US2241614A - Railway traffic controlling apparatus - Google Patents

Description

, May 13, 1941- J. M. PELIKAN RAILWAY TRAFFIC CONTROLLING. APPARATUS Filed Aug. 27, 1940 m Q RWRNW WMANNN QNN w wk RN w \R INVENTOR Jab .Pe/lhm HIS A'IITORNEY n m E 5N Patented May 13, 1941 APPARATUS RAILWAY TRAFFIC CONTROLLING John M. Pelikan,

Pittsburgh, Pa., assigncr to The Union Switch & Signal Company,

Swissvale,

Pa, a corporation of Pennsylvania Application August .27, 1940, Serial No. 354,353 8 Claims. 246-219) My invention relates to railway traffic controlling apparatus, and particularly to the type known as trafiic locking apparatus, embodying a trafiic control circuit for each direction of traffic movements over a given stretch of railway track, each including a source of energy at its end adjacent the leaving end of the stretch for the corresponding direction of trafiic movements.

direction. Provision is also made for traffic to move at times over track Z in the opposite or westbound direction.

Track Z is divided by insulated joints 4 into sections, including sections AIT, Al IT, 1 IT, I2T,

' I3T and 8T. Each of these sections is provided A few features of my invention are the provision, in traffic locking apparatus for a stretch of railway track containing a switch, of a switch lockout relay connected in the trafilc control circuits at a point adjacent the switch; a manually controlled switch control relay for opening thetrafiic control circuits adjacent the switch lockout relay and for connecting an approach control relay for each direction of trafiic movements across the energy end of the traffic control circuit for the opposite direction of traffic movements; and an electric lock which normally locks the switch, but which releases the switch when the manually controlled switch control relay and both approach control relays are energized, or when a time element device is energized for a measured period of time after the manually controlled switch control relay becomes energized while there is a train on the stretch of track adjacent the switch.

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, the contacts operated by the various relays or other devices are identified by numbers, such numbers having distinguishing prefixes from which they are separated by a dash when the contacts are shown apart from the devices by which they are operated. The prefix for each of these contact numbers comprises the reference character for the respective device by which the associated contact is operated. For example, contact 2RAHR-45 shown in the operating circuit for signal ZRA in the upper left-hand corner of the drawing is identified by the number 45 separated by a dash from the prefix 2RAHR, which is the reference character for relay ZRAHR by which this contact is operated.

As shown in the drawing, a stretch of railway track Z, constituting the lower track of a double track railway and including a switch 3, is arranged for traffic to normally move from left to right, which I shall assume is the eastbound with a track circuit including a battery 5 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 associated section connected across the rails adjacent the opposite end of the section.

Signals designated by the reference characters ZRA, II, I2 and I3 are located adjacent the west end of sections AIT, lIT, IZT and I3T, respectively, for governing eastbound trafilc movements over track Z. A signal designated by the reference character BL is located adjacent the east end of section 8T for at times governing westbound trafiic movements over track Z. As shown in the drawing, these signals are of the semaphore type, but may be of any other suitable design.

The eastbound traffic control circuit includes a source of current shown as a battery Q2 and a westbound traffic lockout relay 8WFLR at its east end and an eastbound traific control relay 2EF at its west end. The westbound trafiic control circuit similarly includes a battery Q1 and an eastbound traific lockout relay 2EFLR at its West end and a westbound traffic control relay 8WF at its east end. These two traiiic control circuits include a circuit portion in common 3 which contains a switch lockout relay 3FLR, back contacts of switch control relay 3LR and front contacts of track section relays. The eastbound traflic control circuit also includes the back point of a contact ES35 of an eastbound stick relay ES and the front point of contact 28 of a westbound stick relay WS. The westbound traffic control circuit similarly includes the back point of contact 28 of westbound stick relay WS and the front point of contact ES-35 of eastbound stick relay ES.

A signal and traific lever 2V has a normal position n and reverse positions 1 and r to the left and right, respectively, of position n. A lever repeater relay 2VP is controlled by lever 2V in its r position and by back contact ZEFLR-ZG of the eastbound trafic lockout relay ZEFLR. Signal control relay 2RAHR is controlled by front contacts of relays 2V1, AITR and ZEF, and by back contacts of a stick locking relay 2RLS. Relay 2RLS is controlled by back contacts of relays ERAHR and 2V and relay AiTR, and also by a time element device J which may be of the well-known clockwork release type.

