DE489371C - Electrically operated signaling device - Google Patents

Description

The invention relates to an electrically operated railway signal device in which • according to the respective traffic conditions isolated rail sections on the route (occupied or free block sections) automatically closed and interrupted signal stream in a certain cycle ; is fed.

It has already been proposed for rail signaling purposes such a key signal stream for one automatically after clockwise predetermined key to use closed and interrupted current, its Texture for different Verkieihrszu-IS stands on the route is distinctive, in contrast to your earlier signaling systems ;, in which the constant presence or ■ absence of a current with or without polarity reversal the distinguishing feature is by which different signals! given to the various sales states.

:. In the proposed arrangement, this key signal stream is in the rail circuit present in all or certain traffic conditions, regardless of whether a train is being transmitted to the .a signal should be present in the block section or not. In other words, the one for Key signal stream characterizing the traffic conditions on the route ahead the Senienenstrornkreis is uninterrupted supplied as long as these special traffic conditions exist.

This is the case with the present "invention not the case. Here the key signal stream is only activated by the entrance of a train, to which a corresponding signal is to be transmitted, in the block section into life called. So as long as a train is not present in the block section, the track circuit is here the key stream is not supplied, on the other hand the circuit is traversed by a steadily flowing current, which only then changes to a current that is interrupted according to the key cycle is converted when a train enters the block section.

As is readily understandable, this thought pursues a distinctive one key stream only come into being when the train making the signal received .shall, enters the block section, the goal of saving energy when there is no train traffic and the the key signal flow controlling mechanism by which the key system forming regular power interruption is caused to avoid.

The invention is in several embodiments

examples shown in the drawings, of which

Fig. Ι a diagrammatic view of the Rail device of a railway signal device according to one embodiment of the invention.

Fig. 2 is a view of the corresponding train carried device,

Figs. 3 and 4 are similar views like Fig. 2, which show modified arrangements and

Figs. 5 and 6 are similar views to Fig. 1, the modified versions demonstrate.

Fig. 7 shows a further modified embodiment.

In Fig. Ι the reference symbols ι and i ° denote the rail tracks' of a railway line over which the Verkiehr normally moves in the direction indicated by the arrow. These rails are divided by means of insulated joints 2 into a plurality of successive track sections AB, BC , etc., which are provided with Schienanralais R ^A , R ^B , etc., which are connected next to the input end of the associated section across the rails. The rail sections are also provided with a rail transformer T ^A , T ^B , T ^c , the secondary winding 4 of which is connected transversely to the rails next to the Auagangsen.de of the corresponding section. Connected to each rail relay is a second relay Q ^A , Q ^B , QC ₁ which in the following is to be referred to as a transmitter relay.

Electricity is supplied to the various parts of the device from a series of line transformers S ^A , S ^B , S ^c , each of which is located next to the connection between two rail sections. The primary winding 7 of each line transformer is continuously supplied with alternating current from a suitable source, such as e.g. B. an alternator M, powered by lines 3 and 3 ^a. If one now looks in particular at relay Q ^B , this is with a StroffikiKisi'tiersehen, which is from the secondary winding 6 of the transformer S ^A through wires 8 and 9, normally closed contact 10 of the rail relay R ^A , wire 11, normally closed contact 12 of the relay Q ^B , wire 13, winding of relay Q ^B and wires 14, 15, 16 and 17 going back to secondary winding 6 of transformer S ^A. As can be seen, this circuit is only closed when relay R ^{A is} not energized and relay Q ^{B is} also not energized. Assuming that relay R ^{A is} not energized, current is supplied through the circuit just described to the winding of relay Q ^B , which is then energized. The opening "of the normally closed contact 12 of relay Q ³ opens its own circuit and the relay is energized again. Therefore, as long as the normally closed contact 10 of relay R ^{A is} closed, relay Q ^{B is} energized with interruptions and causes its contacts to open and close The control of each of the other relays Q ^A and Qp is similar to that just described for relay Q ^B , and the relays are set so that the times required for complete periods of that relay are the same for all relays.

Each of these relays monitors the power supply to the route section behind it according to the traffic conditions ahead. If we consider section AB in particular, transformer T ^{B is} provided with two circuits for this section. One of these circuits goes from secondary winding 6 of line transformer S ^B through wire 8, ^{normally open contact 18 of relay ^ 5} , wire 19, normally closed contact 20 of relay Q ^B , wires 21 and 22, primary winding 5 of transformer T ^B "and wires 23, 15 and 17 back to the secondary winding 6 of the transformer S ^B. This circuit is only closed when relay /? ^{0 is} energized and relay Q ^{B is} not energized. Warm, therefore relay R ^{B is} energized and relay Q ^{B is} continuously not energized, that's just the way it is circuit described for transformer T ^B resistant closed, and a continuous alternating current is supplied to the rails of the section AB, so that rail relay R ^a is energized. If, however, portion AB is occupied by a train, so that relay R ^a is not erragt includes so the closure of the normally closed contact 10 of this relay, the control circuit for relay QP, which begins to oscillate.If we also assume that ScMenenrelais R ^{B is} energized, the just described will be Circuit for transformer T ^B only for. a short period of time the relay Q ^{B is} closed once during each period, and the rails of the section AB are then supplied with current in the form of energy pulses separated by time intervals. The current then fed to the rails should be referred to as the drive key. Another circuit for the transformer T ^B can be arranged from the secondary winding 6 of the transformer S ^ß , through wire 8, normally closed contact 18 of the relay R ^B , wire 25, a normally open or normally closed contact 11g 26 of the relay Q ^B , wire 22, primary winding 5 of transformer T ^B and wires 23, 15 and 17 back to secondary winding 6 of transformer S ^B. When relay R ^{B is} not energized and relay R ^{A is} energized, alternating current is continuously supplied to section AB- through normally closed contact 26 of relay QP. is

while relay R ^{A is} not energized while relay R ^{B is} not energized, the time-interrupted operation of relay Q ^B closes the circuit for primary winding 5 of transformer T ^B for a short interval at each end of the deflection of relay Q ^B. Section AB is then supplied with a current, to be called the Precautionary Key Current, which consists of pulses of energy separated by uniform spaces and transmitted to the rail at the ratio of two pulses for each complete period of the relay Q ^B.

The operation of the device belonging to the remaining sections is the same as that just described for section AB .

As shown in the drawing, the section to the right of point C is occupied by a train, which is indicated diagrammatically at V " . Relay R ^c is therefore sufficiently energized, whereas relay R ^{B is kept} in its energized state by alternating current, which uninterrupted the Rails the section BC is fed through transformer T ^c , and the circuit for relay Qp is therefore interrupted at the break contact ι ο of the relay R ^B. In the same way, section AB is continuously supplied with alternating current via the break contact 20 of the relay Q ^B , which is constant is not energized because its circuit at the normally closed contact 10 of the now energized relay R ^{A is} open.

