US1824207A - Railway crossing signal control circuits - Google Patents

Description

Sept. 22, 1931. A. E. HUDD ET AL 1,324,207

RAILWAY CROSSING SIGNAL CONTROL CIRCUITS Filed Sept. 29, 1928 I'LW.'TIF Hlfred E. Hudd Harry E. Hershey Patented Sept. 22, 1931 "UNITED "STATES PATENT OFFICE ALFRED E. HUDD, OF EVANSTON, AND HARRY E. H ERSHEY OF OAK PARILILLINOIS,

ASSIGNOR-S 10 RESERVE HOLDING COMPANY, OF KANSAS CITY, MISSOURI, A COR- PORATION OF DELAWARE RAILWAY CROSSING SIGNAL CONTROL CIRCUITS Application filed-September 29, 1928. Serial No. 369,173.

copending Hudd application S. N. 139,794,

The present invention relates in general to railway crossing signal .control circuits, that is, to control of. signals or other safety apparatus located at intersections of railways and highways and serving to warn those using the highway when a train is approachwhile Fig. 5 diagrammatically illustrates the relation between a locomotiveor vehicle carried magnet and a. trackside relay operable thereby for controlling the circuits of theequipment referred to. x I I I In Fig. 1, the apparatus and circuits are arranged for a tracKway onwhich traflic is always in the same direction, Fig. -2 illustrates circuitsand apparatus for a trackway wherein the .traific is ordinarilyinone direction, but wherein the signal is properly controlled if the train approaches the signal and then backs up instead of proceeding; Fig. 3

illustrates circuits and apparatus for con trolling .the signal of a trackway wherein traiiic moves in both directions; Fig. 4 illustrates an alternative arrangement for a trackway wherein the-traffic is in one direction only and wherein the signal control circuit is under control of a line relay; while Fig. 5

diagrammatically illustrates-a train carried .electromagnet for use in controlling the operation of the circuits and apparatus d18- closed in Figs. 1 :to-i, inclusive. This figure also diagrammaticallyillustrates a track relay placed in. a non-magnetic box alongside the track, in its proper position relative to. the train carried magnet.

The signal control equipment ofFig. 1 confiledv Oct. 6, 1926, and consists of, a pair of pickup inductor plates 1 and 2,-having pole piece extensions 3 and 4; an armature 24 with an associated contact; apermanent magr' net 75; and of an armature restoring winding 28. Thearmature .is pivoted at a point near one pole of the permanentmagnet, while the pole pieces 2and 3.are closely associated with the other pole of the magnet. .VVi-th this con-- struction and arrangement of apparatus the armature 24 is magnetically biased to either of the pole pieces-3 or 4 to which ithas been moved or attracted. The winding .28 about the pole piece 4 is for moving thearmature .2iinto association with the pole piece 4 after it has been operated into association with the pole piece 3.

The relay 22,. so far as structure is concerned, is the same as relay 21. Thearmature is biased towards pole piece 5, however. This is accomplished inanyofseveral ways, i. .e., the contact associated with the armature 23, .niay-be located so closeto the armatureand have such spring tension as .to. bias the are a mature toward the polepiece 5, so that always following the rotation of the armature in a counterclockwise direction toward the pole piece 6, the armature"returnsinto assoclation with the pole piece 5, or it may be entirely a magnetic bias. In the present illustration this latter method has been illustrated. The stops 76+76 are provided to prevent the associated armatures from being moved out oi. the :magnetic influence of the pole piece 1 -withwhich they are shown to be associated.

In the circuit arrangementsof Fig. 1, the relay 21 is located on the tiesat the immediate right of the trackway ata suitable distance from the highway crossing C, at which it is desired to initiate the operation ofthesignal 13, while the relay 21, which functionsto stop the operation of thesignal, islocated beyond the hi ghwaycrossing at which the signal B islocated .andata :point where it is desired thatithe operation of the signalB be discontinued. Y r 7 Referring now to Fig. 5, the equipment forcausingthe operation-of relays 21 and22 will be briefly described. This'equipmentf merely consists of an electromagnet 75' suspended from a vehicle of a train and so located as to pass in inductive relation to the polarized trackside relays such as 21 and 22, as the train passes over the points along the trackway at whichthese relays. are located. The polarity of the electromagnet is such that the armature 24 and 23 will be caused to rotate in a counter clockwise direction. v

