US2066455A - Protected switch operating system - Google Patents

Description

Jan. 5, 1937. H. E. B AsHAREs 5 PROTECTED SWITCH OPERATING SYSTEM Filed March 3, 1924 1191/67] for fiarrglifimfibares Patented Jan. 5, 1937 UNITED STATES PATENT OFFICE Harry E. Brashares, St. Paul, Minn.,

to Union Switch & Signal Swissvale, Pa

mesne assignments, Company, Pennsylvania assignor, by

a corporation of Application March 3, 1924, Serial No. 696,436

17 Claims.

The present invention relates to train control, and more particularly to an improved means for actuating a track switch from a moving train.

An enormous amount of energy is required to stop and start a train, and, where long freight trains are pulled by powerful locomotives such as those of the Mallet type, damage to drawbars and other car paraphernalia caused by the strains of starting and stopping is of common occurrence. It is desirable, therefore, to cut down the number of startings and stoppings required to a minimum, while maintaining a positive safety factor in the manipulation of trains.

To this end the present invention is designed. An object of the present invention is to improve and simplify a protected switch mechanism operable from a moving train.

Another object is to operate a switch from a moving train and after such operation to stop the train if it is not safe for the train to enter the switch.

A further object is to operate a switch from a moving train and to indicate to the attendants thereof the condition of trafiic on tracks associated with the switch.

In order to attain these objects I employ, in

accordance with one form of my invention, an electro-magnet of a well-known type adjacent the path of an oncoming train, as, for instance, in a box imbedded between the rails. This electro-magnet may be intercepted by an electromagnetic field generated by some means carried by the oncoming train, as, for instance, by a permanent magnet, to induce a current into the coils of the electro-magnet, to actuate switch operating, signaling, and protective devices to be more fully described hereinafter.

The accompanying drawing shows the apparatus and method of operation of one embodi. ment of my invention.

Referring to the drawing in detail:

A, B, C, and D represent track circuits on a main line track, while E and F represent track circuits on a side track. The ends of adjacent track circuits being separated indicate insulated joints at these points. Batteries I, 2, and 3 are connected across the rails of track sections B, C, and D, respectively, of main line track, to establish a permanent difference of potential between the rails of each of these track circuits.

The apparatus as here illustrated is arranged to permit a train, coming from the right over main line track A, B, C to enter the switch 4 and thence the side track E, F without stopping.

An electro-magnet 5 is here shown POSitioned intermediate the rails of track section A, and the terminals of the winding of this electroemagnet are connected to thefield of a relay 5. A magnetic-field generating device I is carried by the oncoming train, and may be a permanent magnet controllable with respect to electro-magnet 5 so as to induce a current therein in passing, or not, as desired.

A relay 8 is connected across track circuit B and is held closed by track battery I except when a train is passing over B track. Such a passage short-circuits battery I and permits relay 8 to open. Relays 9 and H] are similarly connected across track circuits C and D.

Track circuit A may be considered as about half a mile in length, and track circuit 13 as about three thousand feet, or, in other wor ;is, sufiiciently long toallow for efiective braking, if necessary.

Signals are indicated by the conventions ll, l2, l3, and I4, and are electrically connected to the system as shown for a purpose to be fully explained hereinafter. The signals are here shown as of the semaphore type, but it is to be understood that any form of signal may be employed. Contacts l5, l6, I1, and I8 are positioned ,adjacent semaphore arms ll, l2, L3, and I4, respectively, and are operated by a movement of said arms in a manner to close an electrical con.- nection across any of these contacts when the associated semaphore arm thereof is in a stop position.

A brake actuating mechanism I9 is provided to cause the brakes to be applied to an oncoming train, should any of the apparatus herein ole.- scribed, register conditions which would make it unsafe for the train to proceed. This brake actuating mechanism is actuated by the opening of a relay 31 connected as illustrated.

