US2042873A - Kailway traffic controlling - Google Patents

Description

' June 2, 1936. P. F. WILLARD RAILWAY TRAFFIC CONTROLLING APPARATUS 2 Sheets-Sheet 1 Filed Nov. 16, 1934 INVENTOR BY Paul F m'llaldm om 7 0v HIS ATTORNEY P. F. WILLARD RAILWAY TRAFFIC CONTROLLING APPARATUS Jung 2, 1-936.

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A Lam T0 SignalAi La Lanz v m2? E 1 ampY L Yb Signal J Lamp R Lari in T0 Sz qnal I -La mull INVENTOR Y Paul E PVL'Zlard B HIS ATTORNEY Patented June 2, 1936 unireo STATES PATENT OFFICE RAILWAY TRAFFIC CONTROLLING APPARATUS Application November 16, 1934, Serial No. 753,368

15 Claims.

My invention relates to railway traffic controlling apparatus, and particularly to apparatus for safely governing the movements of trains at points where a railway intersects another railway.

I will describe one form of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view illustrating the physical layout of a railway intersection provided with one form of apparatus embodying my invention. Fig. 2 is a vertical sectional view of one of the lever locks illustrated. in Fig. 1, and embodying my invention. Fig. 3 is an enlarged fragmentary vertical sectional view taken on the line IIIIII of Fig. 2, and Fig. 4 is a diagrammatic view showing one form of apparatus embodying my invention arranged for controlling the layout shown in Fig. 1.

Similar reference characters refer to similar parts in each of the figures.

Referring now to Fig. 1, the reference character M designates the track of a railway which intersects the track P of another railway, and over each of which tracks traffic moves in both directions.

The track M is provided with a signal A and a signal Al, each of which, as here shown, is a light signal comprising a caution lamp Y, and a stop lamp R. Extending from the signal A to the signal Al is a track circuit having a battery N at one end and a relay L at the other end. The track M is also provided withtrafiic governing means such as two derails D and E located on opposite sides of the intersection. These derails are governed by an operating mechanism Q of suitable form which, as here shown, comprises a manual lever 9 driving a pinion 8 which meshes with a rack bar I. The rack bar 1 drives the derails D and E through the usual pipe line and connecting cranks. The operating mechanism Qalso includes contacts governed by the position of the mechanism. In the form here illustrated, the rack bar 1 cooperates with a suitable connection to open contact l5 and close contact I by the initial movement of the lever 9 from the normal position (that is when the derails occupy their derailing positions) and to close contact [3 only when the lever 9 is fully reversed (that is, when the derails are withdrawn to their ineffective positions) The operating mechanism Q further includes a lever lock F which looks lever 9 in the normal position, and a lever lock Fl which locks lever 9 in the reverse position. The lever locks F and Fl may be of any suitable construction and one well known arrangement suitable for use with my invention is illustrated in Figs. 2 and 3. Referring (Cl. 2461l4) to these views, the lock F comprises a base ID, for receiving the lever 9 in its normal position, and a movable lever latch 20 for at times preventing withdrawal of the lever. The latch 20 may be fastened by the bail IQ of a padlock, and is operated by a foot pedal 2l which is connected with one end of a plunger 22 normally biased by a spring 23, toward the right as viewed in Fig. 2. The other end of plunger 22 operates a quadrant 2! which is provided with a notch receiving a locking dog 25. The dog 25 is operated by a magnet Sfi through an armature 29 and a lever 25. The quadrant 24 carries a segment 26 cooperating with a member 26 to control contacts 21 and 28.

