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Патент USA US2409075

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` Oct. 8, 1946.
>R. M. sNYDER
2,409,074
DRAWBRIDGE INTERLOCKING
Filed July 18, 1944 A
3 Sheets-Sheet 1
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Filed July 18, 1944
- 5 Sheets-Sheet 2
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INVENTOR
BY
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Oct. 8, 1946. I
R. M. SNYDER
2,409,074
DRAWBRIDGE INTERLOGKING
'
Filed July 18, 1944
3 Sheets-Sheet 3
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BY
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Patented 0st. S, 1946
2,409,074
STATES PATENT OFFICE
2,409,074
DRAWBRIDGE INTERLOCKING
Roger Mills Snyder, Norfolk County, Va., assignor
to The Union Switch and Signal Company,
Swissvale, Pa., a corporation of Pennsylvania
ApplicatiOn July 18, 1944, Serial No. 545,523
'
6 Claims.
l
(Cl. 246-118)
My invention relates to an electromechanical
drawbridge interlocking.
,
One object oi my invention is to provide an
interlocking of the type described employing a
two wire control circuit which affords signal
indication locking, time interval approach lock
ing, and detector locking.
According to my invention, the drawbrìdge is
provided with two pipe lines one of which oper
ates the usual lift rail detector and wedge locks .
and the usual bridge circuit controller and the
other of which operates a bridge coupler which
opens and closes the ñrst mentioned pipe line
where it crosses the ends of the bridge. The
said pipe lines, in turn, are operated by two pipe
2
which maintains the lock energized after it once
becomes energized until the latch of the lock
is restored to its normal latched condition. The
bridge signals may be approach controlled in
accordance with well known practice.
Other objects and characteristic features of
my invention will become apparent as the de
scription proceeds.
I shall describe one form of drawbridge inter
locking embodying my invention, and shall then
point out the novel features thereof in claims.
In the accompanying drawings, Fig. l is a
diagrammatic view showing a drawbridge pro
vided with one form of interlocking embodying
my invention. Fig. 2 is an enlarged top plan view
with cover removed of the pipe line operating
line operating mechanisms which are mechani
cally interlocked so that it is necessary to actu
mechanism Ml forming part oi the interlocking
ate the two mechanisms in a predetermined seapparatus oi the interlocking shown in Fig. 1.
quence. One of the mechanisms is also locked
Fig. 3 is a vertical longitudinal sectional View of
by an electric lock which must be energized be 20 the mechanism shown in Fig. 2. Figs. 4 and 5
fore the mechanism can `be operated, and which
are fragmentary top plan and Vertical sec-tional
lock is provided with the usual latch and arma
views of the pipe line operating mechanism M2
ture contacts. A two :wire control circuit eX
forming part of the interlocking apparatus of the
tends across the bridge through contacts on the
interlocking shown in Fig. 1.
bridge circuit controller at each end of the bridge, 25 Referring first to Fig. 1, the reference char
and is connected at each end of the bridge with
acter A designates a drawbridge over which the
a signal control relay which controls an associ
rails I and la of a stretch B of railway track
ated signal governing the entrance of traiñc onto
extend. 'I‘he drawbridge A may be of any de
the bridge. The energy for the control circuit
sired type but as shown it is of the well known
is supplied thereto over latch and armature 30 horizontal swing type, and it is provided at each
contacts of the electric lock, over contacts of a
end with the customary lift rail 'wedge and
circuit controllerl provided on said one pipe line
detector locks to insure proper alignment of the
operating mechanism, and over the normally
track rails on the bridge with those on the bridge
closed contacts of a time release mechanism in
abutments when the bridge is in condition for
such manner that the signal control relays will 35 the passage of trains over it, the rail Wedge locks
only become energized when the bridge is proper
being designated WLi and WL2, respectively, and
ly locked for traffic over it. The track rails
the rail detector looks being designated DLI and
on the bridge are divided by means of insulated
DL2, respectively. The various locks are all op
joints to form two detector track sections which
erated by means of a iirst pipe line 2, which
extend for some distance on opposite sides of the 40 pipe line, in t-urn, is operated by a iirst pipe
bridge, and each track section is provided 'with a
line operating mechanism Ml located on the
track circuit including a track relay and con
.bridge span. The portion of the pipe line 2
tacts of the bridge circuit controller at the cor
which operates the lift rail wedge lock at each
responding end of the bridge. The supply of
end of the bridge is carried across the end of
energy to each track circuit is controlled by the 45 the bridge to the bridge abutments, and the
signal control relay at the contiguous end of
connections between the pipes of the pipe line 2
the bridge, the control being such that the track
on the bridge and those in the roadbed are made
relay will only Abecome energized when the as
by means of the usual pipe couplers PPl and
sociated signal control relay is deenergized. The
PPZ,
one form of which is shown in Letters
electric lock is provided with a pick-up circuit 50
Patent of the United States No. 393,557, granted
including front contacts of the two track relays
to J. T. Hambay on November 27, 1888. The pipe
and a contact of the time release which time
couplers PPI and PP2 are operated by means
release contact becomes closed for a brief in
of a second pipe line A3 connected to a second
terval of time a predetermined time after the
pipe line operating mechanism M2. The two
release is set into operation, and a stick circuit
pipe line operating mechanisms Ml and M2 are
¿2,409,074
3
similar, and are mechanically interlocked to in
sure a predetermined sequence of operation be
tween them as will be made clear presently.