It is now assumed that a train V is moving on the rail line shown in the drawing. When this train enters section AB , the non-energization of relay R ^A closes. Control circuit for the transmitter relay Q ^B , which begins to oscillate. Relay R ^B is energized and the drive key current, therefore fed to section AB. If the train arrives in section BC , the failure regulation of relay R ^B closes the control circuit for the transmitter relay Qp. Relay R ^c , however, is not energized and therefore section BC power is applied to the rails [according to the caution key. It should be noted that the alternating current supplied to the rails of each section is only divided into key pulses when that section is occupied by a train.

While the train is occupying both sections AB and BC , since relay R ^{B is} not energized, power is supplied to section AB according to the caution key. As soon as the train moves out of section AB , relay R ^{A is} no longer short-circuited and the first pulse transmitted to the rail causes relay R ^{A to be} energized. The opening of the normally closed contact ι ο of relay R ^A interrupts the circuit for relay Q ^B , and the latter is then continuously not energized. Current is therefore constantly fed from the AB section from the transformer T ^B through normally closed contact 18 of the relay R ^B , and relay R ^A remains energized. As soon as the train comes out of section BC , relay R ^{B is} energized so that current is then fed to transformer T ^B through normally open contact 18 of relay R ³ , but this current does not interfere with any of the other devices connected to section AB , and relay R ^A remains excited.

Referring now to Fig. 2, the carried by the course Regelurngseinrichtung contains two magnetizable cores 27 and 27 ^it, the front of the front axle 29 (Fig. 1) and are each ι and in inductive relationship with the two rails i "arranged the track ■ Ident 27 is provided with a winding 28 and core 27 with the same winding 28 ^Λ , the two windings 28 and 28 ^a , being connected in series so that the alternating currents in them are caused by alternating currents in ". the two rails of the track flow in opposite directions, induced tensions add up at every moment. These two windings are preferably connected by an amplifier 30 and a rectifier 31 to a relay D carried by the train, which is to be referred to as the main relay. When the rails of one. Course occupied track section with key pulse current belie- ■ "fert will relay D is energized during each pulse of energy, and its not energized during the pause between pulses. The main relay D two delay relays E and F are connected. Jedes- · times when relay D is energized, a pulse of energy is supplied to relay E through a circuit drawn from a suitable energy source, such as battery 34, through wires 35, 36, 37 and 38, normally open contact 39 of relay D, wire 40, winding of relay E and wires 41 , 42, 43 and 44 runs back to battery 34. When relay E is energized, a circuit for relay / ^{7 is} closed, this circuit from battery 34 through wires 35, 36, 37 and 45, normally open contact 46 of relay E, Wire 47, winding of relay / ⁷ and wires 48, 42, 43 and 44 leads back to battery 34. It is thus clear that every time relay D is energized, relays E and F are also interrogated not aroused, so the opening interrupts the make contact 39 f the circuit for the relay. However, due to the delay elapses, the relay E, a time interval between the Nichterregnng DIE

480BfI

This relay and the opening of its working contact 46. When this time interval expires, the circuit for relay F is opened, and this relay reverses its contacts after an equal time interval. The relays E and F therefore work one after the other for the time interval between successive excitations of the relay D.

Relay D also has an armature 32, which closes an instantaneous contact 33 for a short period of time every time Ankeir 32 moves from the position which the non-series.

Relay D corresponds to the position corresponding to the excitation state of this relay.

The momentary contact 33 in connection with the relay E and F controls two bridging relays / and K, which monitor regulating devices alternately, which are shown here as indicator lamps 59, 60 and 61. The circuit for relay K goes from battery 34 through wires 35 and 36, momentary contact 33 of relay D ₁ wire 49,

■ normally open contact 50-50 ° of delay relay / ⁷ , wire 51, normally closed contact 52 of delay relay E ₁ wire 53, winding of bridging relay / and wires 54, 55, 43 and 44 back to battery 34. "It is therefore clear that, if Relay E is open and relay F is closed, relay / receives a power surge every time instantaneous contact 33 is closed. The circuit for relay K is from battery 34 ″ through wires 35

■ and 36, instantaneous contact 33 of relay D, wire 49, normally closed contact 5o-'5o * of relay / ⁷ , wire 56, winding of relay K and wires 55, 43 and 44 back to battery 34. So if relay F- open is, relay K receives a rush current each time the eyebrow contact 33 of relay D is closed. To explain the operation of the device as a whole, it should first be assumed that the train occupies a rail line which is supplied with a "drive key stream", e.g. section AB in Fig. 1. Relay /) is therefore once on each complete period of the transmission relay Q ^B. Each time relay D is excited, the closure of the work contact 39 switches on the relay E , which in turn switches on relay F. If relay D is no longer obtained, the opening of contact 39 interrupts the circuit for Relay -E ₁ , however, relay F 'is then held in its energized state via normally open contact 46 of relay E. After the time period required to release relay E has elapsed, contact 46 opens and contact 512 of this relay closes relay / ^7. The parts are dimensioned in such a way that, when the end-of-travel current is received, the time between successive excitations Relay D is long enough to drop both relays E and F. Whenever relay D is energized, instantaneous contact 33 is closed for a short period of time, and since, as we have seen, during the timing interval between successive pulses fed to relay D , relays E and F both drop out, so it is It is clear that relay / ^{7 is} open every time instantaneous contact 33 is closed, so that relay K. receives a current surge via normally closed contact 50-50 * of relay F and contact 33 with each pulse of the drive key current. R, elais K. has a sufficiently long delay to bridge the time interval between successive excitations, and the normally open contact 62-62 ° of the relay therefore remains closed. It should be emphasized that because normally open contact 50-50 «of relay F is open when momentary contact 33 is closed, relay / is not supplied with energy when the train receives a drive key current and this relay is therefore open. Current therefore flows from battery 34 through wires 35 and 57, normally closed contact 58-58 * of relay /, driving lamp 59, front contact 62-62 "of relay K. and wires 63 and 44 back to battery 34. The lamp, 59 lights up, therefore, and thus shows "driving".

It should now be assumed that the before. The railway line occupied by train V is supplied with the precautionary key stream. Under this condition, relay D is energized twice in each complete period of the transmitter relay Q. During each energization of the relay, the relay D E F and ₁ ° i o are as described in connection with the Fahrtschlüsssl, both energized, however, the interval between successive excitations of the relay D is shorter now than before. The parts are dimensioned so that relay E is released during every pause, but relay F ■ does not have time to release. Every time relay D is energized, the closure of momentary contact 33 therefore delivers a current impulse to relay / via normally open contact 50-50 ° of delay relay F and normally closed contact 52 of delay relay E. Relay / is built so that. it has enough delay to bridge the time interval between successive current surges which are supplied to it in this way, and the relay thus keeps its normally open contact 58-58 ° closed. Relay K. is not energized under these conditions, in that its circuit is open at the normally closed contact 50-50 * of the delay relay F , and therefore a circuit is closed by the battery

34 through wires 35 and 57, normally open contact '58 -58 ° of relay /, caution lamp 6.0, normally closed contact 62-62 * of relay K, and wires 63 and 44 back to battery 34. Lamp 60 will therefore light up so that she gives the caution signal.

