US2697779A

US2697779A - Control apparatus for electric locks for railway track switches

Info

Publication number: US2697779A
Application number: US200483A
Authority: US
Inventors: Harold J Brown
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1950-12-12
Filing date: 1950-12-12
Publication date: 1954-12-21
Anticipated expiration: 1971-12-21

Description

H. J. BROWN Filed Deo. l2. 1950 FOR RAILWAY TRACK SWITCHES CONTROL APPARATUS FOR ELECTRIC LOCKS INVENTOR. Hap J *Broil/z2.

HIS TTORZVFY United States Patent() CONTROL APPARATUS FOR ELECTRIC LOCKS FOR RAILWAY TRACK SWITCHES Harold J. Brown, Traiord,Pa., assignor to Westinghouse Air lBral-:e Company, a corporation of Pennsylvania Application December 12, 1950, Serial No. 200,483

7 Claims. (Cl. 246-146) My invention relates to control apparatus for electric locks for railway trackswitches.v More specifically, my invention relates toan arrangement for so controlling an electric lock for a railway track switch, which con- A,nects a main railway track with an auxiliary railway track, that the switch cannot be returned from its reverse or auxiliary track position to its normal `or main track position unless an vassociated derail for the auxiliary track vist returned to the normal `or detailing position.

Operation of a railway track'switch mayv be eected from a central or a distant point such, for example, as an interlocking toweror a dispatchers ofice, or it may be effected locally. Operation of a railway track switch which is effected locally is usually accomplished by manual power applied through a manually operable switch operating lever directto suitable mechanism for moving the lswitch between normal and reverse extreme positions.

Manually operable switch operating levers are equipped with padlocks in order toy prevent movement of the switches by unauthorized persons. However, a railroad vemployee who has a switch padlock key might become confused' ormight misunderstand or forget an-order or 'timetable` regulation', and might therefore open a switch padlock and move the associated switch while it is unsafe to do so. lf, for example, a trainman should erroneously reverse a switch for a train to move from an auxiliary track when `a train is approaching at rhigh speed on a main track in which the-switch islocated, therey would probably be a collision between the two trains. ln order to protect againstmanual operation of a railway track switch while traffic conditions are such-that it is unsafe for-the switch'to be operated, an electric lock, in addition vto the'switch padlock, maybe employed. An electric lockfora manually operabley railway track switch is commonly controlled in part by trahie-conditions adjacent the switch, andl may also be.' controlledin-part by manually operable--means.- y Someauxili'ary tracks, such forv exampleas industrial spur tracks, are provided-with a derail Iadjacent the switch which connects the auxiliary track with a main track. `The purpose of the-derail isvto prevent a-car or train from moving oft" ofr the-l auxiliary track ontothe main track-whenitis unsafe-for such va movement to be made. Thie derailis therefore normally-kept in ,the detailing position. f f

Some derailszare mechanically connected with the associated switch, so thatwhen-the-associated switch istmoved to the reverseposition' fora traffic movement to or from antassociated spur-track, the/derail'. will be-operated at the same time to a-reverseorfnon-derailing.position.` At some locations, however, suchfor-example asat a-fstreet crossing, it would -be-d-itiicultrtoinstallor` maintain a mechanical-connectionfor operating` anderail on a spur trackin `conjunctionwwith an associated switch. l

Iii-such instances,` a derail for `alspur track may there.- fore be operated bya separate lever, andmay. be provided with a-circuit :controller whichshuntsan adjacent section ofthemain track whenthederailV isinthe non-derailing position-.w A signal which governs traffic movementsl over the same adjacent section ofthe main track would then be, controlled todisplay a ystop indication when ,the derail occupies.itsnomderailing position. Instead of shunting the y adjacent, track, section, Y the circuit controller with which thederail is equipped may be arranged to open a signalpcontrol circuitdirectly when the derail." is moved to 'Uthenon-derailing position.

2,697,779 Patented Dec. 21, 1954 ICC It has been found that, Where a derail for a spur track is operable separately from an associated switch, trainmen, although they return the associated switch to its normal or main track position, sometimes forget to restore the derail to its derailing position after a train movement has been completed over the associated switch in the reverse position.