Referring now to Figs. 2 and 3, the pipe line
operating mechanism MI in the form here shown
comprises a suitable casing Iû which en
closes the operating parts of the mechanism, and
which is closed at its upper end by a removable
cover II. Located within the casing l0 is a mo
tion plate I2 which is guided to slide longitudi
nally of the casing l0 by means of guide rollers
I3 and i4 secured to the underside of the motion
plate adjacent its opposite ends and cooperating t
with a guideway not shown vprovided in the botn
tom wall of the casing. The motion plate I2 has
rack teeth IB formed in its upper surface on one
4
the escapement crank through an angle of sub-A
stantially 90° in a counterclockwise direction to
thereby rotate the arm 3| from its clockwise ex
treme position shown to a oounterclockwise eX~
treme position. The movement of the motion
plate I2 to its left-hand extreme position will
also cause the other wall of the slot 35 to engage
the stud 35 on the interlocking bar 32 and move
it to its left-hand extreme position, which lat
ter movement, in turn, will cause the contacts
31-33 and 39-48 to become opened due to the
Vengagement of the cam 43 with the cam follower
44.
Rotation of the hand throw lever lâ of the
mechanism MI from its reverse to its normal po
sition will restore all parts of the mechanism Ml
tothe positions shown in a manner which will be
obvious from an inspection of the drawings.
with a segment gear il mounted on asquare
All parts of the mechanism M2 are similar to
shaft I8, which shaft, in turn, is mounted adja
the corresponding parts of the mechanism Mi exn
iii)
cent its ends in suitable bearings provided in the
cept the interlocking bar ¿52 which is of the type
opposite side walls of the casing Iii. Secured t0
commonly referred to as the loose type. This in
the outer end of the shaft VI8 isa hand throw
terlocking bar is shown in detail in Figs, 4 and 5
lever I9 which serves as a means for reciprocating
from which it will be seen that the bar ¿l2 is not
the motion plate between its two extreme posi
provided with a. driving stud or with a cam for
25
tions.
operating circuit controller contacts, but is pro
A roller 2D is secured to the underside of the
vided with an upstanding dog 45 which cooper
motion plate I2 adjacent one side thereof at a
ates with a laterally projecting arcuaœ lug 2li
point equally spaced from the rollers I3 and Iii,
provided on the side of the segment gear I'I to
and this latter roller cooperates with cam faces
prevent rotation of the hand throw lever I9 of
30
2l and 22 formed on an esca-pement crank 23.
the mechanism M2 to or away from the extreme
side of the center line. These rack teeth mesh
The escapement crank 23 is formed integrally
with the upper end of a vertical shaft 24, the
shank of which is provided with two bearing sur
position shown except when the interlocking bar
:i2 is moved to the opposite extreme position from
that in which it is shown in Figs. 4 and 5.
The two mechanisms MI and M2 are mounted
2l. The bearing surfaces are journalefl in ver 35 end for end on the bridge span in such positions
tically aligned bearings 29 and 23 formed respec
that the two interlocking bars 32 and 42 are in
tively in the bottom wall of the casing EG, and in
alignment, and the two interlocking bars are opa depending stirrup 3i! provided on the underside
eratively connected by an adjustable link 4I in
of the casing, and mounted on the squared porsuch manner that movement of the bar 32 be
40
tion 21 of the shaft is an operating arm 3l which
tween its normal and reverse extreme positions
is operatively connected with the pipe line 2.
will move the bar #i2 between corresponding ex
faces 25 and 26 separated by a squared portion
An interlocking bar 32> is slidably mounted in
the casing I0 above the motion plate l2, and is
treme positions. It will be apparent, therefore,
that the mechanism M2 can only be operated
away from its normal extreme position when the
means of a stud 35 secured to the lock bar and 45 mechanism MI is operated to its reverse extreme
extending into a transversely disposed slot 35
position and must be restored to its normal ex
formed in the upper side of the motion plate.
treme position before the mechanism MI can be
operatively connected with the motion plate by
The interlocking bar is intended to be operatively
connected with the corresponding interlocking
bar 4,2 of thel mechanism M2 as will be made clear
presently, and operates a plurality of conta-cts
31-38 and SQ-fl? through the medium ofY a cam
4,3 secured to the top of the bar and cooperating
with a pivcted cam follower 44,.
The operation of the mechanism MI is as fol
lows: When the hand throw lever I9 is rotated
to its normal position in which itis shown in Figs.
restored toits normal extreme position, whereby
a predetermined sequence of operation between
the two mechanisms MI and M2 is enforced by
the interconnection of the lock bars of the two
mechanisms and the cooperation of the arcuate
lug lll! on the segment gear Il of the mechanism
M2 with the dog 135 on the interlocking bar 42.
