US2545841A - Antistorage control apparatus for railway track switches - Google Patents

Description

March 20, 1951 T. CARLSON 2,545,841

ANTISTORAGE CONTROL APPARATUS FOR RAILWAY TRACK swrrcmas Filed Jan. 11, 1950 IN V EN TOR.

T1100 01 Uarlsozz HIS A T TOHNE Y Patented Mar. 20, 1951 .ANTISTORAGE *GONTROL APPARATUS FOR RAILWAY TRACK SWITCHES Theodore L. Carlson, Richmond, Va, assignor to TheUnion Switchand Signal Company, Swissvale,.'Pa., .-a corporation of Pennsylvania Application January 11, 1950, Serial No. 137,996

My invention relates to anti-storage control apparatus for railway trackswitches'. More particularly, my invention relates to an arrangement for effecting operation of a railway trackswitch only if apparatus responsive to tra'fiic conditions adjacent the switch is energized at the time that manual control apparatus is conditioned for effecting operation. of the'switch,

In control apparatus for railway track switches and signals embodying control levers whichare mechanically interlocked, each switch control lever is, according to well-known practice, commonly equipped with an electric lock which can be energized for releasing the associated switch lever only if a switch locking relay which is responsive to tramc conditions adjacent an as-' sociated switch is energized. It follows that such av switch control lever can'ibe moved from either of its control'posi'tions to the other only at such times' as the associated switch locking relay is energized.

On the other hand, in control apparatus for railway track switches and signals in which the control levers arev not. interlocked but are free to be moved at any time, the switch control. leverscan be moved while the associated switch. looking relays aredeenergized. The 'circui'ts'for ofpcrating the, track switches, however, cannot become energized for efiecting movement. of the switches until the associatedswitchlocking relays become energized;

=pos1t1on 'Wlll still not become closed when the switch. locking relay subsequently becomes, ener-' 9 Claims. (Cl. 246 -219) It has been found, though,v that under some" conditions, there may be a momentary loss of shunt of a track circuit, so that an'associated track relay may momentarily close itsfront con-' tacts'and efiect energization of an associated switch locking relay while the 'associated track section is occupied. If the switch control arrangement were such thatthe switch control could be stored, that is, if it were such that a switch operating circuit could become closed during a loss of shunt period which would effect movement of a switch because-of previous movement of a switch control lever during occupancy of a track section, there would be a dangerous condition.

An object of my invention, therefore, for protecting against such dangerous operation of a railway track switch, due to a momentary loss of shunt, is to provide a switch control'arrangement such that the switch control cannot be stored.

A feature of my invention for attaining this object is the provision of an arrangement embodying an electrical control-device, shown inthe accompanying drawing as an energy storing device such, for example, asa capacitor D, which becomes energized, while a switch control lever is being moved from one of its extreme or switch controlling positions; to the other, only if an associated switch locking relay is energized. Upon further movement of the switch control lever 'to' a switch controlling position, a switch control re-. lay becomes energized; for effecting corresponding operation of an associated switch in response to the capacitor in, its energized'or' charged condition, only if the associated switchlocking re.- lay is still energized.

With apparatus embodying my invention, if, while a given switch locking relay is deenergized', an associated-switch control lever is moved from either of its extreme positions 'to the other, the associated switch operating; "circuit cannot become'closed for eiiecting a corresponding movement of an associated switch.v If the switch control lever is then left in the position to which it was'moved while. the associated switch looking relay was deenergized, the switch operating circuit for moving the. switch to a corresponding gized either due to a loss of shunt of the track section or due to the track section having become vacated. With apparatus embodying my 'invention,a switch operating circuit can become closed only if the associated switch control lever is moved to a corresponding position while the associated switch locking .relay' is energized.

I shall describe one form of apparatus. em bodying my invention, and shall then point. out

the novel features thereof in claims.

The accompanying drawing is a diagrammatic view showing one iorm of apparatus embodying my invention, in which a capacitor becomes charged, while a. switch control lever is being moved from one of its control positions to the other, only if an associated switch locking relay is energized. If the capacitor has become charged a. switch control relay becomes operated by energy discharging from the capacitor for closing a corresponding switch operating circuit when the associated control lever reaches the associated control position.

Similar reference characters refer to similar partsin the drawing.

