or the approach section becomes unoccupied, the control circuit for relay TER. is opened by front contact I2 of relay WL, upon conditioning the switch for manual operation, and relay TER is not permitted to operate as long as relay WL remains deenergized.

The apparatus, including relay LMR, operates for a train approaching switch W from section LA, or from the siding, in the same manner as that just described for a train approaching from the opposite direction with the exception that, with the switch reversed, the pick-up circuit for the relay LMR would be opened by switch indicating contact I! instead of by front contact I6 of relay LAR.

While I have shown the approach locking relays to be controlled over one track circuit in approach to the switch and to be released by the occupancy of the detector section, it is understood that these circuits may each include more than one track circuit.

From the foregoing explanation it will be seen that I have provided a simple, reliable and economical means for safeguarding the manual control of power operated railway track switch. When the switch is conditioned for manual operation by the reversal of the lever S, the power is disconnected from the switch actuating mechanism and the signal circuits are interrupted to hold the signals in the stop condition. 'My invention further provides for the restoration of the switch to power operation, after being manually controlled, if and only if the selecting apparatus is returned to its normal condition, and then only if the detector section is occupied and subsequently cleared, or if the detector section is not occupied, when the approach sections are unoccupied. A signal may be displayed for governing trafiic passing over the switch if and only if the switch is under the control of the remote controlled apparatus.

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 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 railway track switch, means including a relay controlled from a point remote from said switch for operating the switch, apparatus for conditioning said switch for local operation, a normally energized switch indicating relay, a signal for governing traffic passing over said switch, means including said switch indicat ing relay for controlling said signal, and means including said first mentioned relay for deenergizing said switch indicating relay to prevent said signal from displaying a proceed indication when said apparatus is actuated to condition said switch for local operation.

2. In combination, a railway track switch in a section of track having a track circuit, a power mechanism for at times operating said switch, a manual device for at other times operating said switch, selecting apparatus having a normal position in which said switch is conditioned for power operation and a reverse position in which said switch is conditioned for manual operation, a normally energized lock relay, means for deenergizing said lock relay upon the operation of said selecting apparatus to its reverse position, means for disconnecting power from said mechanism when said lock relay is deenergized, means for energizing said lock relay when said track circuit is occupied if said selecting apparatus is restored to its normal position, and means for restoring power to said mechanism when said lock relay is energized if said track circuit is unoccupied.

3. In combinatioin, a first section of railway track having a track circuit, an adjacent section of railway track also having a track circuit, a railway track switch in said first section, power apparatus for at times operating said switch, manual apparatus for at other times operating said switch, a selector lever having a normal position in which said switch is conditioned for power operation and a reverse position in which said switch is conditioned for manual operation, a normally energized lock relay, means for deenergizing said lock relay to disconnect power from said switch when said selector lever is operated to its reverse position, an approach locking relay controlled in part by the track circuit of said adjacent section, means for deenergizing said ap proach locking relay if said adjacent section is occupied when said lock relay is deenergized, means for energizing said approach locking relay when said detector section is occupied, means for energizing said lock relay when said approach locking relay is energized if said selector lever is in its normal position, and means for restoring power to said switch when said lock relay is energized if said first section is unoccupied.

4. In combination, a railway track switch, POW-1 er apparatus including a normal switch control relay and a reverse switch control relay for at times operating said switch, manual apparatus for at other times operating said switch, a selector lever having a normal position in which said switch is conditioned for power operation and a reverse position in which said switch is conditioned for manual operation, a contact closed only when said selector lever is in its normal position, and means including said contact for insuring the deenergization of each of said normal and reverse switch control relays to prevent the application of power to said switch while the switch is being manually operated.

5. In combination, a railway track switch, power apparatus including a normal switch control relay and a reverse switch control relay for at times operating said switch, manual apparatus for at other times operating said switch, a selector lever having a normal position in which said switch is conditioned for power operation and a reverse position in which said switch is conditioned for manual operation, a contact closed only when said selector lever is in its normal position, a normally energized lock relay, means including said contact for deenergizing said lock relay to insure the deenergization of each of said normal and reverse switch control relays thereby preventing the application of power to said switch while the switch is being manually operated.

