US2167027A - Interlocking control apparatus - Google Patents

Description

July 25, 41939.

Ac; H. LAY

INTERLOCKING CONTROL APPARATUS Filed Dec. 5, 1938 R Y NN m m Q mL R n v m HRH M NQ MJMPNNQ mvrNN MM S w 1 p .1 vlm @l @mgm ,m m H NEA C si .wk .u MN L Q w 1N@ .JI wvm u@ @Jim wm AFM@ M ma, www Y @5mm m. im H AN im, wm www vw l I w@ Patented July 25, 1939 UNITED STATES ammi PATENT OFFCE Charles H. Lay, Swissvale, Pa., assignor to The Union Switch & Signal Company, Swissvale,

Pa., a corporation of Pennsylvania Application December 3, 1938, Serial No. 243,874

6 Claims.

My invention relates to interlocking control apparatus for railway track switches and signals in railway switching or interlocking layouts.

One feature of my invention is the provision of novel and impro-ved means for protection against unsafe conditions which might exist when an interlocking system, which is provided with only one source of power, is again supplied with power from that source after a power interruption. Another feature oi my invention is the provision of means for reducing train delays iollowing restoration, of power from the single source.

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

The accompanying drawing is a diagrammatic View showing one form of apparatus embodying my invention.

Referring to the drawing, a portion of a railway interlocking layout is shown comprising two tracks interconnected by means of a crossover with switches 3 and 3a. The lower one oi the two tracks, as shown in the drawing, is divided by means oi insulated joints 5 in rails I and la to form two track sections comprising an approach section designated by the reference character ZRAT, and a detector section designated by the reference character 2T. The upper track, as shown in the drawing, is similarly divided by insulated joints 6 in rails 5 and 5a to form an approach section liLAT and a detector section 4T.

Each track section is provided with a track circuit including a source of current, shown as the secondary winding of a transformer l connected across the rails adjacent one end of the section, and the track winding 8 of a two-element track relay, designated by the reference character R or SR with a distinguishing prefix comprising the reference character for the associated track section, connected across the rails adjacent the other end oi the section. Each of the track relays, as shown, is also provided with a local element 9. The local element 9 of each of the detector section track relays ZTSR and TSR is provided with two pick-up circuits and a stick circuit.

A power-off stick relay, designated by the reierence character POSR, has a pick-up circuit including a front contact of each of the relays ZTSR and QTSR. The power-ofi relay has also a stick circuit controlled by only a front contact of the power-off relay.

Assuming that, as shown in the drawing, the direction from the left-hand end of the interlocking layout toward the right-hand end is eastbound, a signal 2R is shown adjacent the entrance end of section 2T for governing eastbound traic movements into this section. A similar signal 4L isl shown adjacent the entrance end of section 4T for governing westbound trafc movements into section 4T. Each of these signals, as shown in the drawing, is of the color light type comprising a yellow lamp Y, for directing traino movements into the corresponding track section, and a red lamp R indicating stop.

Each of the signals 2R and L is controlled by a signal relay designated by the reference character HR with a pre1-lx corresponding to the reierence character for its signal. Each signal relay I-lR is controlled by a contact of the track relay for the detector section into which its signal directs tranic movements, and by a reverse contact of a manually operable signal lever designated by the reference character V with a preiiX corresponding to the number in the reference character for the associated signal.

As shown in the drawing, each of the signal levers 2V and 4V has a center or normal position N, a reverse position L to the left which can be used for controlling a westbound signal, a normal lock or indication position B to the leit, a reverse position R to the right, and a normal lock or indication position D to the right. In the drawing, however, each of the levers ZV and 4V is shown controlling'a signal for only one direction of trac movement, but could also be used for controlling a signal for the opposite direction of traffic movement.

InA the drawing, four contacts are shown operated by each of the levers 2V and 5V. Adjacent the symbol for each of the contacts of the signal levers V, a reference character is placed to indicate the position or positions of the associated lever at which each of these contacts is closed. For example, the letter N adjacent Contact of lever 2V means that contact 23 is closed when lever ZV'is in its N position only; letter R adjacent contact 28 of lever 2V means that contact 28 is closed only when the lever is in its reverse position R; the letter D adjacent contact 34 of lever 2V means that contact 3d is closed only when lever 2V is in the D position; and the letters NL adjacent contact i3 of lever 2V mean that Contact I3 of lever 2V is closed when lever 2V is in the N position or the L position or at any point between these two positions.