Referringfurther to the drawing, two railway tracksare shown interconnected by a crossover track, at oneend of which is a track switch designated by the reference character AW, and atthe other end of which is a track switch designated by the reference character BW.

The rails l and la of one of the tracks are divided by insulated joints 3 to form a track section, designated by th reference character AT, in which switch AW is located, and the rails 2 and 2a of the other track are .divided by insulated joints 3 to form a track section, designated by the reference character ET, in which switch BW is located. Each of these track sections is provided with a track circuit including a suitable source of current, such as a battery 4, connected across the rails adjacent one end of the section, and a track relay, designated by the reference character R, preceded by the reference character AT or ET for the associated track section, connected across the rails adjacent the opposite end of the section.

A switch locking relay, designated by the reference character WLR, is controlled by a circuit whichincludes front contacts 5 and 6 of relays ATR and BTR, respectively, and which may also include contacts of other relays not shown in the drawing. Since track relays ATR. and BTR are responsive to trafiic conditions on the railway tracks adjacent switches AW and BW, it is well known that relay WLR, which is controlled by relays ATR and BTR, is also responsive to traf fic conditions on the railway tracks adjacent switches AW and BW.

Switches AW and BW are provided with mechanisms designated by the reference characters AM and BM, respectively, by which the switches may be moved or operated, from the normal extreme position in which they are shown in the drawing, to the opposite or reverse extreme position. The switch mechanisms may be of any suitable design such, for example, as the wellknown electro-pneumatic type or the electric motor type.

Movement of switches AW and BW between their extreme positions by mechanisms AM and BM, respectively, is controlled or effected by a switch control relay, designated by the reference character WSR, shown in the drawing as of the polar stick type having a normal control winding 9 and a reverse control winding l2. A contact M of relay WSR becomes closed in the normal position, in which it is shown in the drawing, in response to energization of normal control winding 9 of relay WSR, and remains closed in that position until the reverse control winding H! of relay WSR. becomes energized. When the reverse control winding [2 of relay WSR becomes energized, contact M of relay WSR becomes closed in the reverse position, which is shown in the drawing by a dotted line. When both windings of relay WSR are deenergized, contact I4 of relay WSR. will remain closed in the position to which it was last previously operated.

A manually operable switch control device shown -as a lever, designated by the reference character WV, has normal and reverse positions designated by the reference characters n and 1', respectively, and has also the positions a and 6 between the n and 1' positions. Contacts operated by lever WV are represented on the drawing by circles. These contacts are closed when the lever WV is moved to the position designated by the letters shown in the corresponding circles. Contacts I9 and [3 of lever WV, the circular representations of which enclose the letters n and r, are accordingly closed when lever WV is in its n or r position, respectively. Contact II of lever WV is closed when lever WV is in the a position 4 or the e position or at any point between these two positions.

An electrical control device which may be of the energy storing type such, for example, as a capacitor D, shown in the drawing, becomes energized by a circuit including contact ll of lever WV and the front point of contact 1 of relay The normal and reverse control windings 9 and I2, respectively, of relay WSR, are controlled by circuits which include contacts l0 and 83, respectively, of lever WV, and contacts I and 8 of relay WLR. These circuits are energized by the discharge of energy stored in capacitor D.

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

As shown in the drawing, all parts of the apparatus are in the normal position, that is, track sections AT and BT are unoccupied, and therefore track relays ATR and BTR, respectively, are energized; each of the switches AW and BW is in its normal position; relay WLR is energized; lever WV is in its normal or n position; relay WSR is deenergized; capacitor D is in its deenergized or discharged condition; and contact [4 of relay WSR is closed in the normal position to the left, as shown in the drawing, although relay WSR is deenergized.

The circuit by which relay WLR is energized passes from terminal B of a suitable source of current such, for example, as a battery Q, shown in the drawing, through contacts 5 and 6 of relays ATR and BTR, respectively, and the wind-- ing of relay WLR to terminal N of the same source of current.

The circuit for energizing the normal control winding 9 of relay WSR is closed, this circuit 1 passing from capacitor D, through the front point of contact I of relay WLR, contact 8 of relay WLR, winding 9 of relay WSR, and contact H] of lever WV, back to capacitor D. Capacitor D is, however, in its deenergized or discharged condition, and, therefore, control winding 9 of relay WSR is not now energized by the circuit just traced.