An object of my invention is the provision of means for preventing a derail, which is operable separately from an associated switch for an auxiliary track, from being inadvertently left in the non-derailing position when the associated switch is returned to the-normal or main track position.

A feature of my invention for accomplishing this object is the provision of an electric lock arranged to lock the switch in the reverse position as well as in the normal position, a normal control circuit for the lock controlled by means including a normal switch contact which becomes closed' in conjunction with an operation ofthe switch to its normal position, and a reverse control circuit for the lock controlled by means including a reverse switch contact, which becomes closed in conjunction with an operation of the switch to its reverse position, and including a normal derail contact which becomes closed in conjunction with an operation of the derail to its derailing position.

I shalldescribe 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, in which a stretch of main railway track a-e is connected with an auxiliary track Z by means of a track switch A, and in which a derail D for the` auxiliary track is associated with switchA.

Similar reference characters refer to similar parts in the drawing;

Referring further to the drawing, the rails 1 andla of the stretch of main railway track are divided by insulated joints 2 to form sections designated by the reference characters 1T, 2T, 3T, and 4T, respectively. Each of the track sections is provided with a track circuit including a suitable source of current, such for example as a battery 3, 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 for the corresponding section, connected across the rails adjacent theopposite end of the section.

A signal, designated by the reference character S, is located adjacent the end e of the stretch of main railway track. Signal S governs tratiic movements over the stretch of main railway track from right to left, as shown in the drawing, which I shall assume is the westbound direction. Signal S may be of any suitable design, such for example as the well-known semaphore type or the search-light type. A control circuit for signal S includes conacts 4 and 5 of track relays STR and 4TR, respective y.

Switch A and derail D are operable by manual power applied through a switch operating lever AV and a derail operating lever DV, respectively, to a switch operating mechanism designated by the reference character AW, and a derail operating mechanism designated by the lreference character DW, respectively. Each of the levers AV and DV has a normal position n, in which it is shown in the drawing, and a reverse position r.

Movement of lever AV to its n position effects movement of swith A to a normal or main track position, in which itis shown in the drawing, for trafiic movements along the main track only. Movement of lever AV to its r position effects movement of switch A to a reverse position for trafiic movements on the main track to or from the auxiliary track Z.

Movement of lever DV to its n position effects movement of derail D to a normal or derailing position, in which it is shown in the drawing. Movement of lever DV to its r position eifects movement ofderail D to a reverse or non-derailing position.

Switch A is provided with an electric lock, designated generally by the reference character WL and including latching mechanisms 13 and 14. Electric switch lock WL may be of any suitable design such, for example, as the type of electric lock disclosed and claimed in Letters Patent of the United States No. 2,387,115, granted October 16, 1945, to Herbert L. Bone for Electric Lock.

Switch lock WL includes a member, designated by the reference character P, which may be either a manually operable lever or a foot operable pedal mechanism. Member P has a normal position n, an intermediate position c, and a reverse position r. Member P is normally locked in its normal position n by a switch padlock. Member P is biased toward its intermediate position c by suitable means such, for example, as a spring 6, one end of which is attached to member P and the other end of which is secured to a fixed member 7. Spring 6 becomes compressed by movement of member P to its n position, and so, when member P is released by removal of the padlock, spring 6 moves member P to its intermediate position c.

Member P, upon being moved to its c position, moves a locking member 8 toward the right, as shown in the drawing. If further movement of member P toward its r position is then attempted, such further movement will be prevented by engagement of locking member 8 with a dog 9 until dog 9 has been lifted by an electromagnet 10 out of engagement with locking member 8.

A latch contact 11 is closed while member P is in its n position, but becomes opened when member P leaves its n position. A back contact 12 is closed when electromagnet 10 is deenergized, but becomes opened when electromagnet 1@ becomes energized and lifts dog 9.

Through suitable latching mechanisms, designated by the reference characters 13 and 14, movement of lever AV from its n or its r position, respectively, is prevented by member P until member P is moved to its reverse position r.

The latching mechanisms 13 and 14 are linked to and controlled by the member P. Except when the member P is in its reverse position, the latching mechanisms will engage the switch lever AV locking it in either of its existing n or r positions and preventing movement of the switch lever. When member P is moved past its center position into its reverse position, the latching mechanisms are moved out of engagement with the switch lever. Switch lever AV is then free to be moved to another position. Thus it may be seen that switch lever AV cannot be operated from one position to another unless member P is first moved into its reverse position to disengage latching mechanisms 13 and 14 from the switch lever.

