DE644519C - Warning signal system for crossings on single-track railways - Google Patents

Description

The invention relates to warning signal systems for crossings on single-track railways with short insulated track sections at the entrance of the warning line, at the crossing and at the exit and with a switch-on relay, the activation of the stop signal when driving on the track section at the entrance to the warning line causes it to be switched off again as soon as the last pull axle leaves the crossing and that when driving on the track section at the exit of the warning route prevented from repeatedly switching on the stop signal by means of a blocking relay will. '

For warning signal systems of this type it has already been proposed that repeated Activation of the stop signal by the switch-on relay when the at the output is driven over

2α of the warning section lying track section to prevent by means of a blocking relay, with a special contact in the track circuit of the switch-on relay is provided. The work of the warning signal is thereby except from the pull axis also depends on the effect of this particular contact.

According to the invention, the locking relay is activated simultaneously with the repeated manipulation the switch-on relay that works without a special contact in its track circuit switched on and thereby a changeover relay made ineffective when driving the short, isolated track section at the entrance to the warning line is switched on of the stop signal so that the activation of the switch-on relay and thus the switch-on of the stop signal exclusively takes place through the pull axis. In this way it is achieved that the system is essential works safer.

Three exemplary embodiments of the invention are shown in the drawing. In all of the examples there are three short, isolated track sections G 1, G 2 and G 3 , through which relays are activated, which switch the two signal lamps WL (white, clear signal) and RL (red, stop signal).

The device shown in Fig. 1 operates in the following way:

In the rest position shown in the drawing, only the switch-on relay E is energized, which works without a special contact in its track circuit.

When driving on the short insulated track section G ι located at the entrance of the warning line, the track circuit of E is short-circuited. E drops and remains dropped until the last pull axle has left G 1. When decrease in E e is the block B relay energized via its case closed contact, the b with its contact ¹ in self-closing lays and b with his contact ² closes the circuit of the change-over relay U.

U is excited and switches from WL to RL with its contact ti . So now the red stop lamp is on.

When the last pull axle leaves .G ι , ;. E energized again, with its contact e s * 'opens. The block relay B remains energized via its self-closing contact b ¹ , so the changeover relay U is not influenced by this.

ίο When driving on the short insulated track section G 2 lying on the crossing D, the circuit of the switch-off relay A is closed by the pull axle, so that this relay is energized. A interrupts with its contact α ^{1 the} circuit of the block relay B, whose contact Zr interrupts the circuit of the changeover ^{relay L 7.} When the switch-off relay A is energized, however, the circuit of the switchover relay U has been closed via the contact ar , so that the switchover relay U does not switch over when the contact Ir opens. When the excitation of the switch-off relay A is closed by its contact α ¹ of the circuit of the preparation relay V, so that this relay is energized, via its contact v ¹ in self-closing inserted and v its contact ^3, the energization of the lockout i * prepared. This relay is now in series with the switch-on relay E at the power source, but does not yet work because the current flowing through both relays is too weak to be able to energize the blocking relay S.

W ^T hen the last pull axle leaves G 2 , the switch-off relay A is de-energized again, drops out and opens its contact σ ² . As a result, the circuit of the L ^T mschaltrelais U running through this contact is interrupted, so that this relay is now also de-energized and drops out. The contact u is switched from RL to WL , and the white free travel signal lamp is now on.

When the first train axle has reached the short insulated track section Gj located at the exit of the warning section, the switch-on relay E is short-circuited again and drops out. The closed contact e of this relay does not change the signal lamps, as when driving on Gi through the first pull axis, because the blocking relay 6 "prevents this. The first pull axis on G 3 creates a direct circuit for the blocking relay It closes itself over its contact s ¹ and opens its contact s ² , whereby the circuit of the block relay B is interrupted, and by the closure of the contact e of the switch-on relay E, the block relay B does not The contact b * in the circuit of the switchover relay (J therefore remains open, and since the contact a? of the switch-off relay A is also open, the switchover relay U remains de-energized and does not switch the signal lamps. ■ ^:. · After the last Pull axis Gj leave ihiit, the switch-on relay E is energized again KVknd opens its contact e. At the same time, the blocking relay 5 "is de-energized, opens its self closing contact s ¹ and closes its contact s' ² . This restores the system to its idle state.

Cw and Cr are the turn signals, cw and he are the flashing contacts of the two signal lamps.

Iu Fig. 2 shows a simplified embodiment of the invention.

The contact e of the switch-on relay E lies in the circuit of the switch-over relay U, so that this relay is energized as soon as E drops out when driving on the first track section G /. The changeover relay (J is self-closing via its contact u ¹ and switches from WL to RL with its contact ic .

