US1581605A - Electrically-operated switch system - Google Patents

Description

April 20 1926.

S. S. STOLP ELECTRICALLY OPERATED SWITCH SYSTEM F1 led vNov.

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Patented Apr. 20, 1926.

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SAMUEL S, STOLEP, 0F MANSFIELD, OHIO, ASSIGNOR TO THE OHIO BRASS COMPANY, OF MANSFIELD, OHIO, A CORPORATION OF NEW JERSEY.

ELECTRICALLY-GPERATED SVVI'iCH SYSTEM.

Application filed November T 0 (ZZZ 10720122 it may 6071067771.

Be it known that l, SAMUEL S. S'roLr, a citizen of the United States of America, residing at llfansfield, in the county of Richland and State of Ohio, have invented certain new and useful Improvements in an Electrically-Opcrated Switch System, of which the following is a specification.

My invention relates to electrical systems and particularly to that class of systems adapted to automatically position the track switch from a moving vehicle so that the vehicle will be switched in a predetermined direction at the will of the ope 'ator of the vehicle.

One object of my invention is to produce a system as simple as possible to selectively operate the track switch.

Another object of my invention is to prevent the application of current to certain operating parts beyond a predetermined time so as to avoid injury to such parts, as by the burning out of said parts.

Another object of my invention is to permit of the application of the operating current to certain parts for a sufhcient time to operate thev same, as for instance, a sufficient time to fully saturate certain solenoids or other electrical means, as for instance, an electric motor, which moves the track switch.

Still another object of my invention is to prevent operation of the switch, after a predetermined timc, by the vehicle first opera ting it, that is, after the device has been operated to the proper position and after the saturation of certain parts has been accomplished.

Still another objectf my invention is to allow a plurality of vehicles to pass a pre determined point without changing the position of the switch from that set by the leading vehicleand before the leading vehicle has passed the switch.

The system is so arranged that it may be operated by the motorman when he reaches a certain predetermined point by placing his controller in either an on or an ofl lposition, depending upon the direction in which he wishes to operate the track switch. In a device of this class it is usual to so arrange the operating parts that the track switch will be moved into a straight position if the car gasses the predetermined point with the controller in the off position, or, as it is usually stated, in the power elf position.

If the vehicle passes the predetermined point with the controller in the on position, that is, power on the track switch will be posi tioncd to carry the vehicle around a curve. The predetermined point referred to is that point where an overhead contactor or contact pan is positioned in advance of the track switch and which is engaged by the current collector on the vehicle.

Further objects and advantages of my invention will disclose themselves to those skilled in the art as the further description of my invention proceeds, and when read in conjunction with the drawings accompanying this specification.

In the accompanying drawings:

Fig. 1 shows a diagrammatic arrangement of my improved system in its normal condition, that is, prior to or following its operation by the motorman on a moving vehicle with the exception, however, that the track switch tongue may be in either one or the other of its two positions (straight or curve).

Fig. 2 shows the relation of the parts immediately following the application of current to the system by the motorman throwing his controller to the power on position in order to operate the track switch to move the vehicle around a curve, and shows the track switch as thrown to the curve.

Fig. 3 shows the relation of parts which the system will assume immediatelyafter the current collector engages the contact pan and the motorman has his controller in the power off position. The relation is the same as shown in Fig. 1. If the switch tongue was positioned asin Fig. 2 before the current collector engaged the contact pan the tongue would be moved to the position shown in Fig. 3.

Fig. 4 shows the relation of the parts should the vehicle step beyond a'predetermined time, with the current collector in engagement with the contact pan, or should the current collector move across the contact pan very slowly so that the collector has not disengaged itself from the contactpan prior to the predetermined time limit for the application of current to the parts.

Fig. 5 is a diagrammatic view showing those parts and circuits only on an electrically operated vehicle which affect, or by means of which, the track throwing system may be; operated. i

Fig. 6 shows the relation of the current collector to the contact pan and the trolley as the current collector passes the contact pan.