If the lever 9 is in the normal position and locked by lever lock F, the lever may be unlocked by removing the padlock bail l9. When this is done, spring 23, which has been held under tension through plunger 22, pedal 2|, and the lever latch 2!], drives the plunger 22 to the right. This initial movement of plunger 22 to the right drives quadrant 24, carrying segment 26, to the left sufficiently to drive member 26 upward, opening contact 21 and closing contact 28, and at the same time plunger 22 carries pedal 2| and lever latch 29 downward. The initial downward movement of the lever latch 20 is not sufiicient however to release the operating lever 9 and further movement of the lever 9 is prevented by locking dog 25 resting in the notch in the quadrant 24. When current is applied to operating winding 30, as will be explained hereinafter, the movement of armature 29, raises locking bar 25 to which is attached the locking dog 25, sufiiciently to release the quadrant 24. The pedal 2| is now free to be depressed to a point which permits sufficient downward movement of lever latch 20, torelease operating lever 9. Plunger 22 is now biased to the left by spring 23 and when pressure is removed from pedal 2|, the plunger 22 moves to the left to a position of equilibrium, thereby driving pedal 2l and lever latch 20 upwards to the locking position. The lever 9 can be returned to its normal position, however, since lever latch 20 is free to move as long as locking dog 25 is held out of engagement with the notch in quadrant 24.

Lever lock Fl is similar to lock F described above but is not provided with a padlock, nor with contacts corresponding to 21 and 28.

The track P is provided with a home signal I and a home signal J, each of which, as here shown, is a light signal comprising a caution lamp Y, and a stop lamp R. The track P is also provided with a distant signal H and a disrelay for the signals A and AI.

tant signal K, each of which, as here shown, is a light signal comprising a proceed lamp G, and a caution lamp Y.

Fig. 4 illustrates the circuit arrangement for controlling the apparatus shown in Figs. 1-3, inclusive, and includes relays XI and ZI which are repeating relays for relays X and Z, respectively, which are control relays for the signals K and H, respectively. Relay W is the control relay for the signals J and I, and relay V is the control The apparatus also includes a stick relay S and a time element device here shown as a thermal relay T.

The proceed and caution lampsG and Y on signal K are controlled by a contact of the relay X. The proceed and caution lamps G and Y on signal H are controlled by a contact 47 of the relay Z.

The caution and stop lamps Y and R on signals A and AI are controlled. by a contact 31 of the relay V. The caution lamps Y and the stop lamps R on signals J and I are controlled by contacts 40 and 4I, respectively, of the relay W.

The relay XI is provided with a circuit which passes from terminal B of a source of current, through back contact 44 of relay X, and relay XI to a terminal C of the same source of current. Likewise the relay ZI is provided with a circuit which passes from terminal B, through back contact 46 of relay Z, and relay ZI to terminal C.

The relay X is provided with a circuit which passes from terminal B, through a front point of contact 38 on relay W, and relay X to terminal C. Likewise relay Z is provided with a circuit electric lock F, contact I5 on rack and pinion device Q, back contact 34 of relay S, and relay W to terminal C. The relay V is provided with a circuit which passes through contact I3 on rack and pinion device Q, and relay V to terminal C.

The reverse electric lock PI is provided with a circuit which passes from terminal B, through front contact 3| of track relay L, contact I4 on rack and pinion device Q, and operating winding 30 of lever lock FI to terminal C.

The normal electric lock F, the thermal relay T, and the stick relay S are provided with a circuit which passes from terminal B, through a back point of contact 38 on relay W, contact 28 on electric lock F, front contact 43 of relay ZI, front contact 42 of relay XI, and thence; for lock F, through front contact 33 of relay S, back contact 36 of relay T, and operating winding 36 of lock F to terminal C; for relay T, through a back point of contact 32 on relay S, and relay T to terminal C; for the pick-up of relay S, through a front contact 35 of relay T, and relay S to terminal C; and for the holding of relay S, through a front point of contact 32 on relay S, and relay S to terminal C.