It should be noted that if relay /) were continuously energized or consistently not energized, the instantaneous pulse 33 would remain open and relays / and K would both not be energized. Under these conditions, current would flow from battery 34 through wires 35 and 57, normally closed contact 58-58 * of relay /, lamp 61, normally closed contact 62-62 * of relay K, and wires 63 and 44 back to battery 34 . Lamp 61 would then light up and show "Halt". As. As can be seen in the drawing, the parts are all in the positions which correspond to an unao interrupted excitation of the relay D.

Particular attention should be paid to the fact that in the device: as shown in Fig. 2, relays E and F, operating in sequence, focus on the time interval between the end of each pulse and a central point in the following pulse speak to. Since the relays E and F control the signal lamps 59, 60 and 61 according to the length of this interval, it can be said that the length of each such interval is measured by the relay.

In the modified embodiment of the control device carried by the train, which is shown in FIG. 3, the main relay D is controlled in the same way as explained in connection with FIG. However: an auxiliary relay G is attached to this relay. Let us assume that relay D receives the drive key current, when the energization of relay D begins, a circuit for relay E is closed, that of battery 34. through wires 35, 36 and 38, normally open contact 39 of relay D, wires 64 and 65, normally closed contact 66 of relay G, wires 67 and 40 of delay relay E, and wires 41, 68, 42, 43 and 44 , leads to battery 34. The energy supplied via this circuit energizes relay E, but as soon as the normally open contacts of relay E close, current flows from battery 34 through wires 35, 36 and 38, normally open contact 39 of relay D, wires 64 and 69 , the winding of relay G, wire 70, normally open contact Ji of relay E and wires 72, 68, 42, 43 and 44 back to battery 34. Relay G immediately opens its closed contact 66,; thereby breaking the circuit just described for relay E. The excitation of relay E closes the circuit for Re-!

! lais F via normally open contact 46 of relay E in the same way as in Fig. 2.

It should be noted that the closing of relay G de-energizes relay E , and that the subsequent opening of contact 39 of relay D has no effect on the device. When relay /) is excited by the next pulse, a circuit closes for one of the relays / or K_ depending on the length of the time between the pulses. Let us assume that relay D receives the drive key current, so both relays E and F are not obtained during the period between the pulses. Then when contact 39 of relay D closes, current flows from battery 34 through wires 35, 36 and 38 , normally open contact 39 of relay D, wires 64 and 65, normally closed contact 66 of relay G, wires 67 and 49, normally closed contact 50-50 * of relay F, wire 56, winding of relay K. and wires 55, 43 and 44 back to battery 34. The excitation of the relay /) closes the circuit for relay E, and when this relay closes its working contact 71, will Relay G energized, which opens the circuit just written for relay K. Meanwhile, during the time that this circuit is closed, a rush current is supplied to relay K. and the relay is energized. So as long as relay D receives the drive key current, relay K. receives a current impulse on every excitation of relay D, and relay K, which works with a delay, bridges the time interval between the successive current impulses by keeping its normally open contact 62-62 'closed. Lamp 59 therefore lights up and shows the journey.

Likewise, when relay D receives the precautionary key stream, the pause between successive energizations of relays E and F allows relay E to open, but not relay F, and therefore each time relay /) closes its normally open contact 39, a Current surge to the relay / supplied from the battery 34 via the wires 35, 36 and 38 , the normally open contact 39 of the relay D _1, the wires 64 and 65, the normally closed contact 66 of the relay G, the wires 67 and 49, the normally open contact 50-5 o ^a of relay / ⁷ , wire 51, normally closed contact 52 of relay E, wire

53, winding the relay / and the wires

54, 55, 43 and 44 back to battery 34. Relay / keeps its normally open contact 58-58 "closed" during the pause between successive power surges applied to it, and lamp 60 will therefore illuminate to indicate "caution". Relay D would be requested continuously, z. B. by the presence of a continuous alternating current in the train

occupied rails, or would relay D be permanently not energized, e.g. B. through the absence of such a current in the rails, then both relay 1 and relay K would not be energized and lamp 61 would light up to indicate "stop".

It should be noted that in the device shown here, the relays E and F, connected in series, measure the pause between to one point in each pulse and the beginning of the next pulse. This arrangement has the. Advantage of being independent of the length of the pulses, which can change due to the reactance of the rails or for other reasons.

Under certain conditions it may be desirable to add a delay relay circuit to control via its own normally closed contact, so that when this circuit ao is supplied with a current impulse that excites the relay is, the consequent opening of the normally closed contact of the relay the The relay circuit is interrupted. Under these conditions power must be supplied to the relay * 5 after its normally closed contact has opened to ensure that the Relay is fully energized, and that the relay has its greatest possible delay. at With this arrangement of the circuits it is desirable to apply a surge of current to the relay, after the working circuit for the relay by opening its own break contact is interrupted.

The device according to Fig. 4 is similar to that in Fig. 2 with the exception that a third delay relay L _1, which is to be called a monitoring relay, is attached to the relays E and F. Relay L is only energized when relay / ^{7 is} energized by connecting the circuit for monitoring relay L from battery 34 through wires 35, 36, 37 and 93, normally open contact 94 of relay F, wire 95, winding of relay L and wires 96, 42, 43 and 44 goes back to battery 34.

The normally open contact 98 of the monitoring relay L is connected between the instantaneous contact 33 and the contact 50 of the relay F by means of wires 97 and 99.

The relays / and K. are monitored by the relays E and F, as already described in Fig. 2, but it should be noted that none of these relays can be energized when relay L is not energized.

If, in the device according to FIG. 2, relay F were to get stuck in its non-protruding position while the drive key current is being received, relay / would be energized so that lamp 60 would light up instead of lamp 59. This cannot happen with the construction shown in Fig. 4; because if relay F got stuck in its non-energized position, the monitoring relay L would remain in its non-energized state, even if relay E were to be energized. The relays / and K. would therefore both remain energized and the lamp 61 would light up, irrespective of which key stream was received by the relay D.

Furthermore, if the time interval between successive excitations of relay D were considerably longer than the time interval corresponding to the drive key, relay L would be de-energized after each such excitation and before relay D was again excited by the following current surge. Relays / and K could therefore not be excited by the closing of contact 33. It follows from this that a leakage key stream with current surges separated by longer pauses than those of the driving key could have no effect on the device.

For purposes of explanation, the monitoring relay L is shown attached to the device according to Fig. 2. However, it should be clearly noted that each of the illustrated embodiments could also be modified in the same way.

If one now looks at Fig. 5, each of the rail relays R ^A , R ^B , R ^{c has} two windings 100 and 101. Winding 100 of each rail relay is continuously switched across the rails next to the input end of the associated section, and winding 101 is constantly connected with it Alternating current supplied from the terminals α and b 'of a suitable alternating current source, not shown. Each relay R also has two contacts 10 and 18, which are arranged so that they can assume a right,> a left or a central position depending on the direction of flow of the alternating current with respect to the coil and the armature.