In the system shown in Fig. 1 I employ a contact pan 1? provided with two parallel contact members 1 and 2 which are spaced apart and normally insulated from each other. The contact pan is mounted upon the trolley wire 3 with the members 1 and 2 spaced therefrom. The members 1 and 2 are so positioned with respect to the trolley wire 3 which may be continuous, as indicated by the dotted line, that they are insulated from the trolley wire and will prevent the engagement of the current collector W from engaging with the trolley wire while the current collector is in engagement with the members 1 and 2 (see Fig. (5).

Connected to the trolley wire and to the contact member 2 is a coil 4 of an electrically operated switch S. The winding on this coil is so proportioned that the switch member 5 will not be operated by the coil unless the vehicle passes the contact pan P with power on.

Referring to Fig. 5, when the current collector engages the members 1 and 2 there are several possible sources of flow of current from the members 1 and 2 to the ground, as for instance, one is through the heater elements H, another is through the light circuit L, another is through the air compressor circuit A, another is through the operating motor M under the control of the motorman through the controller C. At certain times the elements H, L and A are always in circuit between the current collector 1V and the ground G and the current will then be flowing through these elements, and as they are usually in parallel the current supplying them is accumulative and may be of considerable value. The current flowing through the motor M is always under control of the motorman through the medium of the controller C, that is, he is always in a position to permit or prevent at will current flowing through the motor M which operates the vehicle. This current is usually of very high value as compared with the current which may flow through the ele ments H, L, A, etc.

In designing the winding of the coil 4, the fact must be taken into consideration that there may be at all times current flowing through the elements H, L and A and so design the winding 4 that the switch-arm 5 will not be operated by the coil 4 except when the motorman applies current to the motor M. It will be noted that there is one, or more, paths by which the current from the trolley wire may flow to ground by way of the vehicle. It now, the collector W engages the members 1 and 2 and the circuits are complete through the members H, L and A, but the controller C is in the power oil position current will then low from the trolley wire 3 through the conductors (5 and 7, the coil 4, the conductors 8 and 9, the member 2, the collector 1V, pole T and members H, L and A to the ground G. Should the coil 4 not be wound properly the current flowing would cause the switch-arm 5 to be raised which is not desired with power oil' operation. 11, while the collector ll is engaging the members 1 and 2 and the 1nen1- bers H, L and A are switched otl, the motorman should operate his controller to the power on position, current would then flow from the trolley wire 3 through the elements 6, 7, 4, 8, 9, 2, V, T, C and M, to ground. It the coil 4 is properly designed, this current will be sutlicient to operate the switch-arm 5 which is desired with power on operation. From this it will be seen that the switch-arm 5 is operated only when the controller C is in the power on position. \Vhen the collector W engages the members 1 and 2 these members will be short circuited or electrically connected by the collector lV and the member 1 will be then connected to the trolley wire through the elements 2, 9, 8, 4, 7 and 6.