Since it is necessary to mount the mechanisms
MI and M2 facing in opposite directions in order
to permit the two interlocking bars 32 and ¿i2
1 and 2, the motion plate I2, is moved to its ex
to be connected in the manner described, and
treme right-hand or normal position in which it
since it is desired to enable the two mechanisms
is shown in Fig. 2, and under these conditions the 60 to be operated as conveniently as possible the
operating arm 3l is rotated to its clockwise ex
hand throw lever i9 of the mechanism M2 is as
treme position by engagement of the roller 28
sembled on the end of the shaft I3 opposite to
with the cam face 2| of the escapement crank 23.
the end of the shaft I8 on which the lever I9 oi'
Furthermore, under these conditions the inter
the mechanism MI is assembled.
locking bar 32 ismoved to its right-hand extreme
It will be obvious that rotation of the lever I9
position by engagement of the one wall of the slot
of the mechanism M2 between its two extreme
35 with the stud 36, and with the interlocking bar
positions will rotate the operating arm 3| of the
in this position the contacts 231-38 and êS-ßll
are operated to their closed positions.
If the hand throw lever is rotated from its nor
mal position to its reverse position, the motion
plate I2 will then be moved from its right-hand
to its left-hand extreme position, and this move
`ment will cause the roller 2l)> to. engage thecam
face 22 of the escapement crank 23 and rotate 75
mechanism M2 between its two extreme positions,
and the arm 3l of the mechanism M2 is opera
tively connected with the pipe line 3 in such
manner that the pipe couplers PPI and PPZ will
function to connect the portion of the pipe line
on the bridge with or disconnect it from the por
tion on the bridge abutments according as the
hand throw lever I9 of the mechanism M2 oc
5
2,409,074
cupies its normal position in which it is shown
in Fig. 1 or its reverse position. The operating
arm 3| of the mechanism MI is operatively con
nected with the pipe line 2 in such manner that
the wedge and detector locks will be operated to
their locking or unlocking positions according as
the lever I9 of this mechanism occupies its nor
mal or its reverse position.
Associated with the hand throw lever I9 of
ing away from the extreme position shown in Fig.
1 unless the magnet 52 is first energized and the
latch handle 'is then operated. Assuming that
this is done, contact 54 will become closed and
contacts 55 and 56 will become opened as soon as
the magnet becomes energized, and when the
latch handle is operated the latch will be moved
out of the path of movement of the lever I9 and
the lever may therefore be moved to its reverse
the mechanism MI is an electric lock EL which 10 position. As soon as the lever is moved away
may have any suitable construction, but which
from its normal position, the lever will function
as here shown is similar to that shown and de
to retain the latch in its other or unlocking po
scribed in detail in Letters Patent of the United
sition through suitable means not shown until
States No. 1,126,834, granted on February 2, 1915,
the lever is subsequently returned to its normal
to W. P. Neubert and W. E. Smith for Electric 15 position, whereupon the biasing means will re
switch locks. Since the lock EL is similar to that
turn the latch to its intermediate position. To
shown and described in the said Patent No.
restore the parts to the positions shown in Fig.
1,126,834 it is believed to be suñîcient for purposes
l it is necessary to manually move the latch
of the present invention to point out that this
in opposition to its bias to its one extreme posi
lock includes a latch (not shown) corresponding 20 tion and reinsert the padlock. When this is done
to the latch I5 in the said patent, which latch is
all parts will then be in their normal positions.
movable between two extreme positions and
which is eiîective when in any position but its
The pipe line 2, in addition to being operatively
connected with the lift rail wedge and detector
locks, is also connected with two circuit control
1ers CCI and CO2 disposed respectively at the
left and right-hand ends of the bridge. These
circuit controllers are of Well known construc
tion, and for a clear understanding of my present
invention it is sufficient to point out that the cir
one extreme position to prevent movement of
the hand throw lever I9 of the mechanism MI
away from the normal extreme position shown in
Fig. 1. The latch is biased to an intermediate po
sition, and is operatively connected with a handle
by means of which the latch may be at times
moved to its one extreme position. The latch 30 cuit controller CCI includes four contacts 50, 6Iì
is normally held in its other eXtreme position in
52 and 63 which are closed or open according as
opposition to its bias by means of a padlock (not
the pipe line operating mechanism MI is oper
shown), and is operatively connected with con
ated to its normal or its reverse position, while
tacts ‘5B-53a and 5 I-5Ia which are closed when
the circuit controller CO2 similarly includes four _
the latch occupies its other extreme position but 35 contacts 513, (55, 66 and El which are closed or
becomes opened as soon as the latch is moved
open according as the pipe line operating mech
away from its other extreme position, and with
anism lVlI occupies its normal or its reverse ex
a contact 5I---5Ib` which is open when the latch
treme position.
occupies its other extreme position but becomes
The rails I and Ia of the stretch of track B are
closed as soon as the latch is moved away from 40 divided by means of insulated joints 'IIJ to form
its other extreme position. The lock also in
four track sections C--D, D-E, E-F and F-G.
cludes an electromagnet 52 shown diagrammati
Track sections D-E and E-F are detector track
cally in Fig. l, This electromagnet operates an
sections and extend in opposite directions from
armature 53 connected to a locking dog which
a point located near the center of the bridge to
cooperates with a locking segment connected to
points in the trackway disposed some distance
the latch. The locking dog and locking segment
are not shown, but correspond respectively to the
dog 2l' and locking plate 25 in said Patent No.