The supply of the alternating current to the primary winding S of the rail transformers T ^A , T ^B , T ^c is controlled by the intermediate relays P ^A , P ^B , P ^c . Let us consider e.g. B. Relay P ^B , it can be seen that when relay R ^B is energized in either direction so that contact 10 swings into an end position, current from a terminal «of a suitable power source through contact 10 of relay R ^B and Wire 102 to the winding of the relay / ³ * ⁸ and from there back to the other terminal & of the power source flows. If relay R ^B is not energized, however, this circuit is open for relay P ^B , and the relay is de-energized.

The rail sections are also provided with key-current relays K, ^A ,

K ^B , K ^c , which are monitored by the intermediate relay for the next section behind it. Each of the relays K ^A , K ^B , K ^c has two magnets 103 and 104 and an S rotatable armature 105, which with a. Overhang is provided after a middle position, but can be attracted by one or the other magnet. Movable contacts 106 and 107 are carried by the armature 105, which vibrate to one side or the other, depending on which of the magnets 103 or 104 is currently attracting the armature. The relays KA, K ^B , K ^c are intended for direct current operation, and since the energy source whose terminals α and b are shown in the drawing is an alternating current source, a rectifier 108 is in the circuit for each of the relays K ^A , K ^B , Kp switched on in order to convert the supplied alternating current into direct current.

The circuit of the key relay KP runs as follows: from terminal «through wire 109, normally closed contact uο of the intermediate relay P ^A , wire 111, rectifier 108, magnets 103 and 104 of relay K. ^D and wire 112 to terminal b. As can be seen, contact io6-io6 ^a is set up so that it shorts the magnet 104, while contact ΐο6-ΐο6 ^δ magnet 103 shorts, and the contacts are arranged so that when the relay is de-energized, contact io6-io6 ^{a is} closed is. Therefore, when the working circuit just described for the relay is closed, the current fed to the relay flows through magnet 103,! but is shunted around magnet 104 by contact 106-106 ". The armature 105 is therefore attracted by the magnet 103, so that it opens contact 106-106 "and closes contact 106-106 *, whereupon current flows to the magnet 104 and magnet 103 is short-circuited. The magnets 103 and

104 work with a delay, so that a time interval passes before the increasing power flow in magnet 104 overcomes the decreasing power flow in magnet 103 to a sufficient extent to attract armature 10.5 again. After this time interval has elapsed, armature 105 swings back against magnet 104, and contact 106-106 ⁶ is opened, but contact ΐοό-ΐοό ¹ * is closed. Another time interval passes before armature 105 is reversed again. It follows that as long as the circuit for relay K is closed, the armature

105 swings back and forth so that the contacts controlled by the armature are operated intermittently. Contacts 107-107 ° and 107-107 * are set so that these contacts are both closed when the relay is not energized. If, however, the relay is energized, these contacts are opened alternately. The parts are arranged, as indicated by the unequal short-circuit bands on the magnets 103 and 104, that when the relay K is actuated, contact 107-107 "is closed for a longer part of each period than contact 107-107 *. Take e.g. Example, that a complete Arbeitsiperiode of the relay requires a second, so the contacts may be arranged so that contact 107-107 _^"2/3 second, and contact only 107-107 * ^x / s Second is closed. This setting to achieve an unequal dimensioning of the relay contacts or a limping of the relay can be brought about by suitable settings in the design of the relay or in the position of the contact elements.

The power supply to the primary winding 5 of each rail transformer T ^A , T ^B , T ^ is indicated by the adjacent intermediate relays P ^A , P ^B , P ^c , vrie above, and also monitored by the adjacent key current yellow relay K. The transformer T ^B z. B. is provided with a circuit that can run from terminal «, through wire 113, contact 107-107 ° of the key current relay K ^B , wire 114, contact 18-1 8 ^a or 18-18 * of the relay /? ⁵ , wire 115, normally open contact 116 of relay P ^B , wire 117, primary winding 5 of transformer T ^B , wire 118, normally open contact 121 of relay P ^B and wire 119 to terminal b. This circuit is only closed when the rail relay RP is excited in one vein of the other direction, and when relay / ^{35 is} excited and the key current giving relay K ^{B is} not protruded, or is excited in such a direction that contact 107 swings to the right. It follows that when this circuit is closed, and relay K ^B works, z. B. if a train occupies section 4-.B, the swinging of the contact 107 periodically interrupts the circuit just given. Kontaikt 107-107 "is -geschlossen _{three seconds} in each operating period of the relay K ^{B 2} / and ¹ Z ₃ seconds so that the rails is fed under these conditions key pulse current, which is open, of pulses of AC _^2/3 second duration, which are separated by pauses of ^{1 to} ₃ seconds, during which no current flows in the rails. Key pulse streams that are fed to the railroad in this way are referred to as travel key streams.

When relay P ^{B is} not energized, e.g. B. by the presence of a train in section BC, current flows from terminal α through wire 113, contact 107-107 * of the key current relay KP, wire 120,

Break contact 121 of relay P ^B , wire 118, primary winding 5 of transformer T ^B , wire 117, break contact 116 of relay P ^B and wire 119 to terminal δ. When this circuit is closed and relay KP is energized, the intermittent actuation of contact 107-107 * periodically interrupts the current supplied to the rails of section AB , so that the rails are then supplied with current in the form of key pulse combinations, which from AC pulses of ¹ second duration Z ₃ is made containing ₈ second are separated by intervals of ² /, while welchiar time no current is flowing in the rails. Pulse combinations delivered in this manner shall be referred to as a caution key stream.

It should be noted that when relay / is energized ³ · ^6, current is supplied to the rails of the section AB of a polarity, which will be referred to as a regular polarity, that on the other hand, when relay · P ^B is energized, current, of opposite polarity, which shall be called reverse polarity, is fed to the rails of the section. The rail relay R ^B responds, as explained above, to reversals of the polarity of the current supplied to the rails, so that when current of regular polarity is supplied to the section AB , the contacts 10 and 18 swing to the right to their normal positions, but that when reversed polarity power is supplied to section AB , the contacts are swung left to their reversed positions.

The rail relays can be used to send railroad signals or other control means, which are not shown in the drawing to be controlled in any suitable manner.

As can be seen from the drawing, the section to the right of point C is occupied by a train * 5, which is indicated diagrammatically at V ^a . Relay Rp is therefore not energized so that relay P ^{c is} also not energized. Current, of reverse polarity, is therefore supplied to the rails of section BC through transformer T ^c , so that relay R ^{B is} energized in the reverse direction. Relay P ^B is therefore energized, and since the normally closed contact 110 of this relay is open, relay KP is not energized. The current supplied to primary winding 5 of transformer T ^c is therefore uninterrupted. In the same. Way, the current of regular polarity fed to the rails of section AB makes the relay /? ^{Tighten 4} in the normal direction, so that relay P ^{A is} energized and thereby keeps the circuit for relays K, ^B open, so that the current supplied to the rails of section AB is uninterrupted. Likewise, uninterrupted current of regular polarity is supplied to the rails of the section to the left of point A.