Operated in conjunction with derail D is a circuit controller, designated by the reference character DC, having

contacts

15 and 16. Contact 15 is closed and contact 16 is open while derail D is in its normal position. When derail D is moved to its reverse position, contact 15 becomes opened and contact 16 becomes closed.

Operated in conjunction with switch A is a circuit controller, designated by the reference character AC, having contacts 17, 13, and 19. Contacts 18 and 19 are closed, and contact 17 is open, while switch A is in its normal position. When switch A is moved to its reverse position, contacts 18 and 19 become opened, and contact 17 becomes closed.

A normal switch repeater relay, designated by the reference chracter ANP, is energized while switch A is in its normal position while electromagnet lil is deenergized and member P is in its n position.

Approach relays, designated by the reference characters WAR and EAR, are controlled by back contacts of relay ANP, and by traffic responsive relays such, for eX- ample, as track relays 1TR, STR, and LtTR, which are responsive to the presence of a train to the west or east, respectively, of switch A.

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

As shown in the drawing, all parts of the apparatus are in the normal condition, that is. track sections 1T, 2T, 3T, and 4T are unoccupied, and therefore track relays 1TR, ZTR, 3TR, and "ETR are energized; switch A and derail D are in the normal position; signal S is displaying a proceed indication; levers AV and DV and member P are in their normal position n; electromagnet 10 and relays WAR and EAR are deenergized; and relay ANP is energized.

A circuit by which signal S is controlled to display a proceed indication passes from terminal B of a suitable source of current, shown as a battery 2Q, and includes contacts 4 and 5 of relays 3TR and dTR, respectively, mechanism 0f signal S, and terminal N of battery 2Q.

The circuit by which relay ANP is energized passes from terminal B, through contact 11 of member P, contact 12 of electromagnet 10, contact 19 of switch circuit controller AC, and the Winding of relay ANP to terminal N.

I shall assume that, with apparatus embodying my invention, as shown in the accompanying drawing, a westbound train passes signal S, deenergizing relay LlTR. With relay KETR deenergized, contact 5 of relay LslTR opens the circuit for signal S, causing -signal S to display a stop indication. The train, upon entering section ST, deenergizes relay STR, causing contact i of relay STR to become opened, and thereby controls signal S to continue to display the stop indication.

I shall assume further that the train is to move onto auxiliary track Z. The train will therefore be stopped on section 2T, causing relay ZTR to be deenergized. With relay ZTR deenergized, a circuit is completed for energizing electromagnet 10, this circuit passing from terminal B, through the back point of contact 2i) of relay 2TR, contact 18 of circuit controller AC, and the winding of electromagnet 10, to terminal N.

A trainman will then remove the padlock from member P, permitting member P to be moved by spring 6 to its intermediate position c. With electromagnet 10 energized, dog 9 will be lifted out of engagement with locking member 8, and therefore the trainman will move lever P to its r position. Member P, upon being moved to its r position, will remove latching devices 13 and 14 out of engaging positions with lever AV, thereby permitting lever AV to be moved from the n to the r position.

The trainman will then move lever AV to its r position, thereby moving switch mechanism AW to its reverse position for reversing switch A. The trainman will next permit member P to be returned to its c position, by spring 6. With switch A in its reverse position, contact 17 of circuit controller AC will be closed, and contacts 18 and 19 will be opened. The leverman will also move lever DV to its r position, thereby reversing derail D through mechanism DW. With derail D in its reverse position, contact 15 of circuit controller DC will be opened and contact 16 will be closed.

The train will then be moved onto track Z, after which the trainman will restore derail D to its normal position. Contact 15 of circuit controller DC will then again be closed, and contact 16 will be opened. With contact 15 of circuit controller DC now closed, and with contact 17 of circuit controller AC closed on account of switch A being in its reverse position, a circuit Will be completed for energizing electromagnet 10, this circuit passing from terminal B, through contact 15 of circuit controller DC, contact 17 of circuit controller AC, and the winding of electromagnet 10, to terminal N.