With the foregoing facts in mind, it will now be assumed that a train is approaching the highway crossing C from the direction indicated by the arrow. When the electromagnet passes over the magnetic pickup elements 1 and 2 of relay 21 the armature 24 is rotated in a counter-clockwise direction out of association'with pole piece 4 and into association with pole piece 3. Owing to the mag netic characteristics of relay 21, as hereinbefore described, the armature 24 remains in association with the pole piece 3 and with its associated contacts even after the electromagnet 75 has moved out of the inductive field of the magnetic pickup elements 1 and 2. A. circuit is now completed from the battery 20, through conductor 25, contact and armature 24, conductor27, and the bell B, to the other pole of the battery 20. The bell B therefore operates.

As soon as the electromagnet passes into inductive relation with the magnetic pickup elements of the relay 22, the armature 23 will rotate in a counter-clockwise direction and engage its contacts for the period only during which the electromagnet 7 5 is in inductive relation with the magnetic pickup ele ments of this relay. During this period a circuit for the armature restoring coil 28 of the relay 21 is completed which extends as follows: from battery 20, through the conductor 25, the winding 28, conductor 26, the armature 23 and contact of the magnet 22, conductor 28, and to the other pole of the battery 20'. The winding 28 is therefore effective to restore the armature 24 to its original position into association with the pole piece 4, thereby breaking the formerly traced circuit to the bell B and causingit to cease operation.

In the circuit arrangements of Fig. 2, the relays 32 and 38, like the relay 22 of Fig. 1, are biased, so that their armatures after being rotated in a counter-clockwise direc tion, always immediately return into association with their respective pole pieces 7 and 8. The relay 31, however, is like the relay 21Iof Fig. 1, its armature 34 always remaining in association with either of the pole pieces. As the train approaches the vicinity of the crossing C, the electromagnet 7 5 first passes over the magnetic pickup elements of the relay 38. The armature 39 momentarily responds and encounters its contact during the period during which the electromagnet 75 remains in inductive relation with the pickup elements of this relay to complete a circuit for winding 45 on pole piece 9 of relay 31. This circuit extends from the battery 30, through conductor 36, armature 39 and its contact, conductor 37, branch 37, the winding 45 and to the other pole of the battery 30. Since, however, the armature 34 is already associated with the pole piece 9 the completion of this circuit at this time is without effect.-

As the elec romagnet '75 passes over the magnetic pickup elements of the relay 31 the armature 34 is rotated in a counter-clockwise direction and engages its associated contact. The armature 34 therefore completes a circuit for the crossing signal B which may be traced as follows: from the battery 30, through the conductor 36, contact and armature 34, the conductor 35, and through the bell B to the opposite pole of the battery. The bell B is therefore set in operation. After the highway crossing C has been passed the electromagnet 75 passes over the magnetic pickup elements of the relay 32 to momentarily rotate the armature 33 of the relay 32 into engagement with its contact, thereby momentarily completing a circuit for the armature reset coil 45 of the relay 31. This circuit extends from one terminal of the battery 30, through the armature 33 and its contact, conductor 37, branch 37, winding 45, and to the. other terminal of the battery 30. The winding 45 is therefore effective to restore the armature 34 into association with its pole piece 9, thereby breaking the formerly traced circuit to the bell B, which consequently ceases operation. If occasion should arise wherein the train, instead of proceedin past the crossing, stops and backs up after the operation of the bell B has once been started, the bell will be stopped by the electromagnet 7 5 passing over the magnetic pickup elements of the relay 38 which will momentarily complete the formerly traced circuit thru the reset coil 45 to cause the armature 34 to restore and open the circuit of the bell B.

In the circuit arrangements of Fig. 3, arranged for single-line working, the opera tion of the bell at the crossing 0 must be initiated by the approach of trains from either direction. To accomplish this, two relays 42 and 44 having operating characteristics iden tical to those of the relay 21 are provided; while the two relays 41 and 43 have the characteristics of the relay 22 of Fig. 1.

When the train approaches the crossing C from the right the electromagnet 44 rotates its armature in a counter-clockwise rection in association with its contacts, thereby completing a circuit for the bell B which extends as follows: from a terminal of battery 40, through conductor 53, the armature and contact of relay 44, the conductor 53, conductor 50, through the bell B to the other for the reset coil of relay 61.

terminals of the battery 40. The bell B is therefore set into operation.

