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Патент USA US2111500

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March 15, 1938.
s. N. WIGHT
2,111,500
INTERLOCKING SYSTEM FOR RAILROADS
Filed Oct. 16, 1954
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.NGE
ATTORNEY
Patented Mar. 15, 1938
2,lll,5
UNITED SATES
AT E
orFics
2,111,500
INTERLOCKING SYSTEM FOR RAILROADS
Sedgwick N. Wight, Rochester, N. Y., assignor to
General Railway Signal Company, Rochester,
N. Y.
Application October 16, 1934, Serial No. 748,481
(Cl. 246-434)
type governed in accordance with the present
invention by associated lever repeating relays
to a system in which the interlocking is accom
IGZ, ZGZ, 3G2 and llGZ.
The condition of occupancy of the various track
plished by electrical isolation.
8 Claims.
This invention relates to interlocking systems
for railroads and it more particularly pertains
In interlocking traffic controlling devices in an
interlocking system it is necessary to so inter
lock the various traf?c controlling devices that
con?icting routes cannot be set up.
.
The present invention is particularly applicable
10 to a railroad crossing with provision of route cir
cuit portions which conform with the various por
tions of the track layout, so organized that the
clearing of signals‘ for particular directions of
traf?c over the route represented by the route
15 circuit is effective to prevent the clearing of sig
nals for tra?ic in a conflicting direction.
‘
More‘ speci?cally, one route relay circuit is
employed to control both routes over a railway
crossing and means are provided in connection
sections is preferably repeated in the tower by ‘
track relays or track repeating relays, but for
convenience in describing the invention applied
to the track layout of Fig. 1 the detailed circuits
of such relays have been omitted from the draw
ing. Such track sections into which the track is 10
divided by suitable insulated joints are assumed
to have track circuits of the usual closed circuit
type. While the detailed track relay circuits are
not shown, relay T is the normally energized
track relay for the section of track comprising
the crossing. Relays T20, T40, T39 and Till are
the normally energized track relays for the ap
proach sections adjacent to sections 2, 4, 3 and
l respectively.
15
'
Relays G are associated with their respective
20 with the signal clearing circuits requiring all
signals to be at stop before a given signal can be ' signals as designated by the numerals preceding
cleared. Interlocking of the signal clearing re
lays is such that only one signal can be cleared
at any one time.
The present invention is shown applied to a
railway crossing having no switches. An im
portant feature of the invention is the application
of the route relay principle disclosed in my prior
application Ser. No. 540,596, filed May 28, 1931,
80 to such a railway crossing.
In this connection
it will be apparent that the invention may be
applied to a track layout of the form illustrated
in Fig. 2, that is, the crossing signals may be
controlled as speci?cally illustrated in Fig. l with
35 the signals for the turnouts, cross-overs, and the
like, of each railroad interlocked with the asso‘
ciated switches in agrouping arrangement such,
their letter reference characters. Each of these
relays when deenergized causes its associated sig
nal to indicate stop but when energized causes
its associated signal to indicate proceed, sub—
ject to trai?c conditions in accordance with the
usual practice.
'
'
Relays GZ are associated with their respective
signal levers as designated by the numerals pre
ceding ‘their letter reference characters. Levers 30
SGL (with suitable preceding numerals) govern
the corresponding signals subject to the inter
locking operation as will be pointed out in detail
later.
A time element thermal relay TR and an asso
ciated stick relay S are shown cooperating with
signal relays G to control signal controlling re
for example, as shown in the prior application of _ lays GZ for delaying the clearing of a signal for
A. Langdon, Ser. No. 739,977, ?led August 15, a predetermined time after signals are restored
40
1934.