Each of the signal levers 2V and iV can be returned to its N position from either its L or its R position only when an associated electric lock Winding is energized. Each of these electric lock windings is designated by the reference character M withra prefix corresponding Yto that of its lever. Each electric lock winding M controls a locking dog I0 which, in turn, controls movements of a locking segment II which is provided with a lug I'2.

Each' segment II is mechanically connected with its lever V, as indicated in the drawing by a dash line. One manner of connecting each segment I I with its lever V is such thatwhen the associated lever V is moved to the left, the segment II will be moved to the right, or if the lever V is moved to the right, the segment Ii Will be moved to the left. When signal lever 2V or 4V is mo-ved to its reverse position R or L, respectively, the electric lock winding M for the associated lever will be deenergized, and hence the dog I0 controlled by that winding M will rest on the corresponding segment II, and when an attempt is made to return the lever to its N position, dog I0 will engage the corresponding lug I2 when the lever reaches its position D or B, respectively, and will thus prevent complete return of the lever to the Nposition until the associated Winding M is again energized. n

Because, in the drawing, lever 2V is shown controlling only an eastbound signal, its electric lock winding 2M is energized by each of its three control circuits shown only when lever 2V is in its lock position D. Similarly, lever 4V is shown controlling only a west bound signal, and hence its electric lock winding 4M is energized by each of its three control circuits shown only when lever 4V is in its lock position B.

Switches 3 and 3a are operated by mechanismsV 3W and 3AW, respectively. These mechanisms are controlled in multiple by an electrical circuit which includes contacts 23 and 24 of levers 2V and 4V, respectively, and pole changing contacts 22 and 25 of a manually operable switch control lever 3V. Lever 3V, as shown, has only a normal position N to the left, and Va reverse position R to the right, corresponding to the normal and reverse positions, respectively, of switches 3 and 3a.

The primary windings of transformers 1, the local windings 9 of relays ZTSR, I'ITSR, 2RATR and 4LATR, the electric lock windings M of levers 2V and 4V, the signal control relays 2RHR and LHR, power-01T relay POSR, signal lamps Y and R, and switch mechanisms 3W and 3AW are all energized by current from a singleV source of power, not shown in the drawing but having terminals BX and CX. This source may, for example, be some suitableV source of alternating current.

The contacts operated by the various relays and sign-al levers are identified by numbers, each such number having a distinguishing prex from which it is separated by a dash when the contacts are shown apart from the relays by which they are operated. The prefix for each of these contact numbers comprises the reference character for the rel-ay by which it is operated. YFor eX- ample, contact 2RHR-30 in the circuits for electric lock winding 2M is identiiied'by the number 30 separated by a dash from the prex ZRHR. which is'the reference character for relay 2RHR by which this contact is operated.

Having described in general the arrangement and control of the various parts of one form of apparatus embodying my invention, I shall now describe in detail the operation of the apparatus.

' As sho-wn in the drawing, all parts of the apparatus are in the normal condition, that is, the various track sections are unoccupied and hence the track relays R and SR are energized; switch and signal control levers V are in the normal or N position, and hence the normal control circuit for mechanisms 3W and 3AW is closed and track switches 3 and 3a are in the normal position; power-off relay POSR is energized; signal control relays ZRHR and ILI-IR and electric lock windings 2M and 4M are deenergized; and red lamp R of each signal is lighted.

As shown in the drawing, the primary windings of transformers 'I'and the local windings 9 of relays ZRATR and IILATR are constantly connected with terminals BX and CX.

Both a pick-up circuit and the stick circuit are closed for relay ZTSR.V The pick-up .circuit which is closed passes from terminal BX, through contact I3 of lever 2V, and winding 3 of relay ZTSRy to terminal CX. The stick vcircuit passes from terminal BX, through contact I5 of relay ZTSR,

and winding 9 of relay ZTSR to terminal CX.V

of relay 4TsR, and winding s of relay 4'rsR to' terminal CX. The pick-up and stick circuits are also closed for relax/ POSR. The pick-up circuit for this relay passes from termin-al BX, through contacts I9 and 20 of relays ZTSR and 4TSR, respectively, and the winding of Yrelay POSR to terminal CX. The stick circuit Yfor this relay passes from terminal BX, through contact ZI of relay POSR, and the winding of relay POSR to terminal CX.

The normal energizing circuit for mechanisms 3W and 3AW, now closed, passes from terminal BX, through contact 22 of lever 3V closed in the left-hand or N position, contact 23 of lever 2V closed in the N position, mechanisms 3W and 3AW in multiple, contact 24 of lever 4V closed in the N position, and contact 25 of lever 3V closed in the left-hand or N position, to terminal CX.