I will now assume that a train on the track M desiring to proceed over the intersection approaches from the right as viewed in Fig. 2. The derails D and E are in the derailing position. signals A and AI are displaying the stop indication, signals K and H are displaying the proceed indication, and signals J and I are displaying the caution indication. The train comes to a stop at signal A due to the stop indication. A trainman proceeds to the crossing on foot and upon observing no train approaching on the track P unlocks and removes the padlock from the normal electric lock F. The removal of the bail of the padlock, as previously described, opens contact 27 and closes contact 23. The opening of contact 21 releases relay W which in turn releases relays X and Z. The releasing of relay W causes signals J and I to display the stop indication and the releasing of relays X and Z causes signals K and H to display the caution indication. The releasing of relays X and Z also energizes relays XI and ZI respectively. The energization of relays XI and ZI completes a circuit for the energization of relay T. After a predetermined length of time the heating element of relay T actuates a contact 35 which closes the pick-up circuit for relay S. The energization of relay S closes its own stick circuit and opens the control circuit for relay T. Upon the cooling of the heating element of relay T a back contact 36 of relay T recloses, thus completing the circuit for the energization of normal electric lock F. The trainman now depresses foot pedal 2i which: moves lever latch 20 downward suficiently to permit the release of operating lever 9. The trainman next reverses lever 9, which rotates pinion 8, engaged in rack '6, thereby moving rack l upward, which, through a connection 6, a crank 5, a pipe 4, a crank 3, and a connection 2, drives the derail D to the non-derailing position. The derail E is similarly driven to the non-derailing position through a connection I8, a crank I7, and a pipe I6 connected to crank I5. As soon as rack 7 reaches the reverse position, contact I3, as previously described, is closed and the control circuit for relay V is completed. The energization of relay V causes signal A to display the caution indication and the train proceeds over the intersection.

The object of the time interval between the placing of the home signals of the track P in the stop position and the actual clearing of the derails, is to prohibit a train on the track M from moving over the intersection directly in the face of a train which has accepted and passed the proceed distant signal of the track P. 7

As soon as the train enters the track circuit, the shunting action of the wheels and axles will release the track relay L. The release of relay L will open the circuit for the reverse electric lock FI, it having previously been energized by the closing of contact I4 on rack and pinion device Q, thereby preventing the restoration of the.

derails D and E, with a possible derailing of at least a portion of the train, while any portion of the train is on the track circuit.

When the entire train has passed out of the track circuit, the track relay L is picked up, energizing the reverse electric lock FI and permitting the trainman to restore the operating lever 9 to the normal position, which places the derails D and E in the derailing position and opens the control circuit for relay V. The deenergization of relay V causes the signals A and Al to again display the stop indication. When the trainman replaces the padlock of the normal electric lock F, the stick relay S is released, thereby releasing the normal electric lock F and energizing relay W. The energization of relay W causes the signals I and J again to indicate caution and energizes relays X and Z, which in turn cause signals H and K again to indicate proceed.

The movement of a train from the left on the track M over the intersection is accomplished in' the same manner as that described for a train moving from the right.

With the apparatus in itsnormal condition as .shown in the drawings, trafiic on the track P is permitted to move in either direction over the intersection without restrictions other than those imposed by the home signals I and J which are displaying caution and the distant signals K and H which are displaying proceed. Since the signals I and J will display the stop indication and signals K and H will display the caution indication immediately upon the removal of the padlock from lock F or upon the movement of the lever 9, and will continueto display such restrictive indication until the padlock and lever B are each returned to their normal condition, the movement of trailic on the track M over the intersection is protected against conflicting movements of trafiic on the track P. Under normal conditions the movement of traffic on the track P is protected against conflicting movements on the track M by the presence of the derails D and E.