1,126,834. The parts are so proportioned that
the locking dog and locking segment are effec
tive to prevent movement of the lever latch past
its intermediate to its one extreme or unlocking
position except when the armature 53 is at
tracted _by energization of the electromagnet 52.
When the armature 53 is attracted by energiza
from the left and right-hand ends, respectively,
of the bridge, while the sections C-D and F-G
are approach sections.
The approach section C--D is provided with
the usual track circuit comprising a track bat
tery 'il connected across the rails adjacent one
end of the section and a track relay TRE con
nected across the rails adjacent the other end of
the section.
The approach section F-G is similarly pro
tion of the electromagnet 52 it closes contact 511
vided with a track circuit comprising a track
and opens contacts 55 and 55.
battery l2 connected across the rails of the sec
It will be clear, therefore, that when the pad
tion adjacent one end of the section and a, track
lock is in place in the electric lock, as will nor
relay TRA connected across the rails adjacent
mally be the case, the lock will act to prevent
60 the other end of the section.
movement of the lever I9 of the mechanism MI
The detector section D-E is provided with a
away from the position shown in Fig. 1, and that
track circuit which passesl from a track battery
under these conditions the latch contacts Fail-50a
'I3 through a back contact 'I4-'lsb of an east
and 5í-5Ia will be closed, and the latch contact
bound signal control relay ESR, wire "I5, the por
5I-5Ib will be open. Furthermore, under these
tion of rail I between point D and the left-hand
conditions the electromagnet 52 will normally be
end of the bridge, contact Gü of bridge circuit
deenergized and the armature contact 54 will be
controller CCI, the portion, of the rail I be
open and the contacts 55 and 56 will be closed.
tween the left-hand end of the bridge and point
When it is desired to operate the mechanism MI,
E, wire l5, the winding of track relay TR2, wire
the operator will ñrst remove the padlock from
TI, the portion of rail Ia between point E and
the latch. The latch will thereupon move due
the left-hand end of the bridge, contact 6I of
to its bias to its intermediate position, and will
bridge circuit controller CCI, the portion of rail
thus cause contacts Eil-50a, and 5I-5Ia to open
Ia between the left-hand end of the bridge and
- and contact 5I-5Ib to close.
However, the hand
throw lever I9 will still be prevented from mov 75
point D, wire 1S, and a resistor 'I9 back to bat
tery 13.
'
~
2,409,074
i
7
The detector section lï‘i-F is provided with a
similar track circuit which passes from a track
battery 8D through a resistor 8|, back contact
32-82b of a westbound signal control relay WSR,
wire 83, the portion of the track rail I between
point F and the right-hand end of the bridge,
8
the- contacts 6B and 6'! of the circuit controller
C02. The wires IBG and IDI comprise part of
a control'circuit which is supplied with energy
from a suitablev source, here shown as a battery
|02, and which circuit may be traced from the
'battery |02 through a wire |63, latch contact
5|--5|a, wire |89, armature contact 55 of elec
contact 64 of circuit controller CO2, the portion
tric lock EL, circuit controller contact 3'1-38
of rail I between the right-hand end of the
0f mechanism MI, wire |98, wire §96, the wind
bridge and point E, wire 8d, the winding of a
ings
of relaysESR and WSR in multiple, wire
10
track relay TR3, wire 8.5, the portion of rail Ia
IDI,
normally closed contact IBS of a time re
between point E and the right-hand end of the
lease T, wire I’B'â, contact 39-49 of mechanism
bridge, contact |35v of circuit controller CCZ, the
MI, armature contact 56 of. electric lock EL, wire
portion of rail Ia between the right-hand end
|04, latch contact Eil-50d of lock EL„ wire III,
of the bridge and point F, and wire 86 back to
15 normally closed contact ||2 of time release T,
battery 8|).
and wire I I3 back to battery |02.
The entrance of eastbound traffic into section
The time release T may be ofv any desired type,
D-E is controlled by an eastbound signal ES,
but as here shown it is a clockwork time release
while the entrance of westbound traffic into sec
similar to that shown and described in Letters
tion E-F is controlled by a westbound signal
Patent of the United` States No. 1,989,522, grant
WS. These signals may be of any suitable type,
ed to William C. McWhirter on January 29, 1935,
but as here shown they are light signals and
for Time governed circuit controlling mecha
each comprises a green lamp G and two spaced
nisrns. For a clear understanding of my pres
red lamps RI and R2. When the green lamp G
ent invention it is sufñcient to point out that the
and red lamp R2 are both energized the signal
time release T is provided, in addition to the con
indicates proceed, whereas when the two red
tacts |95 and I|2 which are closed only in the
lamps are both energized, the signal indicates
normal‘or run-down position of the release, with
stop.