Electromagnet 1t), upon becoming energized, lifts dog 9 out of engagement with locking member S, so that the trainman can now again move member P to its r position, thereby moving latch members 13 and 14 out of engaging positions with lever AV. The trainman will then return lever AV to its n position, thereby returning switch A to its normal position, through mechanism AW. The trainman will then again permit member P to be returned to its c position, by spring 6. The trainman will next return member P'to its n position, and will apply the switch padlock, which will retain member P in its n position. All parts of the apparatus will now again be in the normal condition.

When the train is ready to leave siding Z. the trainman will remove the padlock from member P of switch lock WL, thereby permitting spring 6 to move member P to the intermediate position c. Further movement of member P toward its r position will then be prevented by engagement of locking member 8 with dog 9.

Member P, upon leaving its n position, however. opens latch contact 11, thereby deenergizing normal switch repeater relay ANP. With relay ANP deenergized, a circuit will be completed for energizing approach relay WAR, this circuit passing from the positive terminal of a battery 1Q, through a path including contact 24 of relay lTR, back point of contact 25 of relay ANP, and the winding of relay WAR, back to battery 1Q. A circuit will also be completed for energizing approach relay EAR, this circuit passing from jreverse' yor non-derailing position.

moved to 1ts reverse-posinon, contact 15 of circuit convcan return switch A to its normal position.

the;positive terminal of a battery-V3Q,fthrough a path which includes .contact 27 v:of relay 4TR, contact 23 of rrelay STR, winding of relay 3AR, and back point of contact -26 of relay ANP, back to battery 3Q.

Electromagnet will then Ybe energized by a normal or first energizing circuit passing from terminal B, through the `front point of contact y of relay ZTR, cont-

acts

21 and 22 of relays WAR and EAR, respectively, contact 18 `of circuit controller AC of switch A, and Winding of electromagnet 1t) to terminal N. Electromagnet 10, upon becoming energized, -will lift dog-A9out.of engagement with locking member 8.

The trainman will then move member Pto its r position, thereby removing latching members 13 and 14 "from the position vfor engaging lever AV. The trainman willk then move lever AV from its n to its r'position,

thereby supplying power through switchv operating mechan nism AW for moving switch A froml its normal to its reverse position. The trainman will then release member P, permitting spring 6Y to return member yP from its r-position to its c position.-

The trainman will next move lever DV from its 11 to its r position for transmitting power through derail. operating mechanism DW for moving derail D to its When derail D is troller DC will become opened .and contact 16 will ybeY `come closed.

fI shall4 assume further that the train then leaves siding -Z, and .thata trainman forgets about derail D and -tries `derail D in its reverse position, contact 15 of circuit controllerDC for derail D will be open; Electromagnet 10 will therefore be deenergized, and dog 9'will engage lockingmember 8 and prevent the., trainman from moving member P to its r position.

The trainman will therefore be `reminded that he must .return .derail D to its `normal .position'before he He will therefore now move lever DV from yits vr to its `nrfposition, .thereby restoring derail D to its normal -or derailing position. Contact 15 of circuit controller DC will then be closed and .contact M will be opened. vElectromagnet 10 will then be energized by a second or reverse energizing circuitpassing from terminal B, through contact 15 of circuit controller DC, as previously traced. Dog 9 will be lifted by magnet 1f) out of engagement with lockingl member y8, and therefore the trainman will move member P to its r position, thereby moving latching members `13 and :14 out of engaging positions with lever AV, and will then move lever AV from its rposition -to its n position, thereby restoring switch A to its normal position. The trainman will then permit spring Y 6 to returnvmernber P to its c position, after which the trainman will move member P to its n position and apply, thepadlock for retaining member P in its "n position.

When the train has moved offof the stretchfof main track a-e, all parts of the apparatus will now again be in the normal condition.

It has been seen that, in apparatus embodving my invention, electromagnet 10 of switch lock WL is controlled by a second or reverse energizing circuit which includes a normal contact 15 of circuit controller DC for derail D. ln this way, movement of member P to its r position for releasing lever AV, for returning switch A to its normal position, is prevented until after derail D has been returned to its normal position.

