US1611627A - Signaling apparatus - Google Patents

Description

Dec. 21,1926. 1,611,627

' H. s. YOUNG SIGNALING APPARATUS Filed May 1925 Fig: I.

INVENTOR 30 Fly 2.

fiz :1 ATTORNEY Patented Dec. 21, 1926.

STATS HENRY S. YOUNG, OF WILKINSBURG, PENHSYLVANEA, ASSIGNOR TO THE UNION SWITCH 8: SIGNAL COMPANY, OF SV ISSVALE, PENItl'SYLi/ANIA, A CORPORATION OF IPENNSYLVANIA.

SIGNALING APPARATUS.

Application filed my 21, 1925. Serial No. 31,778,

My invention relates to signaling apparatus, and particularly to apparatus of the type comprising a highway crossing signal located adjacent the intersection of a ra lway and a highway and controlled by t-ratlie conditions in the adjacentstretch of railway track.

I wil describe two forms of signaling appara; is embodying my invention, and Wlll then point out the novel features thereof in claims.

In the accompanying drawing, Fig. 1 is a diagrammatic View illustrating one form of signaling apparatus embodying my invention, 2 is a View showing a mod].- ficd form of the apparatus illustrated in Li ie: 1, and also einhodyinq' my inven on.

Similar re erence characters refer to s1milar parts in both visws.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a stretch of railway track which is intersected by a highway H, Bv mean of insulated joints 2 the track rails 1 and 1 are divided into two insulated track sections A--B and B-C, the junction B of these two track sections being located at or near the highway crossing H. A track transformer T has its secondary 4 connected across the rails adjacent the left hand end of section A-B. A similar tract: transformer T has its secondary 4; connected across the rails adjacent the right hand end of section B-C. An impedance 6 s interposed between the secondary l of each transformer T and the rails of the associated section in the usual manner. 5 of each of the track transformers 'lis constantly supplied with alternating current from some suitable source, such as an alternator M, over line wires 3 and 3 A track relay R is connected across the railsadjacent the right hand end of section f r-15, and a smilar track relay R is con nected across the rails adjacent the left hand end of section BC. Itwill there."ore be seen that each track section is provided with a track circuit including the secondary of a track transformer, a track relay, and the two track rails of the section in series. associated with e ch of the trash relays it is a slow releasing; stick relay designated by the reference 'haracter l: with an exponent corresponding to the location, I

These stick relays are at times supplied The primary with energy from secondary 7 of a line transformer D, the primary 8 of which is constantly supplied with energy over line wires 3 and 8.

Referring particularly to relay K, this relay is provided with a pick-up circuit over which current flows from secondary 7 of transformer D, throu ' h wires 9 and 10, back contact 11 of relay 1', wires 12 and 13, back contact 1 1 of stick relay K wire 15, winding of relay K, and wires 16, 17 and 18 back to secondary 7 of transformer D. This circuit is closed only when relays R and K are de-ener zizeih Relay K is also provided with a stick circuit which passes from secondary 7 of transformer D, through wires 9 and 19, back conta t 20 of relay R wires 21 and 22, front contact 23 of relay K, wires 21 and 13, back contact 14 of relay ii w re 15, winding of relay K and wires 16, 17 and 18 back to secondary 7 of transformer l). The stick circuit just traced is closed only when relay K is already energized and relays R and K are both de-energized.

Stick relay K is controlled by relays R R and K in the same manner as just de-' scribed for the control of relay K by relays R. R and K Located adjacent the crossing of highway H with the railway track is a highway signal designated by the reference character S. This signal is arranged to ivea warning indication when e:ergized but not when tie-energized, and is here illustrated as an electric hell by he customary symbol.

The signal S ispro ided with two opersting c'rcuits. One of these circuits passes from secondary 7 of transformer D, through wires 9, 10 and 25, back contact 26 of relay R, wire 27, hack contact 28 of sticl: relay K wires 29 and 30, operating mechanism ofsignal S, and wires 31 and 8 back to secondary 7 of transformer D. This circuit is closed only when relays PL and K are both tic-energizer. The se ond circuit for signal S passes from secondary 7 of transformer D, through wires 9, 19 and 32, backcontact 33 of re ay R wire 84-, lack contact 35 of relay K, wire: 80, operating mechanism of signal S, and wires 81 and 18 back to secondary 7 of transformer D. The tircui'' last traced is closed only when relays E and IT are both tie-energized.

