US2293926A

US2293926A - Wallace

Info

Publication number: US2293926A
Authority: US
Publication date: 1942-08-25
Anticipated expiration: 1959-08-25

Description

, A118 25, 1942. H. A. WALLACE RAILWY TRAFFIC CONTROLLING APPARATUS Filed Aug. 24, 1940 lvENToR Herbal y HLS' ATTORNEY Patented Aug. 25, 1942 :at .erica i RAILHWAY. TRAFFIC CONTROLLING APPARATUS' Application August-24', 1940, Serial No. 354,069'

21Glairns.:

My invention relates to railway traiiicxcontrolling apparatus, and particularly, to; such apparatusifor.' the, control off tralic movements.

along:fintersectingitracks;

More.y specifically.; my invention; relates'Y to railway,l traino-controlling apparatus forintersecting tracksf'onezofiwhich constitutes ai, relatvelyginferior.lineon Whichralltrains; are requiredcto stop-before: proceeding over the intersection; and the. other of-'which constitutes a main-ormoreimportant linegony which it'jisydesired that lasfew 1' trains as possible shall be Vrequiredrftostopf at` the intersection.=

A i few -features of 'my invention are the provision of two derails for the inferiorflinegvone on each side of the intersection, eachl of'rwhich is biased towards the derailing position by some suitable means'such, forexample,` as aspring,

but each operableagainstthe'force exertedY by the biasing means to the non-derailing position by a ltrain receding. fromA the intersection; Vthe provision of means-such1for example; as a lever forat times manually operatingeach derailto the non-derailing position; against the force exerted by the biasing 'means; and the provision of locking means responsive tortraiic movements ony the more `important track-for preventing op-k eration of the manual ymeans it-a, train on the more important trackoccupies4 a given approach section oneither sideof the intersection while approaching the intersection orifit occupies a given detectorV section at'theV intersection, but for releasing the manual means while the train occupies the approach section, onzthe opposite side ofthe intersection whilejreceding'irom the intersection Aafter leaving thez, detector section.

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

In theaccompanying1draWing,Fig Vl isa diagrammatic View showing one form-of-apparatus embodying my invention; and.-Fi`g. 2 is-a` diagrammatic view-showing'more in detail-aportion-of the apparatus shown in-Fig-.l l'.

Similar reference characters refer to similar parts in each of the views.

ReferringV first toV Fig. l, a main track A is shown intersected-by an inferior track X; Main track A is divided by insulated joints 5- into a detector section 2T extending through the intersection, and approach sections IT and 3T adjacent opposite ends of the. detector section. The section 4T is divided from adjacent portions of track X b-y otlier'insulated ijoints ,5.V The intersection are connected; together. by conduc-4 torspz'I and;8,xand-y theportions of'section 4T on opposite sides of the intersection are( connected to each otherby conductors 9 and `IiL Each track section is` provided witha; track- I circuit includingfasuitable source of` current such as. a battery 6 connectedacross theirails. adjacentrone-,end of the section, ,and a: track relay designatedv by thereference; character; R preceded bythe `reference-characterfor the associated' section connected, acrossv the, rails adjacentthe oppositeend of thesection.

A signalY ISgovernstraic: movements on track As. over the; intersection from left tot; right as. shown inzthe. drawing; Which Vlislfiall'assume-` is the; eastbound' direction. Aw secondsignal .s 2S governs trailicmovements f on track'. A; over 5 the. intersection in; theopposite orzvwestboundzfdirecf tion.

Track XV is equipped-,With two derailsffIDcand 2D;shown as of theasplitepointtypw one'r'omeach side of the, intersection;` Thesederails arebiased towards the derailing position-in which they are` shown; by suitableivmeans 1F. and ZF; respectively, such; forl example, asi ay spring, but eaclrisV operable; againstthe biasing means3to a'jnonderailing position-. by a; train trailing through it` after; passingfover the intersection.

DeraillD -isalso operable,manually` by a lever i V against the biasing means to-the non-@derailing position through-mechanical connections I I,- I2 and I3. Derail 2D is similarlyjoperable manually by a; lever 2V .to :theinon-derailingposition againstfthe biasing'means. Eachpf` the levers IV andEiVhas a normal'postion nfin Which-:it isshowniin rthe dra-Wing, anda-reverse position Vr.