A switch control lever designated by the reference character W has a normal position 11 and a reverse position r for controlling operations of a switch I to normal and reverse posi tions, respectively. Eastbound stick relay ES is controlled by lever iv in the r position and by relays ZRLS and AITR.

A westbound stick relay WS for the east end of the stretch of track Z is controlled by apparatus which is similar to that described for controlling relay ES at the west end of the stretch of track'Z.

A switch control relay SLR, is controlled by a" manually controllable contact 3m and by a back contact of switch lockout relay 3FLR. Relay 3LR, upon becoming energized, opens the circuit portion which is common to the two trafiic control circuits on each side of switch lockout relay BF'LR, and connects an eastbound approach control relay SEA across the energy end of the westbound traffic control circuit, and also connects a westbound approach control relay SWA across the east end of the eastbound traffic control circuit.

A look bar I) is rigidly secured to switch 3 for engagement by a dog a by means of which the switch may be locked in its normal position. Dog a is actuated by a manually operable switch lever 3V which may be moved between normal and reverse positions n and r, respectively, so that when switch lever 3V is in its n position dog a is in the position shown for preventing movement of lock bar b, and when lever 3V is in its r position, dog

a is withdrawn from lock bar I) to permit manual operation of switch 3.

Movement of lever 3V is controlled by an electric switch lock 3WL. Lock 3WL comprises a locking segment 5, operated by lever 3V, which is formed with a notch for engagement by a latch 9. The latch 9 is controlled by a lock magnet L so that when magnet L is deenergized while lever 3V is in the a position, latch 9 is dropped down into notch '3, thereby locking lever 3V in the 11 position, which, in turn, locks switch 3 in its normal position. When magnet L is energized, latch 9 is lifted out of engagement with segment 6 to permit operation of lever 3V to move dog a out of engagement with lock barb. 7

Lock magnet L can be energized either if relays SLR, 3EA and 3WA are all energized, or if relay 3LR, is energized and a time element device BWLTE, which may be of the thermal type, has been energized a measured period of time, causing a time element stick relay 3WLTES to become energized.

Under normal conditions, the various parts of the apparatus are as shown in the accompanying drawing, that is, track Z is unoccupied and hence all its track relays are energized; signals ZRA- and BL are indicating stop, signal I3 is indicating caution, and signals 12 and l I are indicating proceed; levers IV, 2V and 3V and contact 3m are in the normal position; time element device J is in its normal position; time element device 3WLTE1 is deenergized; and relays ES, WS and ZRLS and a corresponding relay for the east end of the stretch of track Z are energized: and relays EEF, BWF, ZEFLR, 8WFLR, SFLR, 3WA, 2V? and a corresponding relay for the east end of the stretch of track Z, ZRAHR and a corresponding relay for signal 8L, relays 3LR and SWLTES, and magnet L are all deenergized. With magnet L deenergized, lever 3V is locked in its n position, and hence switch 3 is locked in its normal position.

With relays ES and WS both energized, both of the traific control circuits are open and batteries Q! and Q2 are connected in opposition to each other, so that although relays ZEFLR, SFLR and 8WFLR are connected in series with batteries QI and Q2, no current flows through these relays.

The circuit by which relay 2RLS is energized is a stick circuit passing from terminal B of a suitable source of current, not shown in the drawing, through contact I4 of relay ZRAHR, contact I501 relay ZVP, contact l6 of relay ZRLS, and the winding of relay ZRLS to terminal C of the same source of current.

Both a pick-up circuit and a stick circuit are closed for energizing relay ES, the pick-up circuit passing from terminal B, through contacts ZRLS-IB and AI'IR- ZI, and the winding of relay ES to terminal C. The stick circuit passes from terminal B, through contact 2RLS!8, contact 20 of relay ES, and the winding of relay ES to terminal C.

I shall assume that with all parts of the apparatus thusin the normal condition, it is desired that a train shall move onto track Z over switch 3 in the reverse position. A trainman or a leverman will therefore close contact 3m, completing a circuit for energizing switch control relay 3LR. this circuit passing from terminal B, through con tacts 3m and 3FLR-22, and the winding of relay 3LR to terminal C.