As shown in the drawing all of the parts of the apparatus occupy the positions cor-- responding to the normal or unoccupied condition 'of the trackway. Under these conditions relays R and R are both energized, relays K and K are both de-energized, and signal S is de-energized.

In explaining the operation of the apparatus I will first assume that an eastbound train, that is, a train moving from left to right, enters the stretch of track shown in the drawing. When this train enters section A-B relay R becomes de-energized. The closing of back contact 11 of this relay completes the pick-up circuit for relay K which relay then becomes energized. At the same time the closing of back contact 26 of relay R closes the operating circuit for signal S over back contact 28 of relay K now ole-energized. Signal S therefore is operated to give a warning indication. Vfhen the train enters section BC relay t becomes de-energized. The closing of back contact 20 on this relay does not complete the pick-up circuit for relay K however, because this pick-up circuit is now open at back contact 23 of relay K. Relay L therefore remains in its de-energized condition and signal S continues to display a warning indication.

hen the train moves out of section A? relay R becomes energized, thereby interrupting the pick-up circuit for relay K, but this relay is now maintained in its energized condition over its stick circuit including back contact 20 of relay R The open ing of back contact 26 of relay R interrupts one operating circuit for signal S and the other operating circuit for this signal is now open at back contact 35 of relay K. Signal S is therefore de-energized and ceases to give a warning indication. If, however, a following train should enter section Al3 the de-energization of relay B would immediately complete the operating circuit for signal S and cause that signal to give a warning indication. It follows that the crossing is at all times fully protected no matter how closely one train follows another.

\Vhen the train moves out of section B' C, relay R becomes energized and opens the stick circuit for relay K, allowing this relay to open, and restoring the apparatus to its normal condition.

The operation of the apparatus for westbound trains is exactly the same as just described in connection with eastbound trains and will be readily understood from the drawing without further explanation.

"With very short, light trains such as a switching engine and tender it may happen that the brief interval of time elapses after the train leaves section AB and before the de-energization of relay R in an eastbound move. During this time interval both the pick-up circuit and the stick cir-- time interval required for a train to track section to the other.

e ceases to give a warntrain has passed the Referring now to Li". 2 the a iiparatus here illustrated is exactl the same as that already described in connection h Fig. l.

I vay crossing signal. in Fig. :2 the electric hell 5% is replaced by wig-wag signal S. Tl signal, in accordance with usual practi has a holding winding which, when energized, latches the pendulum in one extreme position wherein the signal indicates clear. hen this winding is tie-energized, it sis into operation amotor which causes the pendulum to swing back and forth and the signal then gives a warning indication. One form of signal operating in this man: i' is shown and described in Letters Fatent of the United States No. 1,498,157, granted to C. W. Dunhani on June 17, 1924;, for highway crossing signal. iho motor is provided with an operating circuit which pas e? from secondary 7 of transformer D, thror wires 9, 9, l9 and 4-5, operating mechanism of signal S and wires 44 and 18 back to secondary 7 of transformer D. The circuit for the holding winding comprises three branches, one of which passes from 866011:- ary 7 of transformer 1), through wires 9", 9, 19, 36 and 37, front contact 38 of relay R wires and i0, front contact Q1 of relay It, wires 4-2 and .3, operating mecha nism of signal S and wires a l and 18 I to secondary T of transformer D. The hold. ing circuit is closed through this branch only when relays R and it are both energized, under which condition signal S displays its clear indication. Another branch of the holding circuit may be traced from] seondary 7 of transformer D, through wires 9 and d6, front contact 4i? of relay K, wires 48, 49 and 10, front contact 4;]. of relay It, wires a2 and 48, operating mechanism of signal S, and wires 4a and 18 back to secondary of transformer D.

otiil another branch for the holding circuit may be traced from secondary 7 of transformer D, through wires 9, 9, 19, 36 and 37, front contact 38 of relay R wires 39, L9 and 50, front contact 51 of relay K wires and lill) 413, operating mechanism of signal S and wires 44: and 18, back to secondary 7 of transformer D.