Fixed indicating devices 3Sfand lSfare shown adjacentiopposite` endsY of 'section 4T 'and adjacent` derails: ID and 2D, respectively, to show to the enginementhe locationof'these derails and track section 4T.

Manual operation of flever, IV is` controlled by an electriclockmagnet IEwhich, whendeenergized; drops a lockingrdog I'into aznotch in the bar I 2,' thereby preventing operation of derailgID joy levery IV. Magnet IE, upon lbecoming energized; lifts" dog If out of thev notch in bar" I2', thereby, permitting operation of derail ID-to the non-derailing position` by lever'lIV. The operation of derail 2D by lever 2V is similarlyv` controlled by an .electric lock magnet 2E.1

Lock magnets IE;;and,2E are controlled-by track:r elays; ITR; 2TR andBTR and by directional stick relaysES iand `WS,xso; that a portion portions of'section 2T on opposite sides of the 55 of the energizing circuits for, magnet IE, for;

example, will be open while an eastbound train occupies sections IT and 2T, but a branch path will be closed for energizing magnet IE while the eastbound train occupies section 3T after leaving section 2T. Push button circuit controllers IP and 2P which are biased in a suitable manner to the open position in which they are shown, but which are manually operable to the closed position, are used in the energizing circuits for magnets IE and 2E, respectively, in order to keep the circuits for these magnets normally open and thereby save current.

Stick relay ES is controlled by an eastbound train to become energized when the train enters section IT, and to remain energized while the train occupies

sections

2T and 3T. Relay WS is similiarly controlled by westbound trains.

Referring now to Fig. 2, one form of mechanical connections which can be used between lever IV and derail ID, and one form of the biasing means IF are shown in detail. As here shown, bar I2 has a slot 29 in which a pin or roller 28 is freely movable from one end to the other. When derail ID is operated to the non-derailing position by a train, pin 28 is moved to the lefthand end of slot 29, by mechanical connection I3, without moving bar I2. When derail ID is operated by lever IV, bar I2 bears against pin 28 at the right-hand end of slot 29, forcing derail ID to the non-derailing position through connection I3, and thereby compressing a spring 30, one end of which is attached to derail ID and the other end of which is attached to a fixed block 3l. When lever IV is returned to the n position, derail ID will be returnd to the derailing position by spring 30. 'I'he mechanical connections between lever 2V and derail 2D, and the biasing means 2F can also be as shown in Fig. 2.

Having described, in general, the arrangement and control of the apparatus shown in the accompanying drawing, I shall now describe in detail its operation.

As shown in the drawing, all parts are in the normal condition, that is, all track relays are energized; relays ES and WS are deenergized; levers IV and 2V are in the normal or n position; lock magnets IE and 2E are deenergized because their circuits are open at push button circuit controller contacts IP and 2P; derails ID and 2D are in the derailing position; and signals IS and 2S are indicating proceed.

Signals IS and 2S are retained in their proceed positions by means controlled by circuits passing from terminal B of a suitable source of current, through contact I5 operated in conjunction with derail 2D, Contact I6 operated in conjunction with derail ID, contact I 'I of track relay 4TR, and thence through the mechanisms of signals IS and 2S in multiple to terminal C of the same source of current.

I shall assume that an eastbound train enters section IT, thereby deenergizing relay ITR. Contact 24 of relay ITR then opens a portion of the circuits for magnets IE and 2E. Relay ITR, upon becoming deenergized, completes a pickup circuit for relay ES passing from terminal B, through contact I8 of relay ITR, winding of relay ES, and contact 22 of relay WS to terminal C. When the train enters section 2T, a stick circuit is completed for relay ES passing from terminal B, through contact I9 of relay ZTR, contact 2| of relay ES, winding of relay ES, and contact 22 of relay WS to terminal C. When .the train proceeds further and enters section 3T, a second stick circuit is completed for relay ES, which is the same as the rst stick circuit except including contact 20 of relay 3TR instead of contact I9 of relay 2TR.