The circuit by which red lamp R of signal 2R is lighted passes from terminal BX, through the back point of contact 26 of relay ZRHR, and

red lamp R of signal 2R to terminal CX. A similar circuit is closed for red lamp R of signal 4L winding of relay 2RHR to terminal CX. Relay` ZRHR will therefore now open the circuit for red lamp R at the back point of its contact 26 and, at the front point of its contact 26, will close the circuit for lamp Y of signal 2R, passing from terminal BX, through the front point of contact 26', and lamp Y of signal 2R to terminal CX.

If the leverm-an should now desire to return A lever 2V to its normalY position before a train arrives on section ZRAT, he will move lever 2V as far as the D position, thus opening at contact 28 the circuit previously traced for relay ZRHR. With relay 2RHR deenergized, a circuit will now be complete for energizing magnet 2M of lever 2V,

passing from terminal BX, through contacts 2RHR-30 and 2RATR3L contact 34 of lever 2V, and winding 2M to terminal CX. With winding 2M energized, dog Ill will be raised out of engagement with lug l2, permitting the leverman to complete the return of lever 2V to the N position.

I shall now assume that the leverman again clears signal 2R as before, that a train arrives on section ZRAT, and that the leverman then decides to return lever 2V to the normal position. As before, he will return lever 2V as far as the D position, in which dog IS will engage lug I2 and prevent further movement of lever 2V toward the N position. Withy relay ZRATR now deenergized on account of the train occupying section ZRAT, the circuit previously traced fcr magnet 2M will be open at contact 2RATRf-3Ig @The leverman will therefore complete a second circuit by operation ci a time element device 2TE which, upon the lapse of a measured period of time, closes its contact, completing the second circuit, passing from terminal BX, through contact ZEER-3B, contact of time element device contact 34 of lever 2V, and electric lock winding 2M to terminal CX.

I shall next assume that the leverman, as before, clears signal 2R, and that a train then enters section ZRA'I" and passes signal 2R into section 2T. I shall further assume that while the train is in section 2T, the leverman returns lever 2V toward the N position. With the train occupying section 2T, relay ZTSR will now be deenergized, and hence a. third circuit will be completed for winding 2M as soon as the lever reaches the D position, this circuit passing from terminal. BX, through contacts ZRHR-BD, 2TSR-32, and POSR-33, contact 34 of lever 2V, and winding 2M to terminal CX. rIhe movement or lever 2V will therefore be interrupted the D position only long enough for winding 2M to lift dog Hl out oi engagement with lug l2. The leverman can then complete the return of ever 2V tol the N position.

I shall now assume that the leverman clears signal 2R, as before, and that a train again enters section ZRAI, and that while the train occupes section ZRAT the source of power fails, and hence all parts of the apparatus are de energized. I shall further assume that while the power is off, the leverman returns lever 2V as far as the D position. If now the source of power is restored, relays ZRATR, and QLATR will be energized immediately. Relaiy POS'R being now deenergized on account of track relays ZTSR and 4TSR having been deenergized, a second pick-up circuit is completed for winding 9 of relay 2TSR, passing from terminal BX, through contact POSE-I4, and winding 9 of relay TSR to terminal CX. A second pick-up circuit will also be completed for relay ZITSR, passing from terminal BX, through contact Il of relay POSR, and winding 9 of relay TSR to terminal CX. With relays ZTSR and lTSR thus energized, the pick-up circuit previously traced will again be completed for relay POSR, which will then again complete its own stick circuit previously traced. With the train still occupying section 2RAI, the circuit rst traced for winding 2M will bey open at contact ERA'IPf-Sl, and with relay 2TSR. now energized, the third circuit traced for winding 2M will be open at contact HSR-32, and hence the ieverman will again complete the circuit traced through the contact of time element device 2TE.

It follows that, on account of contact POSR33 being included in the third circuit traced for winding 2M, winding 2M will not become energized immediately, when the power source is restored, on account of relay ZTSR being at that time deenergized, and thus causing possibly an unsafe condition.

I shall next assume that the leverman again clears signal 2R', and that a train again enters section ZRAT, and that the source of power also again fails. I shall further assume that the leverman does not change the position of lever 2V, and that the power then again comes on. With lever 2V still .in the R position, the circuit previously traced for relay ZRHR will be closed as soon as relay Z'I'SR becomes energized when the power comes on, causing relay 2RHR, to be energized and signal 2R to be cleared without further delay.