6. In combination, a stretch of railway track including a detector section and an approach section having a track circuit, a switch in said detector section, means controlled from a point remote from said switch for operating the switch, a normally energized approach locking relay eifective when deenergized for locking said switch, a time element relay, means for at times initiating the operation of said time element relay when said approach locking relay is deenergized, means for energizing said approach locking relay to release the locking of said switch when said time element relay completes its operation, apparatus effective when operated to a particular position for conditioning said switch for local operation, means responsive to concurrent operation of said apparatus to such particular position and occupancy of said approach section for deenergizing said approach locking relay, and means effective when said apparatus occupies said particular position to prevent operation of said time element relay notwithstanding the deenergization of said approach locking relay.

1. In combination, a railway track switch, means controlled from a point remote from said switch for operating the switch, a normally energized approach locking relay efiective when deenergized for locking said switch, a time element relay, means for at times initiating the operation of said time element relay when said approach locking relay is deenergized, means for energizing said approach locking relay to release the locking of said switch when said time element relay completes its operation, apparatus for conditioning said switch for local operation, a second locking relay responsive to the operation of said apparatus to condition said switch for local operation and effective for at times deenergizing said approach locking relay without initiating the operation of said time element relay.

8. In combination with a railway track switch, remote controlled means including a pair of switch control relays for at times operating said switch, manual apparatus for at other times operating said switch, a selector lever having one position in which said switch is conditioned for operation by said remote controlled means and another position in which said switch is conditioned for operation by said manual apparatus, a lock relay deenergized when said selector lever is in such other position, and circuits each including a front contact of said lock relay for each of said switch control relays.

9. In combination, a railway track switch, remote controlled means for at times operating said switch, means local to said switch for at other times operating said switch, a selector lever having one position in which said switch is conditioned for operation by said remote controlled means and another position in which said switch is conditioned for operation by said local means, a contact closed only when said selector lever is in such one position, a normally energized approach locking relay, a stick relay effective when deenergized to disable said remote controlled means, and a pick-up and a stick circuit for said stick relay each including said contact, said pickup circuit also including a front contact of said approach locking relay.

10. In combination with a railway track switch, power apparatus for at times operating said switch, manual apparatus for at other times operating said switch, a selector lever having one position in which said switch is conditioned for power operation and another position in which said switch is conditioned for operation by said manual apparatus, a lock relay deenergized when said selector lever is in such other position, a normally energized approach locking relay, a pickup circuit for said approach locking relay, and a stick circuit for said approach locking relay including a front contact of said lock relay.

11. In combination, a railway track switch, a selector lever having a normal position in which saidswitch is conditioned for operation by remote controlled means and a reverse position in which said switch is conditioned for operation by local means, a normally energized approach locking relay, a second look relay effective when deenergized to disable said remote controlled means, means for deenergizing said second relay when said selector lever is moved to its reverse position, means for energizing said second relay when said selector lever is returned to its normal position provided said approach locking relay is energized, a time element relay effective when operated to energize said approach locking relay, and an operating circuit for said time element relay including a front contact of said second rel'ay as well as a back contact of said approach locking relay.

12. In combination, a railway track switch, a normal and a reverse magnet for controlling movements of said switch to normal and reverse positions respectively, a circuit for said normal magnet and a circuit for said reverse magnet, remote controlled means for at times governing said circuits, means local to said switch for at other times governing the switch, apparatus for selecting between said remote controlled means and said local means, a lock relay controlled in part by said selecting apparatus, and a contact of said lock relay included in said circuit for the normal magnet as Well as in said circuit for the reverse magnet.

13. In combination, a first section of railway track, a second section of railway track including a railway traflic governing device, a member for transmitting an operating force to said device, remotely controlled means for at times operating said member, locally controlled means for at other times operating said member, apparatus including said member for selecting between said remotely controlled means and said locally controlled means, a lock relay having a normal position, means for changing the position of said lock relay to prevent operation of said remotely controlled means when said selecting apparatus is operated to permit local operation of the member, and means responsive to traific conditions in both said sections for restoring said lock relay to its normal position to again permit operation of said remotely controlled means provided said selecting apparatus is then in its initial condition.

EARL M. ALLEN.

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