I shall now assume that a southbound train on track X arrives at the fixed indicating device 3S. The train will stop, and a trainman will depress push button IP. If there is no train on track A, a circuit will be completed for energizing magnet IE passing from terminal B, through contact 23 of relay 2TR, contact 24 of relay ITR, contact 21 of relay 3TR, push button circuit controller IP, and the winding of magnet IE to terminal C. Magnet IE, upon becoming energized, will lift dog I4 out of the notch in bar I2, and the trainman will then move lever IV to its r position, thereby closing derail ID against its biasing means. Movement of derail ID away from its normal position opens contact I6, thereby causing signals IS and 2S to indicate stop.

The southbound train will then proceed over derail ID in the closed or non-derailing position. The southbound train, upon entering section 4T, deenergizes relay 4TR, which causes the circuits for signals IS and 2S to also be opened at contact I'I of this relay. After the train passes derail ID, a trainman will return lever IV to the n position. It will not be necessary for the train to stop at derail 2D because the train, upon trailing through this derail while receding from the intersection, will operate it to the non-detailing position. After the train passes over derail 2D, the biasing means will return this derail to its derailing position.

I shall next assume that a second southbound train on track X arrives at the xed indicating device 3S, and that a trainman again closes push button circuit controller IP. I shall further assume that an eastbound train on track A already occupies section IT, causing the circuits for magnets IE and 2E to be opened at contact 24 of relay ITR. When the eastbound train enters section 2T, the circuits for energizing magnets IE and 2E will also be opened at contact 23 of relay ZTR. When this train leaves section 2T, a second circuit for energizing magnets IE and 2E will become closed if a trainman depresses push button IP, this circuit passing from terminal B, through contact 23 of relay 2TH, contact 24 of relay I'I'R, contact 28 of relay ES, circuit controller IP, and the winding of magnet IE to terminal C.

I have described the operation of the apparatus for typical eastbound and southbound train movements. It is believed that, in view of this description, the operation of the apparatus for westbound and northbound traic movements, or for any other possible traic movements, will be readily understood by reference to the accompanying drawing.

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. Railway traic controlling apparatus for governing traic movements over an intersection of two tracks one of which includes a detector section in which the intersection is located and also includes two approach sections one at each end of said detector section, comprising in combination, two derails for the other of said tracks one on each side of the intersection and each provided with biasing means for forcing the corresponding derail toward the derailing position but each operable against its biasing means to the non-derailing position by a train receding from the intersection, manual means for also operating said derails to the non-derailing position, two stick relays one for each direction of trac movements over said one track, means responsive to a train approaching the intersection in either direction in the corresponding approach section for energizing the stick relay for that direction if the other stick relay is deenergized and for retaining the stick relay for that direction energized while said train occupies the detector section and while the train recedes from the intersection in the other approach section, and locking means responsive to a train moving in either direction on said one track for preventing operation of said manual means while said train is approaching said intersection in the corresponding approach section or oc-cupies said detector section and controlled by the corresponding stick relay for releasing said manual means while said train is receding from said intersection in the other of said approach sections after leaving said detector section.

2. Railway trac controlling apparatus for governing traiic movements over a point at which two tracks meet, one of said tracks including a detector section in which the meeting point of the two tracks is located and also including two approach sections one at each end of said detector section, comprising in combination, a derail for the other of said tracks provided with biasing means for forcing the derail toward the derailing position but operable against the biasing means to the non-derailing position by a train receding from the meeting point over said derail, manual means for also operating said derail to the nonderailing position, two stick relays one for each direction of traic movements over said one track, means responsive to a train approaching the meeting point in either direction the corresponding approach section for energizing the stick relay for that direction if the other stick relay is deenergized and for retaining the stick relay for that direction energized while said train occupies the detector section and While the train recedes from the meeting point in the other approach section, and locking means responsive to a train moving over said one track for preventing operation of said derail by said manual means while said train on said one track is approaching said meeting point in the corresponding approach section or occupies said detector section but controlled by said stick relays for releasing said derail for manual operation while a train is receding in the other approach section from said meeting point after leaving said detector section.

HERBERT A. WALLACE.