To operate the switch tongue 10 I employ two solenoids 11 and 12 each having one terminal connected to the ground G and the other terminal connected to one of the contacts 13 and 14 of the selector switch S. The solenoid 12 is connected to the contact 13 by the conductor 15 and the solenoid 11 is connected to the contact 14 through the conductors, 16 and 17 and the normally closed switch-arm 18. The double solenoids 11 and 12 are provided with a reciprocating plunger which in turn is connected by proper mechanism to the switch tongue 10 and constitutes a reciprocating motor, so that when the solenoid 11 is energized the tongue will be thrown to the straight ahead position, as in Fig. 1, and when the sole-- noid 12 is energized the switch tongue will be thrown to the curve position, as in Fig. 2. The switch-arm 5 is connected to the member 1 by means of the conductors 19 and 20. The switch-arm 5 is normally in engagement with the cont-act 14 which is connected to the coil 11. Therefore, whenever the member 1 is energized by the short circuiting of the members 1 and 2 by the collector V and the motorman engages the pan P with power oil the coil 11 will be energized and move the switch tongue to the straight ahead position. (See Fig. 1.) In order to maintain the switch-arm 18 in a normally closed relation with the contact 21 and in an open relation thereto, after a 1; redetermined time, I employ an operating magnet B which is provided with a core and with two coils 22 and 23 so wound and connected as to have a differential effect and of equal value. One terminal of the coil is normally connected by means of the conductors 24, 25, 3, the coil 4 and the conductors 7 and 6 with the trolley wire, and the other end of the coil 22 is connected to the ground through the conductors 26 and 16, the solenoid 11 and the conductor As the coil 22 is normally connected between the trolley wire and the ground G, current will flow therethrough at all times and it will energize the core and exert a pull upon the switch-arm 18 to maintain it normally in engagement with the contact 21. The coil 23 is connected to the member 1 through the conductors 28 and 20 and to the ground through the elements 26, 16, 11 and 27. As the member 1 is connected with the trolley wire only when the collector W is on the pan, current can flow through the coil 23 only when the collector bridges the members 1 and 2.

The operation of the electro-magne-t with respect to the switch-arm 18 is as follows:

Under normal conditions the coil 22 is energized as explained and the switch arm is attracted into and held in engagement with the contact 21. VVh-en the collector W engages the members 1 and 2 the coil 23 is placed in electrical connection with the trolley wire, but as the switch-arm 18 is also connected to the trolley wire through the bridging of the members 1 and 2 the point of the connection at X is of the same polarity as the connection at Y and Z, and the coil 22 will be ole-energized and the coil 23 will not be energized and the switch arm 18 will drop. (See Fig. 4). In other words, the bridging of the members 1 and 2, so to speak, places the trolley at both terminals of the coils 22 and 23, or in other words, they are short circuited. Immediate ly upon the arm 18 disengaging from the terminal 21, the short circuit is removed from the terminals of the coils 22 and 23 and current will flow through each, but in dilferent directions, and they will, therefore, have a diiferential eiiect upon the energizing of the core of the magnet B. Therefore, the switch-arm 18 will remain out of engagement with the contact 21 and the circuit from the member 1 to the ground through the solenoid 11 will be maintained 0 en.

The switch-arm 18 will not open immediately upon the closing of the circuit between the members 1 and 2 by the collector V for the reason that the residual magnetism in the core of the electro-magnet B will be sufficient to maintain the switch-arm 18 in its normal position for some time after the bridging of the members 1 and 2. The time between the bridging of the members 1 and 2 and the opening of the circuit between the members 18 and 21 can be varied by means well known to those skilled in the art. One

means would be to have the arm 18, which is of magnetic material, such as iron or steel, make direct contact with the core of the magnet B, and the residual magnetism will hold the arm 18 in position for some time after the short circuiting of the coils 22 and 23. This would give a longer time factor as compared with the placing of a nonn'iagnetic material between the arm 18 and the core of the magnet B to prevent direct engagement of the arm 18 with the core of the magnet B, and by varying the thickness of the interposed material, the time lag in the dropping of the arm 18 may be varied. Another method of retarding the time in which the arm 18 will drop after the bridging of the members 1 and 2, is by mounting a heavy copper sleeve 29 upon the core of the magnet B.

This time lag in the opening of the circuit between the arm 18 and the contact 21 (see Fig. 4) gives sutlicient time for the saturation of the solenoid cores 11 and 12, and by its opening after a predetermined time it prevents the burning out of the solenoid coil 11 by a continuous flow of current therethrough, and this feature is of particular value, as it frequently happens that the vehicle will come to rest with the collector W bridging the members 1 and 2.

The switch-arm 18 is provided with a contact-strip 30, but insulated from the arm 18 by the insulating member 31. Upon the switch-arm 18 dropping, the contact-strip 30 will engage the contacts 32 and 33 thereby bridging or short circuiting the same. The contact 32 is connected to one terminal of the coil 4 through the conductors 34, 25 and 8 and the contact 33 is connected to the opposite terminal of the coil 4 through the conductors 35 and 7. It is evident, therefore, that upon the dropping of the switch arm 18, the coil 4 will be short circuited and therefore rendered inoperative to attract or hold the switch-arm 5. (See Fig. 4.)