Assuming that a train is moving in the direction indicated by the arrow through the rail section shown in the drawing, as soon as this train enters section AB , relay R ^{A is} de-energized and thus relay P ^{A is} de-energized and the circuit for the key power relay K ^B closed, so that one of the latter relay begins to work. The current supplied to the section AB is therefore divided into pulses according to the travel key, so that a travel signal on the train is everywhere in the section .Ai? Will be received.

When the train enters section BC ', the resulting currentlessness of the relays R ^B and P ^B causes the circuit for the key-indicating relay KP, which therefore begins to work, and the intermittent actuation of the contact 107-107 * des Relay / C ^c divides the current supplied to section BC into pulse combinations according to the precautionary statement i. The train therefore receives caution signals throughout the section BC. If the train were to enter the section to the right of point C, it would be de-energized and a stop signal would be received on the train as a result of the short circuit through the wheels and axles of the train V ^a , which is already occupying the section. -

Under certain working conditions it may be desirable to divide a rail section into two or more subsections by means of insulated rail joints 2. So is z. B. in Fig. 6 section BC divided into a front sub-section XC and a rear section BX . The winding 100 of the rail relay R ^c is connected across the rails next to the input end of the section to the right of point C and the secondary winding 122 of the transformer .LP is next to the. Output end of the section xio BC switched across the rails. Two rail relays R ¹ and R ² , like relay Rp, are connected with their windings 100 transversely to the rails on opposite sides of point X , and the transformer L ^x is connected with its secondary resistance next to the output end of subsection BX transversely to the rails. AC power is continuously supplied to subsection BX adjacent the input end of that subsection through transformer T ^B. A line relay D ^B , the

Points/? is controlled by the rail relay RP, /? i and R ² and by the intermediate relay P ^c , so that when the relays Rf, R ¹ and R ^{2 are} energized, this line relay is supplied with current of one polarity or the other, depending on whether relay / ^{30 is} energized or not. A circuit for relay D ^B can run from terminal α through contact 18 of relay Rp, ίο normally open contact n6 of relay P ^c , wire 123, normally open contact 124 of relay R ² , wire 125, normally open contact 126 of relay R ¹ , wire 127, winding 100 of relay D ^B , wire 128, normally open contact 121 of relay / ³⁰ and wire 119 to terminal b. When this circuit is closed, current of regular polarity is fed to winding ioo of relay D ^B and the corresponding contacts on these relays are closed. Under these conditions, relay P ^{c is} energized and current of regular polarity is supplied to the rails of the section to the left of point B through transformer L ^B , as illustrated in Fig. 5. When relay P ^{c is} not energized, current flows from terminal a through normally closed contact 121 of relay P ^c , wire 128, winding 100 of relay D ^B , wire 127, normally open contact 126 of relay T? ¹ , wire 125, normally open contact 124 of relay R ² , wire 123, normally closed contact 116 of relay Z ³⁰ and wire 119 to Klemmet. When this circuit is closed, current of reverse polarity is fed to the winding 100 of the relay D ^B , ¹ SO that the reversing contacts of the relay are closed. When relay D ^{B is} not energized, e.g. B. by the presence of a train in section BC, relay / ^{35 is} not energized and current of reverse polarity is supplied to the rails of the section to the left of point B. The key power supply relay K ^B operates when the section to the left of point B is occupied, and the power supplied to the rails of the section is thus interrupted according to the caution or travel key depending on the condition of the relay P ^B. It is clear that the device monitoring for the section to the left of point 5 is the same as the corresponding device in Fig. 5, except that relay D is used in place of relay /? occurs in the supervision of this facility.

The key relay Kp is provided with a circuit which leads via the normally closed contact 129 of the relay R ² , so that this relay works when section XC is occupied. In the same way, the key power supplying relay / C * is through the normally closed contact 130 of the relay /? ¹ controlled so that this relay operates when subsection BX is occupied. Relay / v ° is controlled in such a way that it interrupts the current fed to the primary winding 131 of the transformer L ^c according to the drive key or the caution key, depending on whether relay P ^{c is} energized or not. The relay K ^x in conjunction with relay P ^c monitors the current supply to the transformer L ^x . When relay P ^{c is} excited, current flows from terminal ff through normally open ^{contact 132 of ReIaIsZ 3} C, wire 133, contact 107-107 ⁰ of relay # *, wire 134, normally open contact 135 of relay /? ² , wire 136, primary winding 131 of transformer L ^x and wire 138 to terminal b. If. Relay P ^c , however, is not energized, current flows from terminal ff through normally closed contact 132 of relay / ³ C, wire 137, contact 107-107 * of relay K ^x > wire 134, normally open contact 135 of relay /? ² , wire 136, primary winding 131 of transformer L ^x and wire 138 to terminal b. It is therefore clear that when relay R ^{2 is} energized and when relay ^{Ίζ χ is} working, subsection BX is supplied with the drive key ^{when relay / 30 is} energized, whereas subsection BX is supplied with the precautionary key when relay / ³⁰ is not aroused.

As can be seen from the drawing, the scene path is not occupied and relay R ^c is energized in the normal direction. Relay / ³⁰ is therefore energized and current is supplied to the primary winding of transformer L ^c via normally open contact 139 of relay / ³⁰ , so that relay /? ² energized and normally closed contact 129 is open. Relay Kp is therefore not energized. Current is continuously fed to subsection BX from transformer T ^B , causing relay Z? ^{1 is} energized, so that the circuit for the key power relay K ^x at its normally closed contact 130 is open. Relay D ^B is therefore energized in the normal direction and relay P ^B is energized so that current of regular polarity is supplied to the point B soldering section. If a train moving in the direction of the arrow enters the section BX , the consequent lack of current in the relay Z? ¹ the key power relay K ^x in action. The relays / ³⁰ and R ² remain energized, so that actuation of the relay K ^x supplies current to the primary winding 131 of the transformer L ^{x in} accordance with the drive key. If relay P ^{c were} not energized, e.g. B. by the presence of a train in the section to the right of point C, the circuit for primary winding 131 of the transformer L ^{x would lead} via the contact ioy-ioy ^{b of} the relay K ^x , so that subsection BX would then be supplied according to the precautionary key .

Returning to the assumption that

ro

Relay P ^{c is} energized, so when the train enters subsection XC , relay R ^{2 is} de-energized, thereby activating relay KP . Current is therefore fed to the rails of the section through transformer L ^{c in} accordance with the trip key. If relay P ^{c were} not energized, the power supplied to the rails of the subsection would be cut off according to the caution key.

It should thus be noted that, when relay P ^c is raised, a train passing through subsection BX is supplied with electricity according to the drive key from transformer £ *, and when it passes through subsection XC, with electricity corresponding to that Driving key from transformer LP is supplied. When relay P ^c is not energized, however, the train ao receives in section BX power from the transformer L ^x according to the precautionary key and in subsection XC current from the transformer L ^c according to the precautionary key.