When the last axis leaves Gi , the switch-on relay E is energized again and opens its contact e. The changeover relay (J remains energized via its self-closing contact m ¹ , and there is no changeover of the signal lamps.

When driving on the track section G 2 , the circuit of the switch-off relay A is closed by the first pull axle and the relay is thereby energized. The circuit of the changeover relay U is interrupted by the contact ar of this relay, so that the self-closing of this relay via its contact u ^{1 is} canceled. The changeover relay does not de-energize the stop signal lamp because contact a? of the trip relay A on the contact w ^{2 of} the changeover relay (J bypassing circuit for this lamp has been closed so that it continues to burn, although the circuit leading to this lamp ^{via contact j (2 has been interrupted} of the switch-off relay A is closed by its contact a ¹ when the circuit of the switchover relay (J is interrupted at the same time the circuit of the preparation relay V , so that this relay is energized and is self-closing via its contact v ^l , while its contact v ³ the circuit of the locking relay S closes, thereby preparing the excitation of this relay.

When the last traction axle leaves the isolated track section G 2 , the switch-off relay A drops out and, with its contact ar, interrupts the bypass circuit of the stop lamp RL via this contact. Since tao the circuit leading to this lamp via the contact ic is already under-

was broken, the lamp RL is now de-energized. The contact a ² simultaneously closes the circuit leading to the lamp WL via the contact u ^2. So now the white clearing light is on. When the switch-off relay A drops out, its contact a ¹ interrupts the circuit of the preparation relay V ₁ which, however, remains energized via its self- closing contact v ^{1, which means}

ίο his contact v ² in the circuit of the locking relay S remains closed. The contact α ¹ switches over to the changeover relay U at the same time, but this is not energized because its circuit is interrupted by the open contacts e and u ¹ .

When driving on the track section G 3 , the switch-on relay E drops out and closes the contact e in the circuit of the switchover relay U. The changeover relay is not energized because the blocking relay 6 * prevents this. By the first draw axis on the section of track G 3 is a direct current circuit for 5 "is in fact created, so that this relay is now energized. It lies over its contact s ¹ in self-closing, opens its contact s ² in the circuits of the changeover U and prevents this relay from being energized by closing the contact E. The contact s ² simultaneously interrupts the circuit of the preparation relay V, so that its self-closing is canceled.

When the last axle leaves the track section G 3 , the switch-on relay E is energized again and opens its contact e. At the same time, the blocking relay> S "is de-energized, opens its self- closing contact s ¹ and closes its contact ^{s 2.} This restores the system to rest.

The embodiment shown in Fig. 3 corresponds essentially to the previously described, with the difference that the switching relay A is a contact ii ^{3 of} the switching relay U upstream. The switch-off relay A can therefore only become effective if the switchover relay U has come into effect beforehand. This prevents unauthorized energization of the switch-off relay A.

Claims (4)

Patent claims: i. Warning signal system for crossings on single-track railways with short, isolated track sections at the entrance of the warning line, at the crossing and at the exit and with a switch-on relay that causes the stop signal to be switched on when the track section at the entrance of the • warning line is traveled, which is switched off again as soon as the last train axle has left the crossing and is prevented from repeatedly switching on the stop signal when driving on the track section located at the exit of the warning line by means of a blocking relay, characterized in that the blocking relay (S) simultaneously with the repeated influencing of the without a special contact in his track circuit working switch-on relay (E) is switched on and thereby makes a switch-over relay (U) ineffective, which mediates the activation of the stop signal (RL) when driving on the short isolated track section (Gi) at the entrance of the warning line, so that the actuation d the switch-on relay (E) and thus the switch-on of the stop signal (RL) takes place exclusively through the pull axle. 2. Warning signal system according to claim 1, characterized in that in the circuit of the locking relay (S) there is a contact of a preparation relay (V) which is excited when driving on the short isolated track section (G 2) lying on the crossing (D) and this contact , closes, so that the excitation of the locking relay (S) is prepared, which is then excited by the train axle when driving on the short isolated track section (G 3) behind the crossing. 3. Warning signal system according to claim 1 and 2, characterized in that the circuit of the preparation relay (V) is closed by the switch-off relay (A) excited when driving on the short isolated track section (G 2) lying on the crossing, which switches off the stop signal (RL ) when the last train axle has waived this track section (G 2) \ ^r . 4. Warning signal system according to claim 1 to 3, characterized in that the switch-off relay (A) is preceded by a contact of the switchover relay (U) so that the switch-off relay (A) can only be effective if the switchover relay (U) has previously taken effect has come. For this purpose 2 sheets of drawings