'
4
'
‘
Apparatus
Operation
Normal conditions.-~The signal control levers
are usually returned to normal “at stop” posi
The track layout of Fig. 1 includes a railroad
crossing which, for convenience in describing the
present invention, is referred to as section l-Z
tions as shown in Fig. 1 so that the respective
which crosses section 3-4.
signals display stop indications. More speci?cal
The signalling arrangement provided as a typi
cal example comprises signal IS for governing
West bound tra?ic over section ’I——Z, signal 28 for
5 O governing east bound traffic over section |—2,
signal 35 for governing west bound tra?ic over
section 3—4 and signal is for governing east
bound traffic over section 3--4. These signals
are illustrated as being of the color light signal
55
to stop;
type although they may be of any other suitable
45
ly, the red lamp of signal IS for instance is en
ergized over a circuit extending from (+) , back
contact It of relay IG and the red lampoi sig—
nal IS, to (—). A similar circuit is effective for
lighting the red lamp of signal 28 extending from
(+), through back contact 22 of relay 2G. A
similar circuit is effective for lighting the red
lamp or signal 33 extending through back con
tact lZof relay 3G. A similar circuit is effective 55
2
2,111,500
for lighting the red lamp of signal 4S extending
through back contact I3 of relay 4G.
With the track sections unoccupied, the track
relays are normally energized but since the de
tailed circuit arrangement for maintaining these
relays energized is familiar to those skilled in
the art it is believed unnecessary to show these
detailed track circuits.
With the signal control levers in their “at
stop” positions, the time element stick relay is
and stick circuits for each GZ relay and the
energizing circuit for each G relay will now be
pointed out.
The pick up circuit for relay ZGZ extends
from (+), contact of lever ZSGL in its right
hand dotted position, winding of relay 2G2, back
contacts 36 and 3'! of relays GGZ and 24RR in
series, conductor 59, front contact 25 of relay
S, contact 26 of relay TR in its left hand posi
tion, back contact I6, I'I, I8 and I9 of relays
energized over a circuit extending from (+),
3G, IG, 4G and 2G respectively, to (~).
winding of relay S, front contact I4 of relay S,
heating element I5 of relay TR, back contacts
I6, I'I, I8 and I9 of relays 3G, IG, 4G and 2G
respectively, to (—). With track relays T20,
T40, T30 and TIO all picked up a shunt circuit
is completed around front contact I4 of relay S
which extends through normally closed front con
tacts 2|, M, 3I and II of these respective T
stick circuit for relay ZGZ is completed through
relays.
its front contact 38.
The
'
The picking up of relay 2GZ closes a circuit
for picking up route relays “RR and I3RR in 15
series extending from (+), back contact 39 of
relay 3GZ, back contact 32 of relay IGZ, wind
ings of relays I3RR and 24RR in series, back
contact 29 of relay 4GZ and front contact 28 of
relay ZGZ, to (—).
Signal controZ.--An explanation will now be
given of the individual control of the signals by
their respective levers, subject to route control
and time looking, which features will be described
later in the speci?cation.
For example, assuming the system to be in its
normal condition as illustrated, the actuation of
lever ISGL to its clear position closes a circuit
for picking up relay I G2 which extends from (+),
30 contact of lever ISGL in its right hand dotted
position, back contact 23 of relay 3G2, winding
of relay IGZ, back contact 211 of relay I3RR,
conductor 50, front contact 25 of relay S, con
tact 26 of relay TR in its left hand position, back
A circuit is closed for picking up relay 26
which extends from (+), front contact 33 of
relay T, front contact 132 of relay NRR, front
contact 43 of relay ZGZ, and winding of relay
2G, to (—). When relay 2G is picked up, the
switching of contact 22 removes the stop indi
cation of signal 2 and establishes its proceed
indication.
The pick up circuit for relay 3G2 extends
from (+), contact of lever 3SGL in its right 30
hand dotted position, winding of relay 3GZ, back
contacts 4!: and 45 of relays K32 and I3RR in
series, conductor 5!! and over the remainder of
the previously described circuit, to (—) at back
contacts IS, IT, I8 and I9 of relays 3G, IG, L3G
contact I 9 of relay 2G.
and" 2G respectively, to (—).
its stick circuit
The'picking
for picking up
which extends
The response of
relay IGZ completes its stick circuit including
front contact 21", thereby rendering relay IGZ
wholly dependent upon the lever ISGL in the
event that route relay I3RR, is picked‘ up in
response to the energization of relay IGZ, pro
vided the route is established and proper to be
cleared as will now be described.