a Contact IM which is open in both the wound
The green lamp G of signal ES is provided with
up and run-down positions of the release and
an energizing circuit which is controlled by track
which becomesv closed only for a short period of
relay TRI and the eastbound signal control relay
time (usually 20 seconds) during the total run
ESR, and which passes from a suitable source of
down
time interval.
current here shown as a battery 96, through
The lock magnet 52 is provided with an ener
back contact 9| of track relay TRI, wire 92, front
gizing circuit which passes from battery |02
contact 93-93a of relay ESR, wire 94, the ñla
through contact III!- of the time release T, front
ment of lamp G, and Wire 95 back to battery 9D.
contact H5 of track relay TR3, front contact IIS
It will be seen, therefore, that lamp G will be
of track relay TR2, the 'winding of lock magnet
come energized when and only when relay TRI
52 and wire Il? back to battery B. The lock
is deenergized and relay ESR is energized.
magnet 52 is also provided with a stick circuit
Lamp RI of signal ES is provided with an en
ergizing circuit which is also controlled by track 40 which passes from battery |02 through wire H33,
latch contact 5|-5Ib on electric lock EL, arma
relay TRI and the eastbound signal control relay
ture Contact 54 on lock EL, wire H8, front con
ESR, and which passes from battery 95 through
tact IIS of track relay TR3, front contact H6 of
back contact 9| of relay TRE, wire 92, back con
track relay TR2, the winding of electric lock 52,
tact 93-935 of relay ESR, wire 96, the filament
of lamp RI, and wire 95 back to battery 99. It 45 and wire II'i back to battery |92. it follows
that the lock magnet 52 will only become ener
follows that lamp RI of signal ES will become
gized if the time release is operated to close its
energized when and only when relays TRI and
contact IM while the track relays TR2 and TR3
ESR are both deenergized.
are both energized, and that after the magnet
Lamp R2 of signal ES is provided with a cir
once becomes energized it will then remain en
cuit which becomes closed whenever relay TRI
ergized by virtue of its "stick circuit until one or
becomes deenergized and which passes from bat
the other of the track relays TR2 and TR3 be
tery 98 through back contact 9| of relay TRI, the
comes deenergized to interrupt its stick circuit.
filament of lamp R2, and wire 95 back to battery
As shown> in Fig. l, the pipe line operating
90.
mechanisms MI and M2 are both in their nor
It follows from the foregoing that when section
C-D is unoccupied so that relay TRI is ener 55 mal positions, andas 'was pointed out hereinbe
fore, when the mechanisms are in their normal
gized all lamps of signal ES will be extinguished.
positions the portion of` the. pipe line 2 on the
When, however, section CD becomes occupied, the
bridge is connected with the portion-s on the
resultant deenergization of relay TRI will cause
bridge. abutments by means of the pipe couplers
lamps G and R2 or lamps R! and R2 to become
PPI and PP2, the lift rail wedge and detector
energized according as relay ESR is then ener
locks are both in their locking positions, and the
gized or deenergized.
contacts of the circuit controllers CCl and CC2
The lamps G, RI and R2 of signal WS are
are all closed. Thatis to say, the bridge is locked
controlled by the track relay TRA and by the
in position for traffic movements over it. Fur
Westbound signal control relay in the same man
ner that the lamps G, Rl and R2 of signal ES are 65 thermore, as shown in Fig. l, the signal control
controlled by the relays TRI and ESR. It is be
relays ESR and WSR are both energized, and
lieved, therefore, that the circuits for these lamps
the track circuit for detector section DE is there
will be obvious from an inspection of the draw
fore open at back contact 'i4-'Mb of relay ESR
ings without further detailed description.
so that track relay TR2 is deenergized, while the
The signal control relay ESR is connected 70 track circuit for detector section E-F is open
through the contacts 62 and 53 of the circuit
at back contact 82--~82-b of relay WSR so that
controller CCI with one end of a pair of wires
track relay TR3is also deenergized. With track
|00 and IDI which extend across the bridge, and
relays TR2 and TR3 deenergized, all circuits for
the signal control relay WSR is connected with
the other end of the wires |00 and Illl through 75 lock magnet 52 are open, and this lock magnet
2,409,074
1s accordingly deenergized.
Approach sections
CD and F~-G are both unoccupied, and the track
relays TRE and TRlâ are therefore both picked up.
All lamps of Isignals ES and WS are therefore
extinguished.
In explaining the operation of the apparatus
as a Whole I shall assume that with the parts in
the positions shown in Fig. 1, an eastbound train '
traverses the stretch of track shown in the
drawings. When the train enters the approach
section CD, track relay TRI will become deen
ergized due to the train shunt and will close its
back contact 9i. The closing of this contact will
10
and E-F before this contact becomes closed.
The opening of the contacts IBB-H2 of time
release T will interrupt the circuit for the relays
ESR and WSR at these contacts, thus insuring
that the relays ESR and WSR cannot again be
come energized at least until the time release
mechanism has returned to its normal position.