Relay 3LR, upon becoming energized, completes a circuit for energizing eastbound approach control relay 3EA, this circuit passing from battery Ql, through the winding of relay ZEFLR, front point of Contact BIS-35, contacts 34, 33 and 32 of relays Al ITR, IITR and I2TR, respectively, front point of contact 3LR--3l, and the winding of relay 3EA, back to battery Ql. Relay 3LR, upon becomingenergized, also completes a circuit for energizing the Westbound approach control relay 3WA, this circuit passing from battery Q2, through the winding of relay 8WF'LR, front point of contact 28 of relay WS, contact 29 of relay l3TR, front point of contact 3LR,3il, and the winding of relay 3WA, back to battery Q2,

With relays 3LR, 3E A and 3WA energized, lock magnet L will become energized by a circuit pass.- ing from terminal B, through contact 23 of relay 3LR, contact 24 of relay 3EA, contact 25 of'relay 3WA, and the winding of magnet L to terminal C. Magnet L, upon becoming energized, lifts latch 9 out of notch 7, thereby releasing lever 3V.

A trainman will now move lever 3V to the 1" position, thereby withdrawing dog a from lock bar b. The trainman will then manually move switch 3 to the reverse position by suitable means not shown in the drawing, permitting the train to enter track Z. When the train has passed over switch 3, the trainman will return switch 3 to the. normal position in which it is shown in the draw- I shall now assume that all parts'of the apparatus are again in the normal condition, and that an eastbound train is to move over the stretch of track Z. A leverman will therefore move lever 2V to the r position, completing a circuit for energizing lever repeater relay ZVP, passing from terminal B, through contact 2EFLR28, contact 2'! of lever 2V, and the winding of relay 2VP to terminal C. Relay ZVP, upon becoming energized, opens its contact 15 in the stick circuit previously traced for relay ZRL-S, causing relay ZRLS to become deenergized. With lever I V in then-position in which it is shown in the drawing, its'contact I9 is open, and-hence when relay ZRLS becomes deenergized, causing its contact 2RLS-l8 to open the pick-up and stick circuits previously traced for relay ES, relay ES will become deenergized.

Relay ES, upon becoming deenergized, completes the eastbound traliic control circuit passing from battery Q2, lay 8 VlFFLR, :front point of contact 28 of relay WS, contact 29 of relay 'l-3 IR, back point of contact 3LR-'3ll, winding of relay 3FLR, back point of contact tLR-tl, contacts 32, 33 and 34 of relays 1 HR, I ITR and Al I-IR, respectively, back point of contact ES-35, and the winding of relay 2EF, back to battery Q2. Relays 2E1, 3FLR and BWFLR are therefore now all energized.

Relay pletes a circuit for energizing signal control relay 2RAI-IR, this circuit passing from terminal B, through contact .36 of relay ZRLS, contacts 2EF31 and AITR-38, contact 39 of relay 2V-P, and the winding of relay 2RAHR to terminal 0. Relay 2RA HR, upon becoming energized, completes a circuit for operating signal 2RA to the proceed position, this circuit passing from terminal B, through contact '2RAHR--'45, and the mechanism of signal ZRA to terminal C.

With relay 3WFLR energized, the lever repeater relay for the east end of track Z corresponding to lever repeater relay at the west end. cannot become energized .by operation of a signal and trailic lever corresponding to lever 2V at the west end.

With relay 3FLR energized, relay SLR cannot become energized even if contact 3m becomes closed. With relay 3LR deenergized, relays BEA and 3WA cannot become energized, and also, with relay 3LR deenergized, lock magnet L cannot become energized, and hence switch 3 remains locked in the normal position.

I shall further assume that the eastbound train passes signal ZRA, causing relay Al-TR. to become deenergized and open its contact AlTR-e-38, which causes relay Z-RAHR to become deenergized, Relay 2RAHR, upon becoming deenergized, opens the circuit traced for the mechanism of signal ZRA, causing signal 2RA to move to the stop position. When the train enters section AIIT, contact 34 of relay Al l-TR will open the circuit for relay "ZEF, causing relay 2EF to become deenergized. Relay ZEF, upon becoming deenergized, opens its contact 2EF-31 in the circuit for relay ZRAHR, which is, however, already open at contact AlTR-38. If the leverman return-s lever 2V to the n position while the train occupies section Al i, relay ZRLS will become energized by a pick-up circuit passing from terminal B. through contacts M and P5 of relays ZRAHR and ZVP, respectively, contact AIIR-l "I, and the winding of relay ZRLS to terminal 0.

I shall also further assume that it is desired that the eastbound train shall enter a spur or siding track which is connected with track Z by means of switch 3. The train will therefore stop after passing switch 3, and a trainm'an or leverman will close contact 37%, causing relay 3BR to be energized as previously described. It the train now occupies section I2T, relay 3EA cannot become energized on account of relay I ZTR being deenergized, and if the train also occupies section 'l3-T, relay -3WA cannot become energized on account of relay ISTR being deenergized.