I shall assume that, with apparatus arranged as shown in the drawing, a leverman decides to reverse switch AW and BW for a traffic movement over the crossover track. He will, therefore, move lever WV from the 11. position to the 1' position.

Contact ll of lever WV will be closed while lever WV is being moved from the position a to the position e between positions n and 1', so that capacitor D will be energized by a circuit passing from terminal B, through the front point of contact I of relay WLR, capacitor D, and contact H of lever WV to terminal N. Capacitor D, therefore, becomes charged by energy supplied to the circuit just traced from battery Q. The circuit for energizing capacitor D becomes opened when lever WV passes beyond position c.

When lever WV reaches its r position, a circuit becomes completed for energizing reverse control winding [2 of relay WSR by the discharge of energy which has been stored in capacitor D,

this circuit passing from capacitor D, through. the front point of contact I of relay WLR, contact 8 of relay WLR, winding I2 of relay WSR, and contact l3 of lever WV, back to capacitor D. Contact M of relay WSR is therefore moved to its reverse position, and remains closed in that position after capacitor D has been deenergized by being discharged.

Reverse operating circuits :are'therefo're closed for-mechanisms AM and BM, passing fromterminal B, through contact l4- of relay WSR closed in thereverse position, and mechanisms AM and BM in multiple with each other, to terminal N. Switches AW and BW are therefore moved to their reverse position.

I shall next assume that the leverman decides to return switches AW and BW to their normal position, He will therefore return lever WVtoward-the ;n position. Capacitor D nowbecomes energized or charged again by energy supplied to the circuit previously traced; through Contact! l of lever WV, by battery-Q.

When lever WV reaches the n position, the circuit previously traced through contact ll] of lever WV is completed for energizing the normal control winding 9 of relay WSR. by the discharge of energy which has been stored in capacitor D. Contact M of relay WSR is therefore now moved to its normal position, and remains closed in that position after capacitor D has been deenergized by being discharged.

Normal operating circuits are therefore now closed for mechanisms AM and BM passing. from terminalB, through contact 14 of relay WSR closed in the normal-position, and the mechanisms AM and BM in multiple with each. other, to terminal N.- 1Switches AW and BW are there-- fore now returned to their normal position.

I shall now assume that, with all parts of the apparatus again in the normal condition, a car or short train enters; section BT, and that while section ET is thus occupied, the 'leverman moves lever W V to the r position.

. On account of section BT being occupied, re

lay BTR will be deenergized and, in turn, relay WLR will be deenergized because contact 6 of relay Bfi-R is open. With relay WLR deenergized, contact I of the relay will be opened at its front point, and therefore the circuit previously traced for energizing capacitor D will not become closed. Furthermore, contact 1 of relay WLR will now be closed at its back point, so that any charge which there might have been. in capacitor D will be dissipated through this back contact point and insure that capacitor D will be completely discharged.

If, while section ET is occupied, there should be a momentary lossof track shunt, so that relay BTR would close its contact 5, causing relay WLR-to in turn also become energized for a brief P d. t me. h?.. flli p v ou c d r energizing reverse control winding l2 of relay WSR would become closed. On account of capacitor D not being charged, however, winding E2 of relay WSR would not become energized by this circuit and, therefore, contact M of relay WSR would remain closed in the normal position shown in the drawing.

It follows that, with my invention, there is no storage of control for the switch control relay WSR, so that operation of switch control lever WV while the trafiic responsive switch locking relay WLR is deenergized will not cause relay WSR to become energized if relay WLR should subsequently become energized through a momentary loss of track shunt. Ilf switches AW and BW could be operated due to a momentary loss of track shunt of section BT while this section is occupied, a car or train might be wrecked or at least derailed due to the switches being thrown under the car or train.

In order to eiiect operation of switches AW and BW to the reverse position after section BT becomes vacated, it is necessary for the leverparting from the spirit 6. manffirst totniove lever WVtouan. intermediate position. for closing contact. ll' of lever WV in the circuit for energizing capacitor D, and then return lever. WV to the 2 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 withoutxdeand scope of my invention. Having thus described myinvention, what I claim is: f

1 Anti-storage control apparatusfor a. rail- T way track switch comprising, in combination, .a

switch locking relay which is normally energized but which at times becomes deenergized in re-.

sponse to trafilc conditionson the associated railway track adjacent said switch, a switch control lever having normal and reverse positionsa polar stick switch control relay, a capacitor, means but which at times becomes deenergized in response to trailic conditions on the associated railway track adjacent said switch, a switch controlv lever having normal and reverse positions, a polar stick switch control relay, a capacitor, means controlled by said lever when between its said normal and reverse positions for charging said capacitor if said switch locking relay is energized, and means controlled by said lever'in its normal and reverse positions for energizing said polar stick relay by current from said capacitor if said switch locking relay is energized for controlling movement of said switch to normal and reverse positions respectively.