This feature of my invention is of particular value as it prevents the motorman throwing the track switch against himself should he come on to the pan P with power off in order to set the track switch for straight ahead and should he stop with the collector W upon the pan. In that case,

when the motorman again started his vehicle he would necessarily do so with his controller set at power on, and this would energize the coil 4, raise the arm 5 and com.- plete the circuit from the trolley wire through the coil 4, and its connections across the collector W to the member 1 and then through the conductors 20 and 19, switcharm 5, conductor 15, coil 12, conductor 27 to ground, thereby energizing the coil 12 and throwing the switch tongue 10 in a position to move the vehicle around the curve. If, however, there is a short circuit placed upon the coil 1 when the vehicle comes to rest with its collector XV bridging the members 1 and 2, the coil 4 cannot be energized when the motorman again starts the vehicle with power on and throw the switch in the wrong direction.

As long as the collector W engages the members 1 and 2 after the predetermined time for the switch-arm 18 to open has e2;- pired, the switch-arm will remain open rcgardless of whether the vehicle is standing or moving. This is due, as already explained, to the ditlcrential action or the coils 22 and 23 after the switch arm 18 has dropped. As soon, however, as the collector has ceased to bridge the members 1 and 2, the member 1 becomes dead and, there fore, no current can flow through the coil 2%}, but continues to low through the coil 22 and, therefore, the coil 22 again energizes .he core of the magnet B and attracts the switch-arn'i 18 into engagement with the contact 21, thus placing the system again in its normal position.

It the motorman desires to take the curve, he will turn his controller to a power on position and as soon as the collector engages the members 1 and 2, a heavy current will tlow through the coil 4 and vehicle motors (and possibly elements- H, L and A) to ground and the switch-arm 5 will be instantly attracted into engagement with the contact 13 and out of engagement with the contact 14E (see Fig. 2). The member 1 will also be instantly placed in electrical connection with the trolley and current will flow through the conductor 20, switch-arm 5, terminal 13, conductor 15, coil 12, conductor 27 to ground and energize the solenoid coil 12 and move the switch tongue to the curve position, if it is in the straight position, as shown in Fig. 2, but if the switch tongue is already in the curve position, it will not be affected. From this, it will be seen that it is not necessary for the motorman to see what position the switch tongue is in, but it is only necessary for him to apply power on or power off, depending upon the direction he wishes to travel. If the motor man intends to take the curve he will engage the pan with power on and there is a very remote possibility that he will stop on the pan with power on. However, should this occur, the arm 18 will drop after the predetermined time has elapsed, thereby opening the circut to the solenoid coil 11 and short circuiting the coil l, hence torcing the arm 5 to drop so that further operation of the switch tongue while on the pan will be prevented.

It the speed of the vehicle is slow enough and the length of the switch pan is great enough such that the arm 18 will drop before the vehicle has passed the pan and the motorman crosses the pan with power on,

to the coil 11 and then short circuit the coil i and force the arm 5 to drop, but the track switch tongue will not be changed from the curve position.

The winding of the coils 22, and 23, is sufiiciently high in ohmic resistance to allow only a small current to flow therethrough which is not su'liicient to operate the coils 41-, 11 and 12.

The switches S and B are usually mounted in a box upon a pole adjacent to the track switch operating means which is located in the ground adjacent the switch tongue 10, and connections lead out from the box to the trolley wire and pan or pans and to the track switch.

There are, of course, modifications which may be made from the disclosure herein made which will still be within the scope of my invention, as "for instance, a rotary mo tor may be employed to operate the tongue in place of the reciprocating motor shown and the conductor 24 may be connected to the conductor 6 or 7 in place of 25 and others will suggest themselves to those skilled in the art.