A switch operating motor ,2l' moves the switch 4 to side track position .on being rotated in one direction, and to main line position when Io.- tated in the other direction. Four pairs .of con.- tacts 22 are illustrated, and a pair of movable cross connections therefor are operated by the switch operating motor 2| and its associated mechanism, to close the upper and third pairs of contacts 22 when the track switch 4 is in side track position, and to close the second and the lower pairs of contacts 22 when the track switch 4 is in main line position. These pairs of .cone tacts 2,2, as well as all relay contacts in this specification, will be designated by numbers e d g om the t p wn. t u e o "makfi tact of the re a s being d s gn ted om make and break type, respectively;

The two leads at the left of. the drawing marked X-and the lead from the upper front contact of relay 8, also designated by X, all lead to other automatic control circuits, but for the purpose of this specification may be considered as having a positive potential. v r

Circuits The circuits involved in the present system are traced in detail in the following paragraphs. The circuit for relay 6 is from the inductively energized member 5,through conductor I40, the

coil of relay 6, and conductor I4I back to member 5;

Closure of relay 6 completes a circuit fromthe positive terminal ofbattery 28, through conductor 39, the front contact of relay 6, conductor M, the second'front contact of normally closed relay 6, conductor 42, the coil of relay 3|, conductor 43, normally closed key 30, conductor I42, and conductor 44 to common negative 48. a

The closure of relay 3I closes a locking circuit for relay 3I through the coil of relay 3 I, conductor 43, key 30, and conductor 44 to negative side of battery 26, and from the coil of relay 3|, through conductor 45, the upper front contact of relay 3 I, conductor 46, the'upper front contact of relay 9a, which is operated in conjunction with relay 9 (as will be brought'out later in the specification), conductor 41, battery 26, and conductor 48 to common negative 40.

This locking circuit is broken only by the opening of relay 9a in a manner which will be apparent after a study of the specification, or by opening key 39 which may be placed at anypoint along the right of way as desired.

The circuit for the brake actuating mechanism I9 is from mechanism I9, through conductor 49, front contact of relay 31, conductor 50, battery 21, and conductor 5I, back to mechanismul9. The normal condition of the brake operating mechanism is with the circuit closed, a release of the circuit through the opening of relay 31 moving the mechanism to an operative condition to set the brakes on a train passing over said mechanism. The relay 31 is designed to be held closed when either relay 34 or relay 36, or both,'are operated, the alternate circuits of relay 31 being as follows: First,-With relay 36 closed. and relay 34 open: from common negative 40, through conductor 52, coil of relay 31, conductor 53, lower front contact of relay 36, conductors 54, 55, 56, 41, battery 26, and conductor 48 to common negative 40; Second,-'-With relay 36 openand relay 34 closed: from common negative 40, through conductor 52, coil of relay 31,"conductors 53, 51, lower front contact of relay 34, conductors 55, 56, 41, battery'26, and conductor 48 to common negative 40. With both relays 34 and 36 closed both the above circuits would act to hold relay 31 operated.

As the train enters track section B it shortcircuits the circuit of relay 8 by the wheels and axles of the cars. The circuit of relay 8 is from track battery I, through rail 59, conductor 60,

the coil of relay 8, conductor 6|, and rail 62 back to battery I.

The circuit for relay 36 is from common nega-- tive 40, through conductors 44, 63, 64, the coil of relay 36, conductor 65, across the first pair of contacts of switch 22 when the track switch 4 is in sidetrack position, conductor 66 across the sec-' and front contact of relay 33, conductor 61, the third front contact of relay 9, and through conductor 68 to positive battery at X. The circuit for relay 34 is from common negative 48, through conductors 44, 63, 69, 10, the coil of relay 34, conductor II, the second pair of contacts on switch 22, when the track switch 4 is in mainline position, conductor 12, the second front contact of relay 32, conductor 13, the second front contact of relay 9, conductor 14, the front contact of relay I0, and conductor to positive battery X.

The circuit for signal II is through relay 36, and for signal I2 through relay 34, the circuits for said signals being as follows: Signal .2 from common negative 40, through conductors 44, 63, 69, 16, 11, signal I I, conductor 18, first front contact of relay 36, conductors 19, 54, 55,56, and 41 to the positive pole of battery 26. Signal I2: from, common negative 40through conductors 44, 63, 69, 16, 89, signal I2, conductor 8|, the first front contact of relay 34, conductors 82, 55, 56, and 41 to the positive terminal ofbattery 26.