3. Anti-storage control apparatus for a rail way track switch comprising, in combination, a switch lockin relay which is normally energized but which at times becomes deenergized in response to trafiic conditions on the associated railway track' adjacent said switch, a switch control lever havin normal andreverse positions, a polar stick switch control relay, a capacitor, means controlled by said lever when between its said normal and reverse positions for charging said capacitor if said switch locking relay is energized, means controlled by said lever in its normal and reverse positions for energizing said polar stick relay by current from said capacitor for controlling movement of said switch to normal and reverse positions respectively, and means controlled by said switch locking relay when deenergized for discharging said capacitor.

4. Control apparatus for a railway track switch comprising, in combination, a manually movable switch control device, a switch locking relay which is normally energized but which at times becomes deenergized in response to trafiic conditions on the associated railway track adjacent said switch, an energy storing device, means controlled by operation of said manually movable control device for charging said energy storing device only while said switch locking relay is energized, and means energized by said energy storing device controlled by further operation of said manually movable control device while said switch locking relay is energized for effecting corresponding movement of said railway track switch.

5. Control apparatus for a railway track switch comprising, in combination, a manually movable switch control device, a switch locking relay which is normally energized but which at times becomes deenergized in response to traflic conditions on the associated railway track adjacent said switch, an energy storing device, means controlled by operation of said manually movable control device for charging said energy storing device only while said switch locking relay is energized, means energized by said energy storing device controlled by further operation of said manually movable control device while said switch locking relay is energized for effecting corresponding movement of said railway track switch, and means controlled by said switch looking relay upon becoming deenergized for discharging said energy storing device.

6. Control apparatus for a railway track switch comprising, in combination, a switch locking relay which is'normally energized but which is at times deenergized in response to a train on the associated railway track adjacent said switch, a manually operable switch control device, a first and a second and also a third contact closed by said manually operable switch control device in a first and a second and a third position respectively, an energy storing device, means controlled by said third contact and by said switch locking relay in its energized condition for charging said energy storing device, and means energized by said energy storing device controlled by said switch locking relay in its energized condition and by said first and second contacts for effecting operation of said switch to corresponding positions.

'7. Control apparatus for a railway track switch comprising, in combination, a switch locking relay which is normally energized but which is at times deenergized in response to a train on the associated railway track adjacent said switch, a manually operable switch control device, a first and a second and also a third contact closed by said manually operable switch control device in a first and a second and a third position respectively, an energy storing device, means controlled by said third contact and by said switch locking relay in its energized condition for charging said energy storing device, means energized by said energy storin device controlled by said switch locking relay in its energized condition and by said first and second contacts for effecting operation of said switch to corresponding positions, and means controlled by said switch locking relay in the deenergized condition for discharging said energy storing device.

8. Control apparatus for a railway track switch comprising, in combination, a manually controllable switch control device, traflic responsive means which is normally energized but which at times becomes deenergized in response to traiiic conditions on an associated railway track adjacent said switch, an electrical control device, means controlled by a given operation of said manually controllable switch control device and by said traiiic responsive means in its energized condition for energizing said electrical control device, and means controlled by other operation of said manually controllable switch control device and also by said traffic responsive means and said electrical control device both in the energized condition for effecting operation of said switch.

9. Control apparatus for a railway track switch comprising, in combination, a manually controllable switch control device, trafiic responsive means which is normally energized but which at times becomes deenergized in response to traffic conditions on an associated railway track adjacent said switch, an electrical control device, means controlled by a given operation of said manually controllable switch control device and by said trafiic responsive means in its energized condition for energizing said electrical control device, means controlled by other operation of said manually controllable switch control device and also by said traffic responsive means and said electrical control device both in the energized condition for effecting operation of said switch, and said electrical control device becoming deenergized if said trafi'ic responsive means becomes deenergized.

THEODORE L. CARLSON.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS

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