With relay lZIR deenergized, a circuit will be completed for energizing time element device 3WLTE, passing from terminal B, through contact 23 of relay 3LR, contact IZTR-flll, back through the winding of re- 'EE F, upon becoming energized, compoint of contact 4| of relay 3WLTES, and the control element of device 3WLTE to terminal C. Upon the lapse of a measured period oi time, device 13WLTE will close its contact 42, thereby completing a circuit for energizing relay 3WLTES, passing from terminal B, through contact 42 of device 3WLTE, and. the winding of relay 3W'LTES to terminal C. Relay 3WLTES, which is of the slow release type, will open the circuit previously traced for device SWLTE, and close its own stick circuit passing from terminal B, through contact 23 of relay 3LR, contact lZ'IR-All, front point of contact 4| of relay 3 WLTES, and the winding of relay BWLTES to terminal '0. Device 3WLTE is of the slow release as well as slow pick-up type, and therefore its contact 44 will close only upon the lapse of a further measured period of time.

-A circuit is thereby completed for energizing magnet L, passing from terminal 25, through contact =23 of relay SLR, contact 4-3 of relay 3WLTES, contact M of device 3WLTE, and magnet L to terminal 0. Switch 3 can now be operated to the reverse position as previously described.

Although I have herein shown and described only one form of railway tra-fiic controlling 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 traflic controlling apparatus for a stretch of railway track containing a switch, embodying a traffic control circuit for each direction of traftlc movements over said stretch, each of said circuits for controlling signal means for governing trafiic movements over said stretch in the corresponding direction, said circuits containing in common a given circuit portion passing through a plurality of contacts in series, and said contacts normally closed but becoming opened in response to a train occupying corresponding portions of said stretch of track; the combination comprising, a lookout relay connected in said given circuit portion at a point corresponding to the location of said switch in said stretch of track, a switch control relay, a circuit controlled by a back contact of said lockout relay and by manually controllable means for energizing said switch control relay, two back contacts of said switch control relay connected in said given circuit portion one on each side of said lockout relay, an approach control relay for each direction of traffic movements over said stretch each connected on a corresponding side of said lockout relay through a front contact of said switch control relay across a corresponding end of the trafiic control circuit for the opposite direction of traflic movements over said-stretch, an electric lock which when energized releases said switch for manual operation from the normal to the reverse position but which when deenergized locks said switch in the normal position, and means controlled by front contacts of said switch control relay and of both of said approach control relays for energizing said electric lock.

. 2. In traflic controlling apparatus for a stretch of railway track containing a switch, embodying a traffic control circuit for each direction of trafiic movements over said stretch, each of said circuits for controlling signal means in the corresponding direction, said circuits containing in common a given circuit portion passing through a plurality of contacts inseries, and said contacts normally closed but becoming opened in response to a train occupying corresponding portions of said stretch of track; the combination comprising, a lockout relay connected in said given circuit portion at a point corresponding to the location of said switch in said stretch of track, a switch control relay, a circuit controlled by a back contact of said lockout relay and by manually controllable means for energizing said switch control relay, an approach control relay for each direction of traific movements over said stretch, means controlled by said switch control relay in the energized condition for opening said given circuit portion on each side of said lockout relay and for connecting each of said approach control relays with a corresponding end of the traflic control circuit for the opposite direction or" trafiic movements over said stretch, an electric lock which when energized releases said switch for manual operation but which when deenergized prevents operation of said switch, and means controlled by front contacts of said switch control relay and of both of said approach control relays for energizing said electric lock.

3. In trafiic controlling apparatus for a stretch of railway track containing a switch, embodying a trafiic control circuit extending along said stretch for each direction of trafiic movements over said stretch, each of said circuits including a source of energy at one of its ends for controlling signal means adjacent its opposite end for governing trafiic movements over said stretch in the corresponding direction, said circuits containing in common a given circuit portion passing through a plurality of contacts in series, and each of said contacts normallyclosed but becoming opened in response to a train occupying a corresponding portion of said stretch; the combination comprising, a lockout relay connected in said given circuit portion at a point adjacent said switch, a switch control relay, a circuit controlled by a back contact of said lockout relay and by manually controllable means for energizing said switch control relay,

an approach control relay for each direction of traffic movements over said stretch, means controlled by said switch control relay in the energized condition for disconnecting said lockout relay from said given circuit portion and for connecting each of said approach control relays adjacent said lockout relay with the energy end of the traiiic control circuit for the opposite direction of traiiic movements over said stretch, and means controlled by said switch control relay and by both of said approach control relays for locking said switch if said switch control relay or either of said approach control relays is deenergized and for releasing said switch for manual operation if these same relays are all energized.