It will be noted that the circuit for relay 34 as previously described which relay controls signal I2, passes through switch 22 when said switch is in mainline position, the second front contact of relay 32, the second front contact of relay 9, and the front contact of relay I 8. Relay I0 is the track relay 3 being from track battery 3, through rail 86,'conductor 84, the coil of relay I8, conductor 85,'and rail 83, back to battery 3. Relay I8is closed except when a train occupies track section D, which shorts out relay I0 and opens the circuit for signal I2, moving it to a biased or stop position. Relay 9 is the and the circuit therefor is through rail 90, conductor 86, the coil of relay 9, conductor 89, and rail 81, back to battery 2. This relay is also normally closed and is opened by the presence of a train on track section C in the same manner as relay Ill. The relay 9a is controlled by a front contact of relay 9, the circuit for relay 9a passing from battery 24, through conductors III], I99 and I08, first front contact of relay 9, winding of relay 9a, and conductors 48 and 49 back to battery 24. The switch 4 is actuated by motor 2I, which motor is controlled by the following circuits, which circuits may be termed norrnal and reverse, respectively. The normal'circuit, which, when completed, moves track switch 4 and. switch 22 to mainline position is from common negative 40 through conductor 9|, the field 92 of the motor, conductor 93, the fourth front contact of relay 32, conductor 94,'the commutator 96 of the motor, conductor 96, the fourth back contact of relay 33, conductors 91, 98, the front contact. of relay 23, and. conductor 99, to the positive terminal of battery 25. This normal circuit, it will be noted, requires that relays 23 and 32 be closed and relay 33;open. The reverse circuit is as follows-from common negative 40 through conductor 9|, the field 92, conductor I08, the fourth front contact of relay 33, conductor 96, armature 95, conductor 94, the fourthback contact of relay 32, conductor IllI, conductor 98, the front contact of relay 23, and conductor 99 to the positive terminal of battery 25. The complefor track section "D, the circuit therefor tion of the reverse circuit moves track switch 4 and switch 22 to sidetrack position. Relay 23 must be closed before either the normal or reverse circuits can be closed. Relay 23 is of the delayed closing type, wherein there is a time interval between the energizing of the relay and the actual actuation thereof. The circuit forrelay 23 is from common negative 40, through conductor I02, the coil of relay 23, conductor I03, the switch I5, which operates in conjunction with signal II, conductor I64, switch I6, which operates in conjunction with signal I2, conductor I05, switch I8, which operates in conjunction with signal I4, conductor I06,'switch I1 which operates in conjunction with signal I3, conductors, I01, I08, I09, and I I0 to the positive terminal of battery 24.

The circuit for relay 32 is, from common negative 40, through conductor III, the second back contact of relay 3|, conductor II 2, the coil of relay 32, conductor II3, the first back contact of relay 33, conductors H4, H5, the second front contact of relay 9a, conductors H6, 56, and 41 to the positive terminal of battery 26. The circuit for relay 33 is from common negative 40, through conductor III, second front contact of relay 3|, conductor 1, coil of relay 33, conductor IIB, first back contact of relay 32, conductors 9, I I5, the second front contact of relay 3a, conductors H6, 56, and 41 to the positive terminal of battery 26.

The circuit for signal I4 is from common negative 40, through conductors I20, I2I, I22, signal I4, conductor I23, the front contact of relay 35, conductor I24, and conductor I I0, to the positive terminal of battery 24. The circuit for signal I3 is from common negative 40, through conductors I20, I2I, I25, signal I3, conductor I26, the front contact of relay 38, conductors I21, I09, and M0 to the positive terminal of battery 24.

The circuit for relay 35, which controls the operation of signal I4, is from positive terminal X, through conductor I28, the first front contact of relay 8, conductor I29, the third front contact of relay 9a, conductor I30, the fourth pair of contacts of switch 22 when the switch is in the main line position, conductor I3I, the third front .contact of relay 32, conductor I32, the coil of relay 35, conductor I33, the fourth front contact of relay 9, conductor I34, and I20 to common negative 40.

