US1683709A

US1683709A - Safety contrivance on permanent railway tracks

Info

Publication number: US1683709A
Application number: US244972A
Authority: US
Inventors: Wenzel Karl Ernst
Original assignee: RANGIERTECHE GmbH
Current assignee: Rangierteche GmbH
Priority date: 1927-03-21
Filing date: 1928-01-06
Publication date: 1928-09-11
Anticipated expiration: 1945-09-11

Description

Sept 11, 1928. 1,683,709

' K. E. WENZE-L SAFETY CONTHIVANGE on PERMANENT RAILWAY TRACKS Filed Jan. s, 1928 '1 3-2, I r E a k I I'll z" a T 2 I, -.|'w% v 2' Mammals. Jivueflfir train wheel axles running over the same (as Patented Sept. 11, 1928.

UNITED STATES PATENT o en-c151,-

KARL ERNST WENZEL, OF HAMBORN, GERMANY, ASSIGNOB, TO RANGIERTECHNISCHE GESELLSCHAFT M. B. H., 01'' HAMBORN, GERMANY, A CORPORATION OF GERMANY.

SAFETY CONTRIVANCE ON PERMANENT RAILWAY TRACKS Application flleiilanu'ary' 6, 1928, Serial No; 244,972, and in Germany March 21, 1927.

This invention relates to an improved device for a reliable operation of safety-contriv anccs on a permanent railway track with the air of an insulated rail section of known art, and it consists in the combination of a two part insulated rail section and a relay comprising an armature and two windings, or instead of the latter one winding only and two series resistances connected in parallel thereto, the two parts of said insulated rail section being connected each to one of said windings, or to one of said series resistancesas the case may be, and adapted to be simultaneously shortcircuited for an attraction of the relay armature by each two succeeding train wheel axles running over the same, while one of said windings, or one of said series resistances-as the case may be, when current-fed holds the attracted armature in said latter position upon the short-circuit of one part only of said insulated rail section.

The accompanying drawing illustrates diagrammatically by way of example in Figs. 1 and 2 two preferred constructional forms of the improved device, each in a plan view. I

Referring to Fig. 1 The two insulated rail sections i and 2' are connected each with. a relay windingr and r respectively, which windings are so determined that with a train wheel axle running over one of the insulated rail sections only an attraction of the relay armature r does not take place, said attraction being effected only when the insulated rail sctions i and i are simultaneously short-circuited; by means of two succeeding will be clear from Fig. 2). On the other hand, one current-fed Winding only is capable of holding the attracted armature in said latter position upon the short-ciruit of one part only of said insulated rail section. Thus, the relay armature is not attracted when the train Wheel'axle runs over the first my hand.

sect-ion i of the insulated rail only and thus an interruption of the short-circuit by anyinsulating dirt layer on said rail cannot become effective in a detrimental way. The relay Is, as mentioned, attracted only after the two insulated rail sections iand i are simultaneously short-cii'cuited. A subsequent interruption of the short-circuit remains inef Iec-tive, and a droppin of the relay armature 1" does not take place until the last train wheel axle has leit the rail section 2' Referring to F 1g. 2: The same effect is at tained by means of an ordinary relay 1"", a

which is connected in parallel to two series resistances Q0 and 20 that are connected to the lnsulatedrail sections 2' and 2' respectively, Thereby, the current reception by the relay is so throttled that it acts in a. si1nilar manner to that or" the relay with a double 'inding illustrated in Fig. 1.

, To further 111: reuse the safety ot working so that also on the second section a false operation of the relay is impossible, a further protective insulated section with a third re sistance may be arranged in advance of the section i What I claim, is

In combination, a relay comprising a winding and an arnjiatureflwo series resistances connected'in parallel to said relay, and a two-part insulated. rail seation of-a perinaneut railway track, the two parts of the insulated rail section being connected each to oneot' said series resistancesand adapted to be simultaneously short-circuited for an attraction of the relay armature by each two succeeding train wheel axles running over the same, one of said resistances when current- :ted holding the attracted relay armature in said latter position upon the short-circuiting or one part only of said insulated rail section. In testimony whereof I have hereunto set KARL Enusr WENZEL;