4. In trafiic controlling apparatus for a stretch of railway track containing a switch, embodying a traffic control circuit extending along said stretch for each direction of trafiic movements over said stretch, each of said circuits including a source of energy at one of its ends for con trolling signal means adjacent its opposite end for governing traffic movements over said stretch in the corresponding direction, said circuitscontaining a plurality of contacts'inl series spaced for. governing traiiic movements over saidstretch' along said stretch, andeach of said contacts normally closedbut becoming opened in response to a train occupying a corresponding portion of said stretch; the combination comprising, a lookout relay energized by either of said trafiic control circuits whenever such circuit is energized, a switch control relay, a circuit controlled by a back contact of said lockout relay and by manually controllable means for energizing said switch contrclrelay, an approach control relay for each directiontof trafiic movements over said stretch, means controlled by said switch control relay in the energized condition for preventing energization of said lockout relay by said traffic control circuits and for connecting each of said approach controlrelays ata point adjacent said switch with the energy end of the traffic control circuit for the opposite direction of trafiic movements ove said stretch, and means normally locking said switch'but. which is controlled by said switch control relay and by said approach control relays for releasing said switch if these relays are all energized.

5.1a trafiic controlling apparatus for a stretch of railway track containing a switch, embodying a traffic control circuit for each direction of trafiic movements over said stretch, each of said circuits including a source of energy at one of its ends and ieans for closing the circuit for controlling signal means adjacent its opposite end for governing traflic movements over said stretch in the corresponding direction; the combination comprising, a lookout relay energized by either of said traiiic control circuits whenever such circuit is energized, a switch control relay, a circuit controlled by a back contact of said lockout relay and by manually controllable means for energizing said switch control relay, means controlled by said switch control relay in the energized condition for preventing energization of said lockout relay by said trafiic control circuits, and means normally locking said switch but which is controllled by a front contact of said, switch control relay for releasing said switch upon the lapse of a measured period of time after a train arrives on said stretch of track adjacent said switch.

6. In traflic controlling apparatus for a stretch of railway track containing a switch, embodying a trafiic control circuitrfor each direction of traflic movements over said stretch, each of said circuits including a source of energy at one of its ends and means for closing the circuit for controlling signal means adjacent its opposite end for. governing trafiic movements over said stretch in the corresponding direction; the combination comprising, a lookout relay energized by either of said traflic control circuits whenever such circuit is energized, a switch control relay, a circuit controlled by a back contactof said lockout relay and by manually controllable means for energizing'said switch control relay, means controlled by said switch control relay in the energized condition for preventing energization of said lockout relay by said trafiic control circuits, an approach control relay for each direction of traffic movements over said stretch, an energizing circuit foreach of said approach control relays controlled by contacts which are normally closed but'which become opened in response to a train on said stretch approaching said switch in the corresponding direction, and means normally locking said switch but controlled by front contacts of said switch control relay and of both of said approach control relays for releasing said switch.

'7. In traffic controlling apparatus for a stretch of railway track conta'ning a switch, embodying a traffic control circuit for each direction of traific movements over said stretch, each of said circuits including a source of energy at one of its ends and including contact means between its energy end and said switch normally closed but becoming opened in response to a train on a corresponding portion of said stretch for controlling signal means adjacent its opposite end for governing traffic movements over said stretch in the corresponding direction; the combination comprising, an approach control relay for each direction of trafiic movements over said stretch, manually controllable means for opening said traffic control circuits adjacent said switch and for connecting each of said approach control relays with the energy end of. the traffic control circuit for the opposite direction of traific movements over said stretch, and means normally locking said switch but controlled by means including front contacts of said approach control relays for releasing said switch.

8. In traffic controlling apparatus for a stretch of railway track containing a switch, embodying a traffic control circuit for each direction of traffic movements over said stretch, each of said circuits including a source of energy at one of its ends for controlling signal means adjacent the opposite end for governing tratfic movements over said stretch in the corresponding direction; the combination comprising, a switch lockout relay included in said trafiic control circuits adjacent said switch, a switch control relay, a circuit controlled by a back contact of said switch lockout relay and by manually controllable means for energizing said switch control relay, means controlled by said switch control relay when energized for opening said traflic control circuits, and means normally locking said switch but controlled by means including a front contact of said switch control relay for releasing said switch.

JOHN M. PELIKAN.

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