The circuit for relay 36, which controls the..operation of signal I3, is from the positive terminal X, through conductor I28, the first front contact of relay 8, conductor |29,'the third front contact of relay 9a, conductor I30, conductor I36, across the third pair of contacts of switch 22 when the switch is in a sidetrack position, conductor I31, the third front contact of relay 33, conductor I38, the coil of relay 38, conductor I39, the fourth front contact of relay 9, conductor I34, and conductor I20 to common negative 40.

Operation Consider that a train is approaching from the right over main line track A, B, C and that the engineman desires to enter the side track E, 'F by means of switch 4. The device I carried by the locomotive is positioned so that a magnetic field generated thereby shall pass in proximity to the electro-magnet 5. As this field passes the electro-magnet 5, the lines of force of the magnetic field induce a current into the coils of electro-magnet 5 to operate the relay 6. Closure of the contact of relay 6 completes the pick-up circuit previously traced for relay 3|. The closure of relay 3| then completes the locking or stick circuit previously traced for this relay.

This locking circuit is broken only by the opening of relay 3a, or manually by means of key 30 placed along the right of way as desired.

Should a relay 34 governing the movement of signal I2 and a relay 36 governing the movement of signal II, both be tie-energized when the oncoming train is still on track A, thus moving signals II and I2 both to the stop position, arelay 31, normally energized, would be opened and cause the brakes to be applied and the train to be stopped by cooperation with associated ap,- paratus carried by the train. The relays 34 and 35 would both be open under either of two conditions: first with the track switch 4 in side track position, thereby opening the circuit of relay 34 through'the second pair of contacts 22, and at the same time with relay 8 open thereby opening the circuit of relay 36 through its third front contact; and second the switch 4 being in main line position thus opening the circuit of relay 36 through the first pair of contacts 22 and at the same time either relay 9 or relay I 0 open thereby opening the circuit of relay 34.

A relay 32, which may be termed the normal relay, was held energized through the lower back contact of relay 3| before relay 3| was energized, and through the upper back contact of a relay 33, which may be termed the reverse relay. When relay 3| wasenergized as previously explained, normal relay 32 was released, opening its front contacts and closing its back contacts. This opened the circuit controlling the forward movement of switch operating motor 2|, at the same time, the reverse motor control circuit, through relay 33, was placed in condition to be closed through the upper back contact of relay 32 and lower front contact of relay 3|, as soon as time relay 23 is energized in a manner to be described in the following paragraph. When time relay 23 is energized, it completes the circuit through the motor 2| in'a manner to reverse it, thereby causing switch 4 to be moved to the side track position and, upon the completion of the switch throwing operation, the closure of the upper and the third pairs-of motor operated contacts 22.

Opening of the second and third front contacts of normal relay 32 causes the release of relays 34 and 35, respectively. The opening of relay 34 causes signal I2 to move to the stop position, and the opening of relay 35 causes signal I4 to move to the stop position. The moving of these signals to the stop position closes the contacts I6 and I8, respectively. Signal 1 I is held in stop position when motor contacts 22 are in main line position, the upper pair of contacts 22 being open, since this opens the circuit for relay 35. Signal I3 is also held in stop position when track switch 4 is in main line position, since the third pair of contacts 22 are then open, thus opening the circuit through relay 38 governing signal I3.

The opening of relay 32, therefore, brings all the signals, II, I2, I3, and I4, to the stop position, closing their associated contacts I5, |6, I1, and I 8 and energizing relay 23 which, after a predetermined time interval, closes and completes the reverse circuit through motor 2| to throw switch 4 to side track position. If the switch throwing operation is completed and the upper and the third pairs of contacts 22 are thereby closed, the circuit for relay 36 which controls signal I3 is completed through the third front contact of relay Y33 and the third pair of contacts 22, moving signal I3 to the proceed" position. At

the same time, the circuit for relay 36 which controls signal H is completedthrough the upper pair of contacts 22, the second from contact of relay 33, and the thirdfront contact of relayy9. The moving of signal H to 'proceed position opens contact l5 and returns time relay 23 to normal.