When contact lili of time release 'I' becomes
closed, if the track relays TR2 and TRS are then
still energized as will be the case if no train
has entered one or the other of the detector
sections during the time interval required for
this contact to become closed, lock magnet 52
complete the previously traced energizing circuits
of electric lock EL will become energized and
for the lamps Gr and R2 of signal ES, and these 15 will complete its stick circuit so‘that this mag
lamps Will therefore become lighted to cause the
vsignal to display its proceed indication. As the
train proceeds into the detector sections D~-E
and E-F nothing will happen since the track
relays TR2 and TRS are both deenergized. How 20
net Will now remain energized as long as the
track relays TR2 and TR3 c-ontinue to be ener
gized. The energization of the lock magnet 52
unlocks the hand throw lever I9 of the mecha
nism Ml, and the operator will now proceed to
ever, as soon as the train clears the approach
operate the mechanism Ml to its reverse posi
section C-D the track relay TRl will pick up
tion. As was pointed out hereinbefore, thisv
and will extinguish the lamps G and R2 of sig
operation will actuate the lift rail wedge and
nal ES so that this signal Will again become dark,
detector locks to their unlocking positions, and
whereby energy is supplied to the signal ES only 25 Will also actuate the bridge circuit controllersfor the brief interval of time required for the
CCI and CC2 to the positions in which their con
train to traverse the approach section C-D.
tacts are open. The opening of the contacts B0
When the train enters the appro-ach section
and 6l of the Vcircuit controller CCI Will in
F~G, the resultant deenergization of track re~
terrupt the track circuit for the detector section
lay TRQ will cause the Westbound signal to dis 30 D-E, While the opening of the contacts 6G and
play its proceed aspect. However, only one train
65 of the circuit controller CC2 will interrupt the
is permitted to approach the bridge’at one time
track circuit for the detector section E-F. The
within the rangeof the signals ES and WS and
track relays TR2 and TRS Will therefore become
it is therefore impossible for the lighting of the
deenergized and will deenergize the electric lock
signal WS under these conditions to» result in a
EL. Due, however, to the construction of the
dangerous condition. As soon as the train leaves
electric lock EL the latch of this lock will remain
section F-G, track relay T_Rl‘.l Will pick up and
in its unlatching position until the lever IS of
will deenergize signal WS, and all parts will
the
mechanism MI is subsequently restored to
then be restored to the positions shown.
its normal position. The opening of the con
When a. Westbound train traverses the stretchr 40
tacts 62 and 63 of the circuit> controller CCI
of track shown in the drawings, the operation of
will
maintain the circuit for relay ESR open,
the apparatus as a whole is similar to that just
and the opening of the contacts 66 and Sl of
described, and it is believed that this operation
circuit controller CC2 will maintain the circuit
wiil be obvious from an inspection of the draw
for relay WSR open, thus providing additional
ings Without further detailed description.
protection that these relays cannot pick up and
I shall now assume that the parts are in the>
clear the signal ES or WS if a train should
positions shown in Fig. l and that it is desired
subsequently enter the approach section C-D
to open the drawbridge. To this end, the oper
-or ‘EL-G. With mechanism Mi in its reverse
ator will iii-st remove the padlock from the elec
position, mechanism M2 is unlocked, and the op
tric lock. As was pointed out hereinbefore, they
erator next operates mechanism M2 to its re
removal or the padlock from the electric lock
verse
position. This operation actuates the pipe
will cause the latch contacts Eil-_59a and '5i-5m
couplers
PPI and PPZ to disconnect the portion
to immediately open and the latch contact
of the pipe line 2 on the bridge from the por
5|-5Ib to immediately close. The opening of
tions on the bridge abutments, and when this
the latch contacts {5S-59a and '5I-_55a will open
operation
is completed the bridge is ready to
the control circuit for the signal control relays
be operated to its open position by the usual
ESR and WSR, and these relays will therefore
operating means.
~
become deenergized and Will corn-.plete the track
It
should
be
pointed
out
that
if
a
train had
circuits for the detector sections D-E and E-E‘
entered either one of the detector sections D-E
so that track relays TR2 and TRS Will become`
energized. The deenergization of the signal con Vou or E-F during the time which elapsed between
the setting into operation of the time release T
trol relays ESR and WSR Will also condition the
and the closing of the time contact H4 of the
circuits for the signals ES and WS so that if
release, the resultant deenergization of the track
a train now enters either one of the approach
relay TR2 or TRB, as the case may be, would
sections the signal controlled by the track relay ¿
have prevented lock magnet 52 from becoming
for such section will display its stop aspect. The
energized, and would thus have provided a safe- ‘
operator will next operate the time release T
guard to insure that the operator could not re
which will thereupon immediately open its con
lease the rail locks after the train had proceeded
tacts §05 and H2, but Will not close its con
past the position Where it would normally have
tact iid for a time interval which is suiiîciently 70
been stopped by the stop indications provided
long to insure that if a train is approaching
by the signals ES and WS.
either one of the signals ES and WS it will
I shall now assume that after the bridge has
either have had time to stop before this con
been opened in the manner just described and
tactbecomes closed, or else will have entered
has been returned to its closed position, the op
one or the other of the detector sections D-E
erator Wishes to again condition it for traino
2,409,074
11
12
ally operable means, two detector track sections
over it. To do this, he will first restorethe mech
one extending onto said bridge at each end of said
anism M2 to its normal position and will then
bridge, a time release, means controlled in part by
restore the mechanism MI to its normal position.