Relay I‘3RR is energized over a circuit extend
“ ing from (+'),' back contact 28 of relay ZGZ,
back contact 29 of relay 4GZ, windings of relays
24RR and ISRR in series and front contact 32
of relay IGZ, to (—). Both relays I3RR and
24RR are picked up over this circuit
Relay IG is energized over a circuit extending
from (+), front contact 33 of relay T, front
contact 34 of relay I3RR, front contact 35 of
relay IGZ and winding. of relay IG, to (—).
The picking up of relay IG opens the stick cir
cuit of relay S at back contact I"! and at contact
I0 switches the energizing circuit from the red
to the green lamp of signal IS, thereby causing
signal IS to give a proceed indication.
From the above it is apparent that the opera
tion of a signal lever so conditions the route cir
cuits that the signal will be cleared which is
associated with the operated signal lever if it is
proper for such signal to be cleared. This condi
tioning of the route circuit also prevents oppos
ing signal levers from being effective, since the
picking up of the route relay 24RR prevents the
picking up of either relay ZGZ or llGZ. The
picking up of relay I3RR also prevents the en
ergization of relay 3GZ, all of which is effective
to prevent the clearing of con?icting signals.
This part of the description more particularly
points out how a particular signal lever func—
tions to condition a route circuit and how the
response of such route circuit governs the re
sponse of the associated signal.
The pick up
Relay 3GZ establishes ‘
at its front contact 46.
up of relay SGZ' closes a circuit
relays I3RR and MRR in series
from (+), back contacts 28 and
29 of relays ZGZ and llGZ respectively, windings
of relays MRR and I3RR, back contact 32 of
relay IGZ and front contact 39 of relay 3G2,
to (-).
Relay 3G is picked up over a circuit extending
from (+), front contact 33 of relay T, front con- ,
tact 34 of relay I3RR, front. contact 4'! of relay
3GZ and winding of relay 3G, to (—). The
switching of contact I2 of relay 3G deenergizes
the red indicator of signal 3S and energizes the
green or proceed indicator of this signal.
50
The pick up circuit of relay 4GZ extends from
(+), contact of lever IISGL in its right hand
dotted position, back contact 48 of relay ZGZ,
winding of relay 4G2, back contact 49 of relay
24RR, conductor 50 and over the previously de
scribed circuit, to (—) at back contact IQ of
relay 2G. Relay AGZ establishes its stick circuit
at its front contact 5|.
The picking up of relay AGZ closes a circuit
for picking up relays 24RR and I3RR in series
which extends from, (+), back contacts 39 and
32 of relays 3GZ and IGZ respectively, windings
of relays I 3RR and 24RR and front contact 29
of relay 4GZ, to (—).
‘
Relay 4G is energized over a circuit extending
from (+), front contact 33 of relay T, front
contact 42 of relay 24RR, front contact 52 of
relay 4GZ and winding of relay 4G, to (—).
The switching of contact I3 of relay AG changes
the indication of signal 48 from red to green. 70
The above description points out the detailed
circuits for clearing any one of the four signals
illustrated.
It will be apparent that a signal can
only be cleared when all signals are at stop, be
cause the pick up circuits for the GZ relays in
3
2,111,500
clude conductor 50 which is deenergized by the
nal as above described is eliminated. In the
opening of some one of the contacts l6, ll, [8 event that there is no train in any of the sections
and I9 when any signal is cleared. It will also ' adjacent to the illustrated section, then it is un
be apparent that only one signal of the group necessary to include this delayed action in the
operation of the signals.
can be cleared at any one time, since the pick
‘ With all of these adjacent track sections un
ing'up of a G relay opens the above described
pickup circuit for the‘GZ relays. In addition
to this, relays IGZ and 3GZ are interlocked with
each other, that is, the picking up of either one
of these relays opens the pick up» circuit of the
other. Similarly, relays 2G2 and M32 are inter
locked with each other since the opening of, back
contact 48 of relay ZGZ opens the pick up cir
cult of relay (1G2 and the opening of’ back con
15 tact 36 of relay dGZ opens the pick up circuit of
relay ZGZ.‘ Furthermore, when a route circuit
has been established by the picking up of the
route relays ZilRR. and I3RR in response to the
picking‘up of the G2 relay, the pick up circuits
20 of all GZ relays are opened at back contacts 24,
3'5, 45 and 49 of the ‘RR relays. The only GZ
relay energized is the on'errthat was picked up to
establish its above described stick circuit.