From the foregoing description it will be seen that I have provided a reliable and economical means for governing the movement of trains at points where one railway track intersects another railway track. My invention is particularly adapted for, though not limited to, use at intersections at which one railway is a main line and the other railway is a branch line. A minimum of restriction is imposed on the traffic traversing the main line yet such trafiic is fully protected again conflicting movements on the branch line. The trains on the branch line are, before proceeding over the intersection, required to stop at a predetermined distance from the intersection, send a trainsman ahead to the intersection, and consume a given time interval between the removal of a padlock from a normal electric lock and the actual placing of the derails in their non-derailing condition. Furthermore, my invention pro-- vides a reverse electric lock for locking the derails in 'the non-derailing condition, which lock cooperates with a track circuit on the branch line so that the derails cannot be returned to their derailing condition while the track circuit is occupied.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a first railway track intersected by a second railway track, a derail for said second track, a manual device for operating said derail, contacts actuated by and corresponding to the positions of said device, a track circuit including a track relay for said second railway track, a normal electric lock for said device, a padlock for locking said device in the normal position, contacts actuated by the removal of said padlock, a reverse electric lock for said device, a home signal controlling traffic on said first track, a relay for controlling said home signal, a distant signal for controlling trafiic on said first track, a relay for controlling said distant signal, a relay for repeating said distant signal control relay, a signal for controlling trafiic on said second track, a relay for controlling said signal on said second track, a stick relay, a thermal relay, a circuit for said home signal control relay including a normally closed contact opened by the removal of said padlock, a normally closed contact actuated by said device, and a back contact of said stick relay, a circuit for said second track signal relay including a normally open contact actuated by said device, a circuit for said reverse electric lock including a front contact of said track relay and a normally open contact on said device; a circuit for said thermal relay including a back contact on said stick relay and means, including a back contact of said home signal control relay, a normally open contact closed by the removal of said padlock, and a front contact of said distant signal repeater relay; a pickup circuit for said stick relay, including said means and a front contact of said thermal relay; a stick circuit for said stick relay, including said means and a front contact of said stick relay; and a circuit for said normal electric lock, including said means, a front contact of said stick relay and a back contact of said thermal relay.

2. In combination, a first railway track intersected by a second railway track, a derail for said second track, a manual device for operating said derail, a normally closed contact actuated by said device, a normal electric lock for said device, a padlock for locking said device in the normal position, contacts actuated by the removal of said padlock, a home signal controlling trafiic on said first track, a relay for controlling said home signal, a stick relay, a thermal relay, means for energizing said thermal relay including a normally open contact closed by the removal of said padlock and a back contact of said stick relay, a pick-up circuit for said stick relay including said normally open padlock contact and a front contact of said thermal relay, a holding circut for said stick relay including said normally open padlock contact and a front contact of said stick relay, and a circuit for said home signal control relay including said normally closed contact on said device and a normally closed contact opened by the removal of said padlock as well as a back contact of said stick relay.

3. In combination, a first railway track intersected by a second railway track, a derail for said second track, a manual device for operating said derail, a normally open contact actuated by said device, a track circuit including a track relay for said second track, a normal electric lock and a reverse electric lock for said device, time controlled means for governing said normal electric lock, and a circuit for said reverse electric lock including a front contact of said track relay and said normally open contact actuated by said device.

at. In combination, a first railway track intersected by a second railway track, a derail for said second track, a manual device for operating said derail, a normal electric lock for said device, a padlock for locking said device in the normal position, a normally open contact actuated by the removal of said padlock, a home signal controlling traffic on said first track, a relay for controlling said home signal, a distant signal for controlling trafiic on said first track, a relay for controlling said distant signal, a relay for repeating said distant signal control relay, a stick relay, a thermal relay, means for energizing said thermal relay including said normally open padlock contact and a back contact of said stick relay, a pick-up circuit for said stick rela; including said normally open padlock contact and a front contact of said thermal relay, a holding circuit for said stick relay including said normally open padlock contact and a front contact of said stick relay, and a circuit for energizing said electric lock including said normally open padlock contact and a front contact of said stick relay as well as a back contact of said thermal relay. r

5. In combination, a first railway track intersected by a second railway track, a derail for said second track, a manual device for operating said derail, an electric lock for said manual device, time controlled means for governing said electric lock, a normally open contact actuated by said device, a signal controlling trafiic on said second track, a relay controlling said signal, and a circuit for said relay including said contact actuated by said device.