I claim:

1. In an electrical system described, a trolley wire, a contact pan, a selector switch connected to the pan, electro-n'iagnetic means to operate the switch and having its terminals electrically connected to the trolley wire and the pan, a track-switch, a double solenoid for operating the track switch, circuits connecting the selector switch with the double solenoid and trolley wire, an electrically operated and normally closed cut-out switch in one of the circuits leading from the selector switch to the double solenoid to open said circuit after current has been supplied to the double solenoid for a predetermined time and means cooperating with they cut-out switch to prevent the transmission of current tothe double solenoid over the other circuit leading to the double solenoid after the said predetermined time has lapsed.

2. In an electrical system described, a trolley wire, a contact pan, a selector switch having an operating coil connected to the pan, electro-magnetic means to operate the switch and having its terminals in electrical connection with the pan and the trolley wire, a'track-switch, a double solenoid for operating the track-switch, a circuit provided with branches connecting the solenoids and the pan and having the branches controlled by the selector switch and receive ing current from the trolley wire, a ground for the double solenoid, an electrically operated and normally closed cut-out switch interposed in one of the branch circuits leading to one of the solenoids and arranged to control the transmission of current to both solenoids to prevent the operation of the track switch through energization of its sole noid coils after they have been energized for a predetermined time by opening the said branch circuit and rendering the selector switch coil inoperative.

3. In an electrical system described, a trolley wire, a contact pan, a selector switch connected to the pan, electro-magnetic means having its terminals connected to the pan and trolley wire to operate the selector switch at will, a traclcswitch, a pair of solenoid coils to operate the track-switch in opposite directions as desired, circuits connecting each coil to the selector switch, a ground for the solenoid coils, and means in= terposed in one of the solenoid circuits between the selector switch and the solenoid coil to prevent the energization of either solenoid coil after a predetermined time.

a. A switch operating mechanism comprising in combination, a trolley wire, a contact p an, an electrically operated switch throwing device, a selector switch operated automatically by energizing its operating coil during the movement of a car for transmitting current from the trolley wire to the switch throwing device to operate the said device in the proper direction, and means to render the selector switch inoperative by shunting its operating coil after a predetermined time to prevent transmitting current to the switch throwing device.

5. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector on a car, an electrically operated switch throwing device, a selector switch operated automatically during the movement of the car for transmitting current from the trolley wire to the switch throwing device to operate the said device in the proper direction at the will of the car operator, and electrically operated means to render the switch throwing device inoperative in one direction and to simultaneously prevent operation of the switch throwing device in the opposite direction by rendering the selector switch inoperative from the car.

6. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collcctor on a car, an electrically operated switch throwing device, a selector switch operated automatically during the movement of the car for transmitting current from the trolley wire to the switch throwing device to operate the device in the proper direction at will of the car operator, branch circuits leading from the selector switch to the switch throwing device and an electrically operated means to render the switch throwing device inoperative in one direction by opening the branch circuit controlling the movement of the switch throwing device in said direction after it has been operated in. the said directlon and to prevent the operation of'the switch throwing device in the other direction by rendering the selector switch inoperative.

7. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector on a car, an electrically operated switch throwing device, a selector switch operated automatically during the movement of a car for transmitting current from the trolley wire to the switch throwing device to operate the switch throwing device in the proper direction at will of the car operator, a coil connected to thepan and trolley wire to operate the selector switch, circuits leading from the selector switch to the switch throwing device and electrically operated means to render the switch throwing device inoperative in either direction by first opening one of the circuits thereto and then placing a shunt about the coil operating the se lector switch.

8. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current col lector on a car, an electrically operated switch throwing device, a selector switch operated automatically during the movement of a car for transmitting current from the trolley wire to the switch throwing device to operate the switch throwing device in the proper direction at will of the car operator, a coil connected to the pan and trolley wire to operate the selector switch, circuits leading from the selector switch to the switch throwing device and an electrically operated means to render the switch throwing device inoperative in either direction after a predetermined time by opening one oi the cir cuits thereto and also placing a shunt about the coil operating the selector switch.

9. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector on a car, an electrically operated selector switch having circuits leading to the pan and trolley wire, an electrically operated switchthrowing device, circuits connecting the selector switch and the switch throwing device and electrically operated means to automatically render the selector switch inoperative after the collector has engaged the pan for a predetermined time.

10. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector on a car, an electrically operated track switch throwing device connected to the pan and trolley wire, an electrically operated selector switch electrically connected to the switch throwing device and arranged to operate with power on and power off to position the track switch, and electrically operated means to automatically short circuit and maintain a short circuit upon the selector switch operating means after a predetermined time.

11. A switch operating mechanism comprising in combination, a trolley wire, a

contact pan to be engaged by a current col-' lector on a car, an electrically operated track switch electrically connected to the pan, an electrically operated selector switch interposed in a part of the connections from the track switch to the pan, and an electrically operated cut-out switch also interposed in the connection between the track switch and the pan to short circuit the selector switch operating means after a predetermined time.

12. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector, an. electrically operated track switch with electrical connections leading to the pan, an electrically operated selector switch interposed in the said connections to control the direction of movement of the track switch and electrically operated means to short circuit the selector switch operating means after a predetermined time after the collector has engaged the pan and maintain the short circuit as long as the collector engages the pan.

13. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector, an electrically operated track switch, connections leading from the pan and trolley wire to the selector switch and connections leading from the selector switch to the track switch, a switch for controlling the operation of the selector and track switches after a predetermined time, and consisting of a two coil electro-magnet, a circuit opening and closing armature operated by the magnet for opening and closing one of the connections to the selector switch, a ground con nection for each coil, a connection from each coil to the source of power, the connections to the coils and their connections so arranged that one coil is normally energized and both coils are short circuited when the collector engages the pan and the armature is closing the said connection to the selector switch thereby opening said connection.

1 1. A switch operating mechanism comprising in combination, a trolley wire, a contact pan to be engaged by a current collector, an electrically operated track switch, connections leading from the pan and trolley wire to the selector switch and connections leading from the selector switch to the track switch, a switch for controlling the operation of the selector and track switches after a predetermined time, and consisting of a two coil electro-magnet, a circuit opening and closing armature operated by the electro-magnet for opening and closing one of the connections to the selector switch, a ground connection for each coil, a connection from each coil to the scource of power, the coils and their connections so arranged that both coils act in differential when the collector is in engagement with the pan and the armature is opening the said connection to the selector switch thereby maintaining the said circuit open as long as the collector engages the pan.

15. In an electrical switch operating system, the combination of an electric circuit, a normally closed switch to control the circuit and an electrically operated track switch, a selector switch operable upon the said circuit to control the direction of operation of the track switch and means for opening the said switch controlling the circuit and to also shunt out the selector switch.

16. In an electrical switch operating system, the combination of a divided track switch operating circuit, a selector switch therefor having an operating coil, and a single means opening one of the branches of the switch operating circuit and shunting out the operating coil.

17. In an electrical switch operating system, the combination of a divided track switch operating circuit, a selector switch therefor having an operating coil, a switch controlling one of the branches of the switch operating circuit, means to normally hold the controlling switch closed, means to open the controlling switch after a predetermined time, means to shunt out the said operating coil of the selector switch after the control switch is opened and means to again close thecontrol switch.

18. In an electrical switch operating system, the combination of a divided track switch operating circuit, a selector switch therefor having an operating coil, a normally closed switch for, controlling the switch operating circuit, a single means to open the switch after a predetermined time and shunt out the said operating coil.

19. In an electrical switch operating system, the combination of a divided switch operating circuit leading to said switch and means operating after a predetermined time to open one branch circuit and prevent the closing of the other to render the switch inoperable.

In testimony whereof I aflix my signature.

SAMUEL s. 'sroLr.

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