’
~ ‘ Time release-In order to allow sufficient time
for a train approaching a signal to stop after
such signal has been restored to a-stop condi
tion before another signal can be cleared, a time
release feature has been provided.
.
Upon the picking up of any one of the G relays,
30 the energizing circuit of relay S is opened allow
ing this relay to drop away. Then upon the clo—
sure of the back contact of the G relay (upon its
release for restoring the associated signal to
stop), energy-is applied to‘ the thermal relay TR
35 over a circuit extending from (+), back contact
14 of relay S, heating element I5 of relay TB,
back contacts l6, ll, l8 andlQ of relays 3G, lG,
4G and 2G respectively, to (—). The current
?owing in this circuit causes the thermal relay
to close its right hand contact 26 after a prede
termined time, which‘v is effective to pick up re
lay S over a circuit extending from (+) , winding
of relay S, right hand contact 25 of relay TR,
back contacts iii, ll, l8 and i9 of relays 3G, IG,
45 4G and 2G respectively, to (—-). The picking
up of relay S opens the direct circuit to (+) at
its back contact M which deenergizes thermal
relay TR. Relay TR slowly shifts its contact 26
from the right to the left and relay S maintains
itself energized over the above described stick cir
cuit including the heating element of relay TR,
but since the resistance of the winding of relay
S is high, the value of the current which flows
through heating element i5 is not sufficient to
prevent this relay restoring to normal.
As soon as contact 26 is closed in its left hand
position, conductor 5!! is supplied with (—> po
tential so that a GZ relay may be energized in
responseto its lever movements. From this it is
60 seen that the response of a G relay to clear a
signal, followedrby the restoration of the asso
ciated signal lever to normal (which puts this
signal to stop) causes a predetermined time to be
measured oil by relay TR before this or any other
65 signal can be cleared.
Such an arrangement serves to prevent the
quick reversal of tra?ic direction or the quick
shifting of clear signals forcon?icting routes by
the quick manipulation of the signal levers,
thereby giving adequate protection to the move
ment of trains over the track section illustrated.
Front contacts 2!, M, 3i and H of relays T20,
Tilt‘, T30 and TH’! respectively are shown con
nected to the time element circuit in such a way
that the time delay in clearing a subsequent sig
occupied relays T20, T40, T30 and TIE will be
picked up so that when a cleared signal is re
stored to its stop condition, a circuit for imme
diately picking up relay S is effective which ex
tends from (+), winding of relay S, front con
10
tacts H, 3|, 4, and 2| of relays Till, T30, T40
and T20 respectively, back contacts I 6, l1, l8
and I9 of relays 3G, IG, 4G and 2G respectively,
to (—). Since relay S is immediately picked up
under the above condition, the removal of (+)
from the heating element of relay TR at back
contact it of relay S prevents the operation of
relay TR and therefore the circuit for ‘the G2
relays is retained intact at contact 26 in its left
hand position.
Having thus described an interlocking system
as one speci?c embodiment of the present inven
tion it is to be understood that various modi?ca
tions, adaptations and alterations may be applied 25
to meet the requirements of practice without in
any manner departing from the spirit or scope
of the invention except as limited by the append
ed claims.
30
What I claim is:
1. In a traf?c controlling system for railroads,
a ?rst stretch of track, a second stretch of track
intersecting said ?rst stretch of track, signals
governing the entrance of’ traffic into said
stretches of track in both directions, an indi 35
vidual control lever for each of said signals for
clearing the associated signal, interlocking means,
allowing only one of said signals to be cleared
at any one time, and a single delay means for
all of the signals allowing each signal to be 40
cleared onlya predetermined time after one of
said signals has been put to stop.