6. In combination, a first railway track intersected by a second railway track, a derail on said first track adjacent the intersection, a first signal governing trafiic over said intersection on the first track, a second signal governing trafiic over said intersection on the second track, a lever for controlling said derail, a lever lock for locking said lever in one position, means requiring said lever lock to be effective for clearing said second signal, means governed by the position of said lever for clearing said first signal, and means responsive to traffic conditions on the first track adjacent the intersection for locking said lever in a different position.

'7. In combination, a first railway track intersected by a second railway track, a derail on said first track adjacent the intersection, a signal governing traffic over said intersection on the first track, a lever for controlling said derail, means governed by the position of said lever for clearing said signal and means responsive to traffic conditions on the first track adjacent the intersection for locking said lever when said derail is in the rion-derailing position.

8. In combination, a first railway track intersected by a second railway track, traific governing means on said first track adjacent the intersection, a signal controlling traffic over said intersection on the first track, a lever for controlling said traffic governing means, apparatus controlled by the position of said lever for clearing said signal, and means responsive to trafiic conditions on the first track adjacent the intersection for locking said lever when said traffic governing means is withdrawn to the ineffective position.

9. In combination, a first railway track intersected by a second railway track, a derail on said first track adjacent the intersection, a signal governing trafiic over said intersection on said second track, a lever for controlling said derail, a lever lock for locking said lever when said derail is in the derailing position, and means requiring said lever lock to be efiective for clearing said signal.

10. In combination, a first railway track intersected by a second railway track, a derail on said I first track adjacent the intersection, a lever for on said track, a lever for controlling said derail, a preliminary lock on said lever controlled by a padlock, a final lock on said lever, and means controlled by said preliminary lock and requiring a lapse of time between the releasing of said preliminary lock and the releasing of said final lock.

12. In combination, a railway track, a derail on said track, a lever for controlling said derail, a mechanical lock on said lever controlled by a padlock, an electric lock on said lever, and means set into operation by the withdrawal of said padlock for enforcing a time interval between the releasing of said mechanical lock and the releasing of said electric lock.

13. In combination, a first railway track intersected by a second railway track, a derail for said first track adjacent the intersection, a lever for operating said derail and movable to a normal position to actuate the derail to its efiective condition and to a reverse position to actuate the derail to its ineffective condition, a first signal for said second track, means requiring said lever to occupy its normal position for clearing said first signal,. a second signal for said first track, means requiring said lever to occupy its re: verse position for clearing said second signal, means for preventing said second signal from indicating proceed for a measured interval of time after said first signal is caused to indicate stop, a reverse lever lock for retaining said lever in the reverse position, and means responsive to traific conditions on the first track adjacent the intersection for causing said reverse lock to be efiective.

14. In combination, a first railway track intersected by a second railway track, a derail for said first track adjacent the intersection, a lever for operating said derail and movable to a normal position to actuate the derail to its effective condition and to a reverse position to actuate the derail to its inefiective condition, a first signal for said second track, a normal lever lock comprising a preliminary lock and a final lock for retaining said lever in the normal position, means requiring both said preliminary lock and said final lock to be effective for clearing said first signal, a second signal for said first track, means requiring said lever to occupy its reverse position for clearing said second signal, means for enforcing a time interval between the releasing of said preliminary lock and the releasing of said final lockrfor delaying the reversal of said lever to prevent the simultaneous change of indications on said first signal and said second signal, a reverse lever lock for retaining said lever in the reverse position, and means responsive to traffic conditions on the first track adjacent the intersection for causing said reverse lock to be effective.

15. In combination, a stretch of railway track having a traffic governing device associated therewith, a leverior operating said traffic governing device, a mechanical lock for said lever controlled by a padlock, an electric lock for said lever, and means including a timing mechanism for rendering said electric lock inefiective a measured interval of time after said padlock is withdrawn and for retaining said electric lock inefiective until said padlock is restored.

PAUL F. WILLARD.

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