It follows that a trainman, upon attempting to return switch A from its reverse position to its normal or main track position, and finding it locked, will be reminded that he must rst return derail D to its normal position. My invention therefore prevents derail D from being forgotten and left in its reverse or non-derailing position after switch A has been restored to its normal or main track position following a train movement over switch A in the reverse position.

When derail D is returned to its normal or derailing position, contact 16 will open a shunt path previously closed across the rails of track section 3T, permitting /also again become closed.

relay? 3TR .to becomefenergized *whenrsection 3T becomes unoccupied. Signal S will therefore be controlled to display a vproceedindication when the other fportions of the circuit ywhich includes Contact 4; of relay :STR have If derail ID could be forgotten and left in the non-derailing position, section 3T would remain shunted by the path which includes contact 16,.so that relay STR would remain deenergized and signal S would continue to indicate stop rand-would therefore cause delay of a'succeeding westbound train.

Although Ihave herein shown and described only one form of apparatus embodying my invention, it is understood ,that variouschanges and modifications may be made therein within the scope of the appended claims Vwithout departing `from the spirit and scope of my invention.

Having thusvdescribed my invention, whatxIl claim is:

l. In combination, an auxiliary railway track connected with a main 'railway track by a track switch, manually operable switch operating means for moving said switch between two extreme positions which comprise a normal or main track position fortraic Lmovements along said .main track and areverse or auxiliary track position .for traffic movements to or from: said auxiliary track, a derail for said auxiliary track, manually operable derailoperating means for Ymoving `said derail separately from said switch between two extreme positions which comprise a normal or derailing position and a reverse or non-derailing position', an electric lock for said switch, means controlled by said electric 'lock in the .deenergized condition for rendering said manually operable `switch operating means ineffective for moving said switch .from either of its said extreme positionsto the other, energizing means for energizing said electric lock ycontrolled .by means including saidy switch in the normal position, and `other energizing meansfor energizing said electric lock controlled by meansincluding said switch in the reverse position and said derail inthe normal position.

2. In combination, an auxiliary `railway track connected with a mainl railway track. by a track switch, manually operabie switch operating means for moving said switch betweentwo-extreme positions which'comprise a normal or main track .position for traflic ymovements along said main track `and a reverse or auxiliary track .position-for trame movements to or from said auxiliary track, a derail for said auxiliary track,` manually `operable derail operating means for moving said derail separately from `said switch between two extreme positions `which comprise a normal or derailing position and a reverse-.or non-derailing position, an electric lockfor said switch, means controlled by said electric `lock in the deenergized condition for rendering said manually operable switch operating-meansinoperable, energizing means for J energizing saidelectric lock controlled'by means including said :switch in the ynormal position, and otherenergizing meansv foiwenergizing said electric lock controlled yby means including said switch in the reverse position and said derail in the normal position.

3. `ln combination,` amain railway track, an auxiliary railway -track, a track switch for yinterconnecting `said main andauxiliary tracksymanually operableswitch'operating, means movable lto normal and'reverse positions for effecting.y operation=of said `switch to normal` and reverse positions respectively for traic movements along said main track only when said switch is in said normal position or for trafiic movements between said main and auxiliary tracks when said switch is in said reverse position, a derail for said auxiliary track having a normal or derailing position and a reverse or non-derailing position, manually operable derail operating means movable to a normal or a reverse position for effecting movement of said derail separately from said switch to its said normal and reverse positions respectively, traffic responsive means responsive to the presence of a train on said main track adjacent said switch, an electric lock for said switch, means controlled by said electric lock in its deenergized condition for rendering said manually operable switch operating means ineffective for effecting operation of said switch, energizing means for energizing said electric lock controlled by means including said traffic responsive means if there is no train on said main track adjacent said switch while said switch is in the normal position, and other energizing means for energizing said electric lock controlled by means including said derail in its normal position while said switch is in the reverse position.