With the arrangement according to Fig. 7, the windings 101 of the rail relay are continuously supplied with alternating current. Secondary windings 140 of the neighboring. Line transformers S ^ ₁ , S ^ ₁ , S ^C ! , each having a primary winding 141 drawn from a suitable source, e.g. B. the alternator iV, is continuously fed with alternating current. The slide relays R can be used to control regulating means, which are not shown in the drawing, in any suitable manner.

The circuit for relay P ^B can run from secondary winding 140 of transformer S ^ ₁ , through wire 141 ", 142 and 143, contact 10 of relay R ^B in the normal or reverse position, wire 102, winding of relay P ^B and wire 144, 145, 146, 147 and 148 back to the secondary winding 140 of the transformer S ^ ₁ .

Each of the key relays K ^A > K ^B , Kp has two windings 103 and 104, each of which is formed from two coils 149 and 150 and a rotatable armature which is controlled by the windings. This armature 105 monitors two contacts 10 6 ^a and ΐο6 ^δ , which are arranged so that they can assume one or the other end position, depending on the arm 105 from the winding 103 or from the winding 104 to be zagen. ^A rectifier 151 is attached to each relay K A, K ^B , Kp. If we take a special look at relay Kß, when relay P ^{B is} energized, a circuit is closed! from secondary winding 140 of transformer S ^ ₁ , through wire 141 °, 152 and 153, rectifier 151, wires 154 and 154 ^s , normally open contact 155 of relay P ^B , wire 156, coil 149 of winding 104 and coil 149 of winding 103, wire 157, normally open contact 158 of the relay / ³ ^, wires 159 and 160, rectifier 151 and wires 161, 147 and 148 back to the secondary winding 140 of the transformer S ^ ₁ . It can be seen that by virtue of this circuit the coils 149 of the windings 103 and 104 from the transformer S ^B _X are supplied with direct current which flows through the coils one behind the other. Coil 149 of winding 103 is shunted from the lower terminal of this coil through wire 157 ^{, normally open contact 158 of relay T 3} - ⁸ , wires 159 and 162, normally closed contact 163 of relay /? ⁴ , wire 164 and contact 106-1 o6 ^a the relay K ^B to the upper terminal of the coil 149 of the winding 103. As soon as contact 106-106 ^{0 is} closed, coil 149 of the winding 104 is shunted by 'a circuit that runs from the lower, terminal of coil 149 of winding 104 through wire 156, normally open contact 155 of relay P ^B , wires 154 «and 165 and contact 106-io6 ⁶ of relay! - ⁸ back to the upper terminal of coil 149 of winding 104. As from As can be seen in the drawing, armature 105 is pivoted against winding 103, but relay R ^A is energized, so that the shunt electronic circuit for coil 149 of winding 103 is open. The shunt circuit for the coil 149 of the coil 104 is open also in contact IO6-IO6 ^6, but anchor 105 is held by the winding 103 in such a position that contact 106-106 ^it is closed because of the reduced air gap between the armature 105 and winding 103, although current is supplied to coils 149 of windings 103 and 104 in series. If relay R ^{A were to be} de-energized, the shunt circuit for coil 149 of winding 103 would be closed. The magnetic field generated by this coil would then gradually decrease until the relatively large attraction of the coil 149 of the winding 104 would pivot the armature 105 towards the winding 104. This reversal of the armature would open the shunt for coil 149 of winding 103 and close the shunt for coil 149 of winding 104 '. After a time interval, the increasing field of the coil 149 of the winding 103 would outweigh the decreasing field of the coil 149 of the winding 104 and the angle 105 would swing back into the position shown. It follows from this,. that when relay R ^{A is} not energized, relay K ^{B works} so that it closes contact 107-107 "and contact 107-107 * intermittently.

When relay P ^{B is} not energized, the working circuit for relay K ^{B runs} from

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the secondary resistor 140 of the transformer S ^B x through the wires 141 °, 152 and 153, rectifier 151, wires 154 and 154 ^s , normally closed contact 155 of the relay / ^ ⁵ , wire 166, coils 150 and 149 of the winding 104, coils 149 and 150 the winding 103 in a row, wire 167, normally closed contact 158 of the relay / ³ ^, wires 159 and 160, rectifier 151 and wires 161, 147 and 148 back to the secondary winding 140 of the transformer S ^ ₁ . If relay R ^{A is} not energized while relay P ^{B is} de-energized, a shunt circuit for winding 103 is closed every time contact 106-10 6 ^a of relay / P closes. This circuit goes from the lower terminal of this winding through wire 167, normally closed contact 158 of the relay P ^B , wires 159 and 162, normally closed contact 163 of the relay /? - ⁴ , wire 164, contact 106-106 ° of the relay K ^B and back to upper terminal of winding 103. In the same way, a low resistance shunt path is closed around winding 104 when contact 106-106 ⁶ of relay AT ^{S is} closed, which runs from the lower terminal of winding 104, through wire 166, normally closed contact 155 of the Relay P ^B , wires 154 "and 165, contact 106-106 * of relay K ^B and back to the upper terminal of winding 104. From this it follows, if relay P ^{B is} not energized and relay 1 is also de-energized, the operation of the relay # ^B alternately contact 107-107 «and contact 107-107 * closes. It should be noted that when relay P ^B is raised, only the coils 149 of windings 103 and 104 are included in the operating circuit for relay K. ^B , whereas, as soon as relay P ^{B is} not raised, both coils of windings 103 are included and 104 are included in the working circuit. By virtue of the increased reactance of windings 103 and 104 when both coils are included in the circuit, the operation of the relay is faster if only one coil of the winding is included in the working circuit than if both coils are included in the working circuit. The relays K ^A , K ^B , K ^c can be designed so that they work at any appropriate speed ; however, for the purposes of illustration it should be assumed that when relay P ^B is raised, relay KP operates at 100 periods per minute, and that when relay P ^{B is} not raised, relay K ^B operates at 30 periods per minute . It should be noted that when relay K ^{B is} operating at either rate, if normally closed contact 163 of relay R ^A becomes open, the shunt around that portion of winding 103 which is then included in the operating circuit is opened, and when armature 105 soon swings against winding 103, the play of the relay stops and the armature remains in this position until the normally closed contact 163 of relay R ^{A is} closed.