Under normal conditions, that is, when the stretch of track shown in the drawing is unoccupied, relays R and R are both energized and relays K and K are both decnergized as has already been explained. Under these conditions the holding circuit for signal S is complete over front contact ll of relay It and front contact 38 of relay R and the wigwag signal is therefore latched up. If, now, a train enters section A-B relay R becomes de-energized, and relay K picks up. All of the branches of the holding circuit for signal S are now open and the signal therefore displays a warning indication. When the train enters section B-C relay R becomes de-energized but the rest of the apparatus is not affected and signal S continues to display a warning indication. hen the rear of the train leaves section AB, relay It becomes energized but relay K is held closed over its stick circuit, relay R now being de-ener: gized. The energization of relay It, however, completes one branch of the holding circuit for signal S over front contact ll of relay R and front contact 47 of relay K, so that the signal is latched up. If, however, a following train enters section A-B, the de-energizationof relay R immediately opens this holding circuit and signal S again displays its warning inclication. The same protection is therefore given for following trains as was the case with Fig. 1.

When the train moves out of section B-C relay R becomes energized, opening the stick circuit for relay K, and restoring the apparatus to its normal condition.

In Fig. 2, relays K and K are made slow acting for the same reasons as explained in connection with Fig. 1.

The operation of the apparatus shown in Fig. 2 for trafiic from right to left is similar to that just described for the opposite direction and will be readily understood from the drawing.

Although I have herein shown and described only two forms of signaling 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, two adjacent sections of railway track, a track relay for each section, a stick relay associated with each said track relay, a pick-up circuit for each said stick relay including a back contact of the associated track relay and a back contact of the other stick relay; a stick circuit for each stick relay including its own front contact, a back contact of the other stick relay, and a back contact of the track relay associated with such other stick relay; and a highway crossing signal controlled by said stick relays and by said track relays.

2. In combination, two adjacent sections of railway track, a stick relay for each section, means for energizing each said sticlr maintaining each stick relay in its energized condition until such train moves out of the other section, means for preventing each stick relay from being energized when the other stick relay is energized, a highway crossing signal located adjacent the junction of said two track sections, and means for causing said signal to display its warning indication when the track relay for either section is ce-energized and the stick relay for the other section is also de-energized.

4C. In combination, two adjacent-sections of railway track, a track relay for each section, a stick relay for each said section v means for energizing each said stick relay when a train enters the associated section moving toward the other section, means for maintaining each such relay in its energized condition until such train moves out of the other section, a highway crossing signal located adjacent the junction of said two track sections, means for controlling said signal by all of said relays so that the signal displays one indication when the track relay for either sect-ion is tie-energized and the stick relay for the other section is de-energized, and a different indication at all other times. 7

5. In combination, two adjacent sections of railway track, a track relay for each said section, a stick relay for each said section, means for energizing each said stick relay when a train enters the associated section moving toward the other section, means for maintaining each such relay in its energized condition until such train moves out of the other section, means for preventing each stick relay from being energized when the other stick relay is energized, a highway crossing signal located adjacent the junction of said two track sections, and a controlling circuit for said signal including a back contact of one track relay and a back contact of the stick relay "for the other sec tion.

6. In combination, two adjacent sectio is of railway track, a track relay for each said section, a stick relay for each said s ction, means for energizing each said stick relay when. a train enters the associated section moving toward the other section, means for maintaining each such relay in its energized condition until such train moves out of the other section, means for prevent-- ing each stick relay from being energized when the other stick relay is energized, a

iway crossing located adjacentthe junction of said two track sections, a con trolling circuit for said signal including a heck contact of one track relay and a back contact of the stick relay for the other tion, and a second controlling circuit for said signal including a back contact of the remaining track relay and a hack contact of the remaining stick relay.

7. In combination, two adjacent sections of railway track, a track relay for each section, a stick relay associated with each said track rela a pick-up circuit for each said stick relay including a back contact of the associated track relay and back contact of the other stick relay; a stick circuit for each stick relay including its own iront contact, a back contact of the other stick relay, and a back contact of the track associated with such other stick relay; highway crossing signal locat d adjacent the unction of said two track sections, a controlling circuit for said signal including a back con- ,act of the track rela'y one section and a hack contact of the stick relay for the other section, and a second controlling circuit for said signal including a hack contact oi the ron'iaining track relay and a haclr contact of the remaining stick relay.

8. 1n coinoination, two adjacent section j railway track, a: track relay for each sec tion, slow releasing stick relay 2: :ialezl witl'i each said track relay, 2: rick-up circuit for each s 1 stick relay including a hack contact oi the associated track relay and a nick contact of the other stick relay; a stick or stick relay including its own act, a back contact of the other nd a hack contact oi? tlr t 'acl-r ociated with such other stick reand a highway crossing signal controlled l staid stick relays and by said trait-l: relays.

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