When the train passes signal I 'onto track circuit C, track relay 9 opens, which, opens the circuit of relay 9a also. This opens relay 36 returning signal H to stop position, and also opens the locking circuit for relay 3|, by opening the upper front contact of relay 9a, thereby opening the reverse relay 33.

The opening of the lower front contact of relay 3| also opens the circuit of reverse relay 33 at another point, and the closing of the lower back contact of relay 3| places normal relay 32 in condition to be energized as soon as the train passes track circuit C to cause relays '9 and 9a to close again.

The opening of relay 33' opened the circuit of relay 36 at another point. Signal |3 was moved to the stop position upon the opening of relay 8 when the train entered B track circuit, and is held openthrough' relay9a when the train enters C track circuit; All of signals |2, |3, |4, are in the stop position at this time and the=circuit of relay 23 is complete through contacts l5, l6, l1, and I8.

As soon as the train clears track circuit C relays 9 and 9a close, thereby completing the circuit of normal relay 32 tocause it to operate. The operation of relay 32 closes the normal motor circuit from positive battery through the contact of time relay 23, the lower back contact of reverse relay 33, the motor armature, lower front contact of relay 32, the motor field, and thenceto negative battery. This moves the track switch 4 to main line position, closing the circuit for relay 35 through the lower pair of contacts 22, which moves signal M to proceed position and also closes the second pair of contacts 22 in the circuit for relay 34, permitting this relay to become energized when the front contact of relay ID has been closed and when other traffic conditions by which relay 34 is controlled are suitable.

To move out of the'side track an electro-magnet similar to 5 energized by an induced'current may be used to re-operate the system, or a manually operated key 29may be placed adjacent the right of way as desired and closedtooperate the system. The pick-up circuit for relay 3| controlled by key 29 passes from battery 26, through wire 4T,'upper front contact of relay 9a, wire, 46, key 29, winding of relay 3|, wire 43, key 30, and wires M2, 40 and 48 back to battery 26.

If, after energizing relay 6 and starting the syst'ern to operate, it should be desired to proceed on the main line, opening of key 3|] will return the system to normal, bringing track switch 4'back to main line position.

It will be seen, from the preceding, that the system covered by the invention provides a safe and positive means for operating a switch from a moving train, and one which may be used in cooperation with existing apparatus used in manipulating trains. An important feature lies in the fact that the system may be installed without the necessity of providing cumbersome, extraneous apparatus carried by the locomotive or train.

What I claim is: 1. A railroad switch'operating system comprising a switch, a signal governing train'c over the same, means on the train co-operating inductively with means on the roadside to'oprate said switch and effective only when said signal indicates stop.

2. A railroad switch operating'system, comprising a signal governing traffic over the switch, mechanism for opening the switch operative only whensaid signal indicates stop, a device controlling the operation of the mechanism, and

train carried means controlling the operation of said device. V

3. A railroad switch operating system comprising a signal governing trafllc over the switch, mechanism for opening the switch operative only when said signal indicates stop, a relay controlling the operation of saidmechanism, andinductive means controlling the operation of said h relay.

4. A railroad switch operating system compris ing a signal governing trafiic over the switch, mechanism for operating said switch, a device controlling the operation of said mechanism, and

train operated inductive means controlling the operation of said device, said mechanism being operative to open said switch only when said signal is at stop and said device is energized.

5. In combination, a stretch of railway track, a traffic governing device associated with said stretch, a railway vehicle, a manually controllable device carried on said vehicle, a stick relay, a pickup circuit for said relay controlled by said manually controllable device, a stick circuit for said relay controlled by track circuit conditions in said stretch, and means controlled by said relay for controlling said traffic governing device.