When relay R ^{A is} energized in one direction or the other, so that relay K ^{B is} at rest, contact 107-107 "of relay K ^{B is} closed and current without interruption of primary winding 5 of transformer T ^B from secondary winding 140 of the Transformer S ^ ₁ supplied in the manner to be described now. When relay / ^{35 is} energized, current is drawn from secondary _{resistor 140 of transformer S ^ 1} through wires 141 and 152, contact 107-107 "of relay K ^B , wires 168 and 169, contact 170 of relay R ^B , wire 171, normally open contact 172 of the relay P ^B , wire 173, primary winding 5 of the transformer T ^B , wire 174, normally open contact 175 of the relay P ^B and wires 176, 146, 147 and 148 fed back to the secondary winding 140 of the transformer S ^ _1. This circuit is closed, when relays P ^B and R ^{B are} energized, and when contact 107-107 ° of relay .AC- ^{8 is} closed, under which condition current of regular polarity is fed to the rails of section AB , whereby contacts 10, go 170 and 163 of relay /? - ^4. As soon as relay / ³ · ^{8 is} not protruded, current flows from secondary winding 140 of transformer S ^ ₁ through wires 141 and 152, contact 107-107 ° of relay K ^B , wires 168 and 177, normally closed contact 175 of relay P ^B , Dra ht 174, primary winding s of transformer T ^B , wire 173, normally closed contact 172 of relay P ^B and wires 176, 146, 147 and 148 back to secondary winding 140 of transformer S ^ ₁ . When this rail circuit is closed, current of reverse polarity is fed to the rails of section AB and relay R ^{A is} energized in the opposite direction, so that the contacts of this relay swing to the left.

Means are also provided for temporarily supplying each rail section with interrupted alternating current for monitoring the train. The immediate source of this train monitoring current for each rail section is a transformer S ^A ₂ , S ^B 2, S ^C 2 which has a primary winding 178 which is continuously supplied with alternating current from a suitable source, e.g. B. the alternator M, is supplied via the lines 3 and 3 °. The frequency of the current supplied by the generator N is different from that supplied by the generator M , and since the current from the generator N is supplied to the railroad to excite the rail relay

is, these relays are built in such a way that they only respond to the current of the frequency of the current supplied by the generator N. For purposes of illustration, shall it be assumed that the jade of the rails? Section of the rail current supplied by the associated transformer S _{1 has} 6o periods per second and the current transformer S ₂ supplied by the generator M has ίο 100 periods per second. However, these particular frequencies are not essential and have been mentioned to me for explanatory purposes.

Train monitoring current. is only fed to the rails of a section if the key power relay K ^A , K ^B , K ^{c is working} for this section. Wienn z. B. Relay P ^{B is} energized and relay R ^{A is} not energized, so that relay ^ ^{5 works} with 100 periods per minute, a pulse of train monitoring current of the primary winding 5 of the transformer T ^B on each working period of the relay K ^B fed, the circuit running from secondary winding 179 of transformer S ^B 2, through wire 180, contact 107-107 * of relay K ^B , wires 168 and 169, contact 170 of relay R ^B , wire 171, normally open contact 172 of relay P ^B , " Wire 173, primary winding 5 of transformer T ^B , wire 174, normally open contact 175 of relay P ^B and wires 176, 146, 147 and 181 back to secondary winding 179 of transformer S ^B _2. 'If relay RB _and pe energized accordingly and when relay K ^B works, the rails of section AB are supplied with a pulse of train monitoring current every time contact 107-107 * of relay K. ^{B is} closed and with a pulse of rail current every time contact 107-107 «Is closed. H From this it follows that the rails of the section are then supplied alternately with pulses from train monitoring current and rail current, the frequency of the pulses of each current being 100 periods per minute. Train monitoring current that is supplied to the rails with this interruption frequency is referred to as the trip key current. If. Relay / ⁵ · ^{8 is} not energized, and when relay K. ^{B is} working, a pulse of train-monitoring ^{current is fed to the railroad every time contact 107-107 s is} closed, the circuit for the transformer T ^B then from the self-winding 179 of the transformer ^{S S} 2, through wire 18 o, "contact 107-107 * of the ReMsZ (^, wires 168 and 177, normally closed contact 175 of the relay P ^B , wire 174, primary winding 5 of the transformer T ³ , Wire 173, normally closed contact 172 of relay P ^B and wires 176, 146, 147 and 181 back to secondary winding 179 of transformer S ^ _2. When this circuit is closed and when relay R ^{A is} not energized, relay K ^{B works} with it 30 periods per minute, and the rails of section .AI? 65 are alternately supplied with pulses from train monitoring current and rail current, the interruption frequency of each stream being 30 periods per minute ttes supplied in the form of pulses with a frequency of 30 periods per minute should be referred to as a precautionary key stream.

As can be seen in the drawing, the section to the right of point C is occupied by a train, which is indicated diagrammatically at V " . Relay R ^c is therefore not energized and relay P ^{c is} not energized either. Rail current of reverse polarity is therefore fed to the rails of section BC . Relay R ^B is therefore energized in the opposite direction, so that relay Kp is idle and the rail current that is fed to section BC is uninterrupted. No train monitoring current is fed to the rails of section BC . Relay P ^B is energized and Schienienstrom of regular polarity is therefore applied to the rails of the section AB. relay R ^A is thus energized in the normal direction, so · that the relay K, ^B alone, and of the section on AB supplied to rail current interruption is. Similarly, relay P ^{A is} energized, but the section to the left of point .A is occupied by a second train V so that the ■ rail relay is not energized for this section and the relay K, ^{A works} with 100 periods per minute. The rails of this section to the left of points are therefore supplied with train monitoring devices in the form of a journey fault current, and during the pause between successive pulses of such a train monitoring current, rail current of negative polarity is fed to the rails of the section.

A receiver is carried by the train V in front of the front axle, the two magnetizable. Has cores 27 and 27 °, which: are in an inductive relationship to the track rails 1 and i ^fl . Core 27 is provided with a winding 28 and core 27 ° with the same winding 28 ° and the two windings 28 and 28 ° connected one behind the other in such a way that the in them by Zugüber- 'monitoring currents in reverse directions in the two rail tracks in one Instant flow, induced tensions add up to each other. The; Windings and 28 ° of the receiver are through a '- ■' amplifier 30 and a rectifier 31 with-

a relay D connected. By means of a capacitor 182, the windings 28 and 28 ″ are tuned to resonance at the frequency of the train monitoring current, so that the relay Z) is excited by the train monitoring current, but not by the rail current in the track rails. It follows that relay /) is excited with interruptions when the rails occupied by train V are supplied with train monitoring current, in that the frequency of the excitation of relay D corresponds to the frequency of the interruption of such a train monitoring current.