said detector sections and in part by said time
The restoration of the mechanism M2 to its nor 5 release for controlling the energization of said
mal position will operate the pipe couplers PPI
electric lock, said electric lock being effective
and PPZ to connect the portion of the pipe line
when deenergized to prevent operation of said
2 on the bridge with the portions on the bridge
manually operable means away from the position
abutments, while the operation of the mechanism
in which said rail locks are in their locking posi
MI to its normal position will act to restore the
tions, a control circuit controlled in accordance
bridge locks to their lockinfJr positions and the cir
with the energized or deenergized condition of
cuit controllers CCI and CC2 to the positions in
said electric lock and including a single pair of
which their contacts are closed. The restoration
control wires extending across said bridge, and
of the mechanism MI to its normal position will
signals governing the passage of trains over said
also actuate the interlocking bar 42 of the mech
bridge controlled by said control circuit.
anism M2 to the position in which it functions
3. In an interlocking for a drawbridge over
to lock the mechanism M2 against movement, and
which the rails of a stretch of railway track pass,
will actuate the circuit controller contacts 3`I-38
locks for locking the rails on said bridge in the
and 35i-Gü to their normally closed positions. As
proper posi-tions relative to the rails cn the
soon as the hand throw lever I9 of the mech
bridge abutments for the passage of trains over
anism MI is restored to its normal position the 20 said bridge, manually operable means operatively
padlock can be reinserted in the electric lock and
connected with said rail locks for actuating them
all parts will then be restored to their normal po
between locking and unlocking positions, an elec
sitions in which they are shown in the drawings.
tric lock controlling the operation of said man
It should be particularly noted that the inter
ually operable means, two detector track sections
locking shown only requires two circuit wires 25 one extending onto said bridge at each end of
spanning the bridge, and _that under normal con
said bridge, a time release including a iirst con
ditions all parts of the apparatus are deenergized
tact which opens immediately when said release
except the two signal control relays ESR and
is set into operation and a second contact which
WSR and the two track relays TRI and TRA, thus
becomes closed for a brief interval of time a pre
30
eiîecting a considerable saving .in energy.
determined time after said release is set into op
It will also be noted that this two wire con
eration, means controlled in part by said detector
trol circuit aiiords signal indication locking,
sections and in part by said second contact of
time interval approach locking, and detector
said time release for controlling the energization
locking.
of said electric lock, said electric lock being eiîec
35
Although I have herein shown and described
tive when deenergized to prevent operation of said
only one form of drawbridge interlocking em
manually operable means away from the position
bodying my invention, it is understood that var
in which said rail locks are in their locking posi
ious changes and modifications may be made
tions, a control circuit controlled in part by said
therein within the scope of the appended claims
first contact and in part in accordance with the
without departing from the spirit and scope of my 40. energized or deenergized condition of said elec
invention.
tric lock and including a single pair of control
Having thus described my invention, what I
wires extending across said bridge, and signals
claim is:
governing the passage of trains over said bridge
1. In an interlocking for a drawbridge over
controlled by said control circuit.
45
which the rails of a stretch of railway track pass,
Ll. in an electric interlocking for a drawbridge
locks for locking the rails on said bridge in the
over which the rails oi a stretch of railway track
proper positions relative to the rails on the bridge
pass, locks for locking the rails on said bridge in
abutments for the passage of trains over said
the proper positions relative to the rails on the
bridge, manually operable means operatively con
bridge abutnients for the passage of trains over
nected with said rail locks for actuating them 50 the bridge, first and second operating mecha
between locking and unlocking positions, an elec
nisms each operable between normal and reverse
tric lock controlling the operation of said manu
positions, means mechanically interlocking said
ally opera-ble means, two detector track sections
mechanisms in such manner that said second
one extending onto said bridge at each end of said
mechanism cannot be operated between its nor
bridge, means controlled in part by said detector 55 mal and reverse positions unless said ñrst mecha
sections for controlling the energization of said
nism occupies its reverse position, a first pipe line
electric lock, said electric lock being effective
operatively connecting said rail locks with said
when deenergized to prevent operation of said
first mechanism in such manner that said rail
manually operable means away from the position
locks will be operated to locking or unlocking
in which said rail locks are in their locking posi 60 positions according as said ñrst mechanism oc
tions, a control circuit controlled in accordance
cupies its normal or its reverse position, said first
with the energized or deenergized condition of
pipe line extending across the ends of the bridge
said electric lock and including a single pair of
to the bridge abutments, a pipe coupler at each
control wires extending across said bridge, and
end of the bridge for connecting and disconnect
signals governing the passage of trains over said 65 ing the portion of said first line on the bridge
bridge controlled by said control circuit.