' 6. In combination, a stretch of railway track comprising a first section and a second section, a

track switch in said first section, a railway vehicle,

a manually controllable device carried on said vehicle, a stick relay, a pick-up circuit for said relay controlled by said manually controllable device and by traffic conditions in said second'section, a stick circuit for said relay controlled by trafiic conditions in said first section, and means controlled by switch. i

'7. In combination, a stretch of railway track comprising a first section and a' second sectio'n as said relay for controlling said well as a third section, a track switch in said first section, a railway vehicle, a manually controllable device carried on said vehicle, a'trackway device located in said third section and controlled by saidmanually controllable device, astick relay, a pick-up circuit for said relay controlled by said trackway device and by track circuit conditions in said second section, a stick circuit for said relay controlled by track circuit conditions in said first section, and means controlled by said relay for controlling said switch.

8. In combination, an electrical device, a stick relay, a manually controllable device, a second manually controllable device, a pick-up circuit for said relay controlled by said first manually controllable device, a stick circuit for said relay controlled by said second manually controllable device, means controlled by a front contact of said relay for controlling said electrical device in a given manner, and means controlled by a back contact of'said relay for controlling said electrical device in a second given manner.

9. In combination, a stretch of railway track, a governing device for controllingtrafflc movements in said stretch, a railway vehicle, a manu-,

point along said stretch, means'controlledbv said (5 first manually controllable device for operating said governing device in a given manner, and means controlled by said second manually controllable device for operating said governing device in a second manner.

10. In combination, a railway track switch, a signal for governing traffic movements over said switch, a control circuit for said signal, a locking relay controlled by trafiic conditions and by said signal control circuit, a second locking relay controlled by said first locking relay and by traflic conditions, and means controlled by said second locking relay for controlling said switch.

11. In combination, a stretch of railway track containing a switch, a vehicle movable over said stretch, a trackway device located along said stretch, a magnet carried on said vehicle and movable into a first or a second position on said vehicle so as to be in inductive relation or out of inductive relation respectively to said trackway device when said vehicle moves over said stretch, and means controlled by said trackway device for operating said switch from a first to a second position if and only if said magnet is in inductive relation to said trackway device when said vehicle moves over said stretch.

12. In combination with a section of railway track including a track relay and provided with a trafiic governing device, governing means controlled manually from a remote point, a stick relay having a pickup circuit and a stick circuit one controlled by said governing means and the other controlled by said track relay, and an operating circuit for said device distinct from said pickup and stick circuits and controlled by said stick relay.

13. In combination, a section of railway track provided with a trafiic governing device and with a track circuit including a track relay, a manually operable device, a second manually operable device, a stick relay having a pickup circuit controlled by said first manually operable device but not by said track relay and having a stick circuit controlled by said second manually operable device and by said track relay, and means controlled by said stick relay for controlling said traflic governing device.

14. In combination, a section of railway track provided with a traffic governing device and provided with a track circuit including a track relay, a second section of track adjacent said first section provided with a second track circuit including a second track relay, a manually operable device, a stick relay, a pickup and a stick circuit for said stick relay one of which is controlled by said manually operable device and by said second track relay and the other of which is controlled by said first track relay, and means controlled by said stick relay for controlling said trafic governing device.

15. In combination, a section of railway track provided with a traific governing device and provided with a track circuit including a track relay, a second section of track adjacent said first section provided with a second track circuit including a second track relay, a manually operable device, a stick relay, a pickup and a stick circuit for said stick relay one of which is controlled by said manually operable device andby said first track relay and the other of which is controlled by said second track relay, and means controlled by said stick relay for controlling said traffic governing device.

16. In combination, a section of railway track provided with a traffic governing device andprovided with a track circuit including a track relay, a second section of track adjacent said first section provided with a second track circuit including a second track relay, a manually operable device, a second manually operable device, a control relay, a first and a second circuit for energizing said control relay one of which is controlled by said first track relay and by said first manually cperable device and the other of which is controlled by said second track relay and by said second manually operable device, and means controlled by said control relay for operating said traific governing device.

17. In combination, a section of railway track provided with a railway trafiic governing device and with a track circuit including a trackrelay, a manually operable device, a second manually operable device, a stick relay having a pick-up and a stick circuit one of which is controlled by said first manually operable device and by said track relay and the other of which is controlled by said second manually operable device, and an operating circuit for said traflic' governing device distinct from said pick-up and stick circuits and controlled by said stick relay for controlling said traffic governing device.

' HARRY E. BRASHARES.

Images