From the foregoing description and the accompanying drawing, it follows that, with apparatus embodying my invention, if the power goes off of an interlocking system for a brief period when a train is occupying the approach section to the rear of a signal, the approach locking means cannot be energized falsely on account of the detector track section relay being deenergized, when the power is restored. Also, with apparatus embodying my invention, if the power fails in an interlocking system while a train occupies an approach section to the rear of a signal while the signal is clear, the signal will again clear as soon as power is restored, without any action by the leverman if he has left the signal lever in the reverse position.

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 plurality of railway tracks divided into a plurality of track sections, a track circuit including a track relay for each of said sections, a plurality of track switches in said sections interconnecting said tracks, locking means when deenergized preventing operation of said switches, a power-off relay, a common source of electrical current for energizing said track circuits and said locking means and also said power-off relay, a pick-up circuit for said poweroi relay controlled by a front contact of each of said track relays, a stick circuit for said power-01T relay for retaining said power-off relay in the picked up condition at all times except when said source of current fails, and means controlled by said power-off relay in the picked up condition and by back contacts of said track relays for at times energizing said locking means.

2. In combination, a stretch of railway track including a track switch, traiiic responsive means, a power-01T relay, locking means which in the deenergized condition prevents operation of said switch, a single source of electrical current for energizing said traiiic responsive means and said power-off relay as well as said locking means, means controlled by traiic conditions on said stretch for energizing said traffic responsive means when said stretch of track is unoccupied lofy and for deenergizing said traffic responsive means whensaid stretch of track becomes occupied,

means controlled by said traiic responsivemeansV inthe energized Acondition for energizing said power-off relay, meansiortheneretaining said 5,E power-off relay in the energized condition until said source of Ycurrent fails, and` means controlled by said fpower-oi relay in the energized condition and by said traffic responsive Ymeans in the Vdeenergized condition vfor;v energizing said Y Vlgilocrking means.

circuit for saidpower-off relay controlledA by a-` 20 front contact Vof said track relay, .a stickv circuit "for Said power-oi'relay controlled only by a front contact ofY said power-ofrelay, anda circuit controlled Aby a'frontcontact of said poweroff relay'and by a back contact of said track '25*relay for energizing said-lockingmeans. r y

4. In combination,a section of railway track includinga switchga two-element track relay comprising a track element Aanda local element,

a track-circuit. for said section including said 30 track element, a power-oir relay, a signal for governing traiiic -movementsY into saidv section, a manual control device having a normal and a reverseY position, locking-means which when deenergized prevents return of said manual control 35,'device to the normal position, a common source for supplying electrical current for energizing said track circuit and the energizing circuits for said power-off relay as well as said locking means,

a iirst and a second pick-up circuit for the local 40, element of said track relay controlled Yby said manual control 4device in the normal position and by a back contact of said power-01T relay respectively, a stick circuit for the local element of said track relay controlled by only a front con- 145 tact of said track relay, a pick-up and a stick circuit for said power-off relay controlled by a front contact of said track relay and by a front contact of said power-off relay respectively, a circuit for energizing saidlocking means controlled by a diront contact of' said power-off Arelay in series with a back .contactof ksaid trackrelay, VmeansY controlled by said manual control device inthe reverse positionfor clearing. said signaLand meansffor operating said switch from one of vits extreme positions tothe other only ifsaid manuallV controldevice. is in the normal position.

- 5. vIn combination, a stretch of railway track,j Va power-off relay, a signal for governing traiiic movements into said stretch, a manual control device having anormal and a reverse position, a track relay controlled by trafc conditions in said stretch and having a rst and a second pick-up circuit controlled by said manual control device in the normal position and by a back contact of said power-off relay respectively,-a stick circuit for said track relaycontrolled by a frontV contact ofy said track relay, aY pick-up circuit for said power-off relay controlled by a fro-nt contact of said track relay, a stick circuit for said poweroff relay controlled by` onlya front contactof said power-Gif relay, a common source for supplying electrical current for energizing the pick-up and stick circuits for said track relay and said power-01T relay, and means controlled by said manual con-trol means in the reverse position and by a front contact of said track relay for clearing relay, a manual-control device having a normal and a reverse position, means controlled by saidV manual control device in the reverse position. for

clearing said signal, locking means'which when it is deenergized prevents return of said manual control device to the normal position, a pick-up and a stick circuit for saidv power-off relaycontrolled by front contacts of said' track relay 'and said power-off relay respectively, a circuit kcontrolled by a front contact yof said power-oirrelay and by a back contact of said track relay forl energizing said locking means, a common source of electrical current for energizing said track circuit and the energizing circuits for said power-off relayV and said locking means, and meansrcontrolled in part by said manual control device in.

the normal position for operating said switch between its extreme positions. k

Y lCHARLES H. LAY.

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