4. In combination, a main railway track, an auxiliary railway track, a track switch for interconnecting said main and auxiliary tracks, switch operating means for moving said switch to a normal position for traffic movements along said main track only and for moving said switch to a reverse position for traffic movements over said main track to or from said auxiliary track, a derail for said auxiliary track, derail operating means for moving said derail separately from said switch to a normal or derailing position and for moving said derail to a reverse or non-derailing position, an electric lock for said switch, means controlled by said electric lock in its deenergized condition for rendering said switch operating means ineiiective for moving said switch to either its normal position or its reverse position, trac responsive means responsive to traic movements over said main track adjacent said switch, a iirst energizing circuit for said electric lock controlled by means including said traffic responsive means for energizing said electric lock if there is no train on said main track adjacent said switch while said switch is in the normal position, and a second energizing circuit for said electric lock controlled by means including said derail in the normal position for energizing said electric lock while said switch is in the reverse position.

5. In a railway traffic controlling system for a stretch of main railway track which is connected with an auxiliary track by a railway track switch, in which said auxiliary track is equipped with a derail adjacent said switch, in which said main track is equipped with traffic responsive means and with a signal for governing traffic movements over said switch, in which said switch is provided with switch operating means for at times moving said switch to a normal position for traic movements along said main track only and for at other times moving said switch to a reverse position for traiiic movements on said main track to or from said auxiliary track, and in which said derail is provided with derail operating means for at times moving said derail separately from said switch to a normal or derailing position and for at other times moving said derail to a reverse or nonderailing position, the combination comprising, an electric switch lock, means controlled by said electric switch lock in the deenergized condition for rendering said switch operating means ineffective to move said switch to either the normal or the reverse position, a first control circuit for said switch lock controlled by means including said traffic responsive means for energizing said switch lock if there is no train on said main track adjacent said switch while said switch is in the normal position, a normal contact and a reverse contact operated in conjunction with said derail and arranged to be closed while said derail is in its normal or its reverse position respectively, a second control circuit for said switch lock controlled by means including said normal contact, and means including said reverse contact upon becoming closed for controlling said signal to display a stop indication.

6. In a railway traflic controlling system for a stretch of main railway track which is connected with an auxiliary track by a railway track switch, in which said auxiliary track is equipped with a derail adjacent said switch, in which said main track is equipped with tratiic responsive means and with a signal for governing traic movements over said switch, in which said switch is provided with switch operating means for at times moving said switch to a normal position for traffic movements along said main track only and for at other times moving said switch to a reverse position for traffic movements on said main track to or from said auxiliary track, and in which said derail is provided with derail operating means for at times moving said derail separately from said switch to a normal or derailing position and for at other times moving said derail to a reverse or non-derailing position, the combination comprising, an electric switch lock, means controlled by said electric switch lock in the energized condition for enabling said switch operating means to move said switch but controlled by said electric switch lock in the deenergized condition for rendering said switch operating means inoperative, control means for said switch lock controlled by means including said traffic responsive means for energizing said switch lock if there is no train on said main track adjacent said switch while said switch is in the normal position, other control means for said switch lock controlled by means including said derail in the normal position, and means including said traic responsive means and said derail for controlling said signal to display a proceed indication if said main track is unoccupied adjacent said switch and only if said derail is in a derailing position.

7. In railway traflic controlling means for a stretch of main railway track which is connected with an auxiliary track by a track switch, in which said auxiliary track is equipped with a derail adjacent said switch, in which said switch is provided with switch operating means for at times moving said switch to a normal position for traic movements along said main track only and for at other times moving said switch to a reverse position for traffic movements on said main track to or from said auxiliary track, and in which said derail is provided with derail operating means for at times moving said derail separately from said switch to a normal or derailing position and for at other times moving said derail to a reverse or non-derailing position, the combination comprising, an electric switch lock, means controlled by said electric switch lock in the energized condition for enabling said switch operating means to move said switch but controlled by said electric switch lock in the deenergized condition for rendering said switch operating means ineffective to move said switch, energizing means for said switch lock controlled by means including said switch in its normal position, and other energizing means for said switch lock controlled by means including said derail in the normal position.

References Cited in the ile of this patent UNITED STATES PATENTS Number Name Date 1,000,680 Kieffer Aug. 15, 1911 1,638,793 Adler Aug. 9, 1927 1,786,818 Baughman Dec. 30, 1930 1,845,308 McCann Feb. 16, 1932 2,293,926 Wallace Aug. 25, 1942 2,517,280 Bone et al Aug. 1, 1950 2,539,937 Thompson Jan. 30, 1951