,
2. In a tra?ic controlling system for railroads,
a ?rst stretch of track, a second stretch of track
intersecting said ?rst stretch of track, a third
stretch of track adjacent one of the other
stretches of track, a track relay controlled over
said third stretch of track, signals governing the
entrance of traflic into said ?rst and second
stretches of track in both directions, an individual 50
control lever for each of said signals for clearing
the associated signal, interlocking means allow
ing only one of said signals to be cleared at any
one time, a single delay means allowing each
signal to be cleared only a predetermined time 55
after one of said signals has been put to stop, and
means controlled by said track relay for dis
abling said delay means.
3. In a traf?c controlling system for railroads,
a ?rst stretch of track, a second stretch of track 60
intersecting said ?rst stretch of track, signals
governing the entrance of tra?ic into said
stretches of track in both directions, a signal
control lever for each of said signals and having
clear and stop positions, means associated with 65
each of said levers and its respective signal for
clearing said signal when its associated lever is
in its clear position, interlocking means allowing
only one of said signals to be cleared at any one
time, and a single means for automatically de 70
laying the clearing of any of said signals for an
appreciable time after one of said signals has
been restored fro-m a clear to a stop condition.
4. In an interlocking system for railroads, a
pair of intersecting track sections, signals govern 75
4.
2,111,500
ing tra?ic both ways over said sections, levers
corresponding to said signals, a route control cir
cult comprising means for controlling said sig
nals, means responsive to the actuation of one
of said levers to its clear position for energizing
said route control circuit only when all other
levers are in their stop positions, means respon
sive tothe energization of said route control cir
cult for clearing the signal corresponding to the
actuated lever, and a single means for automati
cally delaying the clearing of any of said signals
for a predetermined time after one of said sig
nals has been restored from a clear to a stop
condition.
5. In a railroad crossing, two stretches of track
15
crossing each other, a signal at the entrance of
each end of each stretch, a signal relay to con
trol each signal, a manually operable lever for
controlling each signal, a lever relay for each
20 lever, a route circuit energized upon the picking
up of one and only one of the lever relays, each
signal relay having an energizing circuit requir
ing, for its energization, that the route circuit
be energized and a front point of the correspond
ing lever relay be closed, each lever relay having
a pick-up circuit including a back point of each
of the signal relays.
6. In a railroad crossing, two stretches of track
crossing each other, a signal at the entrance of
each end of each stretch, a signal relay to con
trol each signal, a manually operable lever for
controlling each signal, a lever relay for each
lever, a route circuit energized upon the picking
up of one and only one of the lever relays, each
35 signal relay having an energizing circuit requir
ing, for its energization, that the route circuit
be energized and a front point of the correspond
ing lever relay be closed, each lever relay having
a pick-up circuit including a back point of each
of the signal relays, and the back point of an
other lever relay and requiring for its energiza
tion that the route circuit be de-energized.
'7. In a railroad crossing, two stretches of track
crossing each other, a signal at the entrance of
each end of each stretch, a signal relay to con
trol each signal, a manually operable lever for
controlling each signal, a lever relay for each
lever, a route circuit energized upon the picking
up of one and only one of the lever relays, each
signal relay having an energizing circuit requir
ing, for its energization, that the route circuit 10
be energized and a front point of the correspond
ing lever relay be closed, each lever relay having
a pick-up circuit including a back point of each
of the signal relays, the energizing pick-up cir~
cult for each lever relay including a ‘time contact
opened upon the clearing of a signal and time
measuring means for causing the time contact to
close upon putting the signal to stop only after
the elapse of a predetermined time.
8. In a railroad crossing, two stretches of track g
crossing each other, a signal at the entrance of
each end of each stretch, a signal relay to con
trol each signal, a manually operable lever for
controlling each signal, a lever relay for each
lever, a route circuit energized upon the picking 2.5
up of one and only one of the lever relays, each
signal relay having an energizing circuit requir
ing, for its energization, that the route circuit be
energized and a front point of the corresponding
lever relay be closed, each lever relay having a 30
pick-up circuit including a back point of each of
the signal relays, and the back point of another
lever relay requiring for its energization that the
route circuit be de-energized, the energizing pick
up circuit for each lever relay including a time
contact opened upon the clearing of a signal and
time measuring meansrfor causing the time con
tact to close upon putting the signal to stop only
after the elapse of a predetermined time.
SEDGWICK N. WIGHT.
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