The reference symbols G ¹ and G ² denote two transformers, each of which has a magnetizable core 183 and a secondary winding 184. If relay D is energized with interruptions, periodically changing power flows are generated in the cores of transformers G ¹ and Q ^{2 at a} frequency corresponding to the frequency of energization of relay D. In the illustrated embodiment, this is achieved in that each transformer is provided with two primary windings 185 and 186. When relay D is raised, direct current is supplied from a suitable source, e.g. B. a battery F, 'the primary windings 18 5 of the transformers G ¹ and G ² in parallel. However, when relay D is not energized, direct current flows through the primary windings 186 of these transformers from battery / ⁷ . It should be noted that current flows in opposite directions through the two primary windings of each transformer and it follows that when relay D is intermittently energized by the interrupted train monitoring current, the magnetic fluxes in transformer G ¹ and G ^{2 are} periodically reversed with a frequency which corresponds to the frequency of the interruption of the train monitoring current received from relay D. Secondary winding 184 of transformer G ¹ is connected to a DC relay E ¹ through a rectifier D. The rectifier D can be of any suitable type and in the illustrated embodiment has four metal oxide rectifiers 187 which are arranged so that current in the relay E ¹ always flows in one direction from the right terminal to the left terminal of the relay. The changes in the power flow in the core of the transformer G ¹ cause current surges in the relay E ¹ , and in order to support the relay in keeping its normally open contact 19ο ^{11 closed} during the successive current surges, a metal oxide rectifier 188 is connected in parallel with the relay E ¹ . This unit 188 is arranged so that there is no high resistance to the current supplied by the rectifier L ¹ , but a low resistance to the current resulting from the decreasing field of the relay winding during the pause between successive pulses supplied to the relay. As a result of the action of the metal oxide rectifier 188, the relay E ¹ therefore works with a delay when it drops out. However, this does not interfere with the rapid response of the relay. It should also be emphasized that the metal oxide rectifiers in D assist this retarding effect in that the units 187 have two parallel paths, each of which contains two of the units in series and current slides in the same direction as the unit 188 during the acquisition of the field of FIG Relay E ¹ .

In the same way, a second relay E ' ^{1 is} connected to the secondary winding 184 of the transformer G ² through a rectifier L ² and is provided with a metal oxide rectifier 188 which is connected in parallel therewith.

It is known that when a transformer is designed so that the core can be used for an applied electromotive force of an amplitude and frequency substantially is saturated, a certain amount of energy is delivered at this frequency and at at least as much energy is delivered at higher frequencies, but at lower frequencies Frequencies with the same amplitude of the electromotive force have a lower amount of energy supplied by the transformer. This principle is used here to between to enable the caution and drive key on the train to be separated.

This is achieved by moving the parts in such a way that when the power flow in the transformer G ^{1 is} reversed 3om times per minute, e.g. B. when relay D receives the precautionary key stream, the core of the transformer is essentially saturated and relay E ¹ is supplied with sufficient energy to. to include the relay. It follows that relay E ^{1 is} also energized when the flow of force is reversed every minute, for example when relay D receives the drive key current. Transformer Q ^'2 is dimensioned such that when the force flux is ioomal minute vice versa, its core is substantially saturated and sufficient energy to the relay E ² is supplied to leave in order to attract the relay. If, however, the precautionary key current is received, relay E ^{2 is} not energized because the inversions of the power flow due to the saturation of the core are of the same amplitude as for the drive key, and since they are less fast, those of relay E ' ^J

The energy supplied is insufficient to excite the relay.

It is now assumed that the train V travels through the rail line shown in the drawing. While the train is in the section to the left of point A , the drive key current fed to the rails of this section energizes relay D with interruptions at a ratio of ίο ι oo periods per minute. The relays E ¹ and E- 'are therefore both energized, so that current flows from battery / ⁷ , through contact 189-189 * of relay E' ² to lamp 59 and this lamp lights up so that it gives the travel signal. As soon as the train enters section AB , the de-energization of relay R ^A sets relay K ^ß into action. Relay P ^B is energized, and relay K ^B therefore works with 100 periods per minute. The * o rails are therefore supplied with train monitoring ■ current according to the trip key, so that when the train passes through. Section AB moves, the relays E ¹ and E ' ² remain in their energized state, the lamp 59 remains lit and shows "drive". When the train enters section BC , relay R ^{B is} de-energized and activates relay KP ; Relay P ^B , however, is de-energized, so that relay KP works with 30 periods per minute. Train monitoring current is; ' accordingly fed to the rails of section BC j according to the caution key. Relay D is then with 30 interruptions ^: excited every minute. As a result, the power flows in the transformers G ¹ and G ^ä 3omal reversed every minute. The energy thus supplied to the relay £ - '; not enough to have this relay in his! Maintain the energized state so that this' relay opens, but relay E ^L is in | held his state of excitement. Current \ then flows from battery / ⁷ via break contact 189-189 * of relay E ' ² and make contact: 190-190 ° of relay E ¹ to lamp 60 and excites this lamp so that it. "Caution" shows. If the train were to enter the section: to the right of PunkfC, Re- | lais D is no longer traversed by the train monitoring current ι and continuously de-energized, ' so that the relays E ¹ and E ^{2 would} both .not: be excited and current from the battery F to the lamp 61 via break contact i 189-189 * of the relay E ² and normally closed contact \ 190-190 * of relay E ¹ would flow. Lamp; 61 would then light up and "Stop," Toggle show \.

When the train leaves section AB , the next rail current pulse energizes the relay R ^A and opens the shunt around the part of the turn 103 which is then included in the working circuit of the relay K ⁿ . This will stop the operation of this relay and stop the interruption in the rail current supplied to that section. At the same time, the shutdown of relay K. ^B completely interrupts the supply of train monitoring current. to the rails of the section. In the same way, if a train leaves one of the other sections, the work of the key power relay for this section immediately stops, and uninterrupted rail current is then fed to the rails of the section as long as the section is unoccupied.

Claims (5)

Patent claims: i. Electrically operated ice rink signaling equipment, in accordance with the respective traffic conditions on the Line (occupied or free blook sections) isolated rail sections automatically closed and interrupted signal stream in a certain cycle (Key signal stream) is supplied, characterized in that the Signal current (low-frequency alternating current) only when the block section is occupied as a key signal stream, with a free block section on the other hand as continuously flowing S tram is supplied. 2. Device according to claim 1, characterized in that the individual block sections (AB, BC , etc.) each with a relay arrangement (Q ^A , Q ^B , Q ", Fig. 1 or K ^A , K ^B , K ^c , Fig 5, 6 and 7) are connected, which when a vehicle enters the Black section automatically causes the cycle of the original key stream, namely according to the occupancy of the Bladk section before leaching. 3. Device according to claim 2, da- ■ characterized in that the relay (Q ^A , Q ^B , Qc or K ^A , K ^B , K ^c ) with two rows of contacts (20 and 26 or respectively) causing the cycle of the key signal stream 106 and 107), which are temporarily closed when the relay (Q ^A , Q ^B , QC or K ^A , K ^B , K ^c ) is activated and thereby the block section (A-BjB- C etc.) change this continuously flowing current into a sequence of current flows of different lengths and current interruptions, depending on whether one or the other contact controls the relay (Q-4, QB, QC or K ^A , K ^B , KP) is effective. 4. Device according to claim 3, characterized in that the of your Relay (K ^A , K ^B > K ^c , Fig. 7) in a certain cycle caused current flows of the key signal stream are alternating from one or the other of two different frequencies.
5. Device according to claim 4, characterized in that the excitation current supplied from an alternating current source [N) is rectified in a rectifier (151) for the timing of the key signal current causing relay [K ^A , j (B _} Kp _{3 Fig. 7)} . For this purpose 2 sheets of drawings