with the portions on the bridge abutments, a
2. In an interlocking for a drawbridge over
second pipe line connecting said pipe couplers
which the rails of a stretch of railway track pass,
with said second mechanism in such manner that
locks for locking the rails on said bridge in the
said couplers will be operated to their pipe cou
proper positions relative to the rails on the bridge 70 pling or uncoupling positions according as said
abutments for the passage of trains over said
second mechanism occupies its normal or its re
bridge, manually operable means operatively con
verse position, an electric lock associated with
nected with said rail locks for actuating them be
said ñrst mechanism and effective when deener
tween locking and unlocking positions, an elec
tric lock controlling the operation of said manu 75 gized but not when energized to prevent opera
2,409,074
ld
tion of said first mechanism away from its nor
anisms each operable between normal and reverse
ma] position, means for energizing said lock at
positions, means mechanically interlocking said
the expiration of a time interval provided no
train is within a predetermined distance of said
bridge, a control circuit controlled in accordance
with the energized or deenergized condition of
mechanisms in such manner that said second
mechanism cannot be operated between its nor
mal and reverse positions unless said íîrst mech
anism occupies its reverse position, a first pipe
said electric lock and including a single pair of
line operatively connecting said rail locks with
control Wires extending across said bridge, and
said ñrst mechanism in such manner that said
signals governing the passage of trains over said
rail locks will be operated to locking or unlock
bridge controlled by said control circuit,
10 ing positions according as said ñrst mechanism
5. In an electric interlocking for a drawbridge
occupies its normal or its reverse position, said
over which the rails of a stretch of railway track
iirst pipe line extending across the ends of the `
pass, locks for locking the rails on said bridge
bridge to the bridge abutments, a pipe coupler
in the proper positions relative to the rails on the
at each end of the bridge for connecting and
bridge abutments for the passage of trains over 15 disconnecting the portion of said ñrst line on
the bridge, nrst and second operating mecha
the bridge with the portions on the bridge abut
nisrns each operable between normal and reverse
ments, a second pipe line connecting said pipe
positions, means mechanically interlocking said
couplers with said second mechanism in such
mechanisms in such manner that said second
manner that said couplers will be operated to
mechanism cannot be operated between its nor 20 their pipe coupling or uncoupling positions ac
cording as said second mechanism occupies its
mal and reverse positions unless said nrst mech
anisrn occupies its reverse position, a ñrst pipe
normal or its reverse position, an electric lock
line operatively connecting said rail locks with
associated with said ñrst mechanism and effec
tive when deenergized but not when energized
said ñrst mechanism in such manner that said
rail locks will be operated to locking or unlock
to prevent operation of said first mechanism
ing positions according as said first mechanism
away from its normal position, two detector track
occupies its normal or its reverse position, said
sections one extending onto said bridge at each
ñrst pipe line extending across the ends of the
end of said bridge, a bridge circuit controller at
bridge to the bridge abutments, a pipe coupler
each end of said bridge operatively connected
at each end of the bridge for connecting and 30 with said ñrst pipe line and including contacts
disconnecting the portion of said ñrst pipe line
which are closed or open according as said i'lrst
on the bridge with the portions on the bridge
operating mechanism occupies its normal or its
abutments, a second pipe line connecting said
reverse position, two signal control relays one
pipe couplers with said second mechanism in
disposed at each end of the bridge, two detector
such manner that said couplers will be loperated 35 track sections one extending onto said bridge at
to their pipe coupling or uncoupling positions
each end oi the bridge; a track circuit for each
according as said second mechanism occupies its
track section including a track relay connected
normal or its reverse position, an electric lock
with the rails of the section at the bridge end
associated with said ñrst mechanism and effec
of the section, a source of current connected
tive when deenergized but not when energized 40 with the rails of the section at the bridge abut
to prevent operation of said first mechanism
ment end of the section over a back contact of
away from its normal position, two detector track
the signal control relay at that end of the bridge
sections one extending onto said bridge at each
and contacts of the bridge circuit controller at
end of said bridge, a time release including a
that end of the bridge, a time release including
first contact which opens immediately when said
a first contact which opens immediately when
release is set into operation and a second con
tact which becomes closed for a brief interval
of time a predetermined time after said release
is set into operation, means controlled in part by
said detector sections and in part by said second '>
contact of said time release for controlling the
energization of said electric lock, a control circuit
said release is set into operation and a second
contact which becomes closed for a brief inter
val or" time a predetermined time interval after
said release is set into operation, a control cir
cuit for said signal control relays controlled in
part by said ñrst contact and in part in ac
cordance with the energized or deenergized con
dition of said electric lock including a single
controlled in part by said ñrst contact and in
part in accordance with the energized or de
pair of control wires extending across the bridge
energized condition of said electric lock and in
and connected at each end of the bridge with
cluding a single pair of control wires extending
the signal control relay at that end of the bridge
across said bridge, and signals governing the
over contacts of the bridge circuit controller at
passage of trains over said Vbridge controlled by
that end of the bridge, an energizing circuit for
said control circuit.
said electric lock including front contacts of said
6. In an electric interlocking for a drawbridge 00 track relay and said second contact of said time
over which the rails of a stretch of railway track
release, and signals governing the passage of
pass, locks for locking the rails on said bridge
trains over said bridge controlled by said control
in the proper positions relative to the rails on
circuit.
the bridge abutments for the passage of trains
ROGER MILLS SNYDER.
over the bridge, first and second operating mech
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