As the electromagnet 7 5 passes over the magnetic pickup elements of the relay 41 the armature 10 of this relay momentarily rotates into engagement with its contact, thereby completing a reset circuit through the winding 46 of relay 44. This circuit extends from the battery 40, conductor 53, through the reset winding 46 of relay 44, the conductor 49, the branch 49, through the contact and armature 10 of relay 41, and conductor 51, to the other terminal of the battery 40. The armature of relay 44 is therefore rotated back into engagement with its pole piece 11. The circuit of the bell B is therefore broken, and this bell therefor-e ceases operation.

Since the control circuits and apparatus for causing the operation and cessation of operation of the bell B by trains approaching from the opposite direction are duplicates to those traced, a description of the remainder of the apparatus and circuits of this arrangement is considered unnecessary.

The circuit arrangement shown in Fig. 4 is specifically alternative to the one shown in Fig. 1, but the principles involved may equally well be applied to any of the other figures. In this circuit arrangement the relay 62 corresponds to the relay 22 of Fig. 1, while the relay 61 corresponds to the relay 21 of Fig. 1. This circuit arrangement utilizes a normally energized line relay 65 which, if deenergized for any reason, completes the circuit of the crossing signal bell B When an electromagnet passes over the magnetic pickup elements of the relay 61 the armature 64 of this relay rotates in a counter-clockwise direction and opens the circuit of the line relay 65. This circuit normally extends from one terminal of the battery 76, through the conductor 69, the armature 64 and its contact, the conductor 72, and through the winding of the relay 65 to the other terminal of the battery 76. It will therefore be obvious that when the armature 64 rotates in a counter clockwise direction this circuit is broken and the armature of relay 65 engages'its associated contact, thereby completing a circuit extending from one terminal of the battery 76,

over conductor 71, through the armature and control of relay 65, the conductor 67 and through the bell B and conductor 68 to the other terminal of the battery 76, causing this bell to operate.

After the train passes the highway crossing C and the electromagnet 7 5' passes over the magnetic pickup elements of relay 62, the armature 63 momentarily completes a circuit This circuit estends from a terminal of the battery 76, through the conductor 69, the winding of the reset coil 70. conductor 66, contacts and armature 63 of the relay 62, to the other terminal of the battery 76. The armature 64 is therefore irestored to again complete the formerly traced circuit for the relay 65. Relay 65 therefore again lifts its armature, thereby interrupting the traced circuit for the bell B Although in the description and showing it is assumed that the train equipment consists of an elect-romagnet, if desired, a permanent magnet may be used.

From'the foregoing it will be appreciated that applicants have devisedmeans of a very simple and reliable character for the control of railway crossing signals or the like.

Vvhat is considered new and is desired to have protected by Letters Patent is set forth in the appended claims.

IVhat is claimed is:

1. In combination with a device for giving a warning when a train is approaching a crossing, a track relay having an armature and two associated pole pieces and having means for magnetically biasing its armature into association with either pole-piece to which it is moved, a circuit for said device including normally open contacts on said armature, vehicle carried means for transmitting a magnetic impulse to said relay to cause the same to actuate and complete said circuit, and means including a second vehicle controlled relay for causing said first relay to again actuate its armature to again open the circuit of said device.

2. In combination with a railway signal, a relay operable by magnetism directly transmitted to it from a passing vehicle to actuate said signal, a. winding for restoring said relay to cause the actuation of said sig nal to cease, and another relay operative responsive to an impulse transmitted by such passing vehicle to complete a circuit through said winding, for the purpose set forth.

3. In combination with a section of railway, a wayside signal, a plurality of relays distributed along the section, vehicle-carried means for directly inductively transmitting operating impulses to said relays as the vehicle passes through the section, a circuit for said signal closed by the second relay encountered by said vehicle-carried means irrespective of the direction of movement of the vehicle, and a restoring circuit for said second relay closed by the first or third relay depending upon the subsequent direction of movement of the vehicle.

4. In combination with a device for giving a warning when a train is approaching a crossing, a two-position relay arranged to remain in either position to which it is operated, means on a passing vehicle for transmitting magnetic flux from the vehicle directly to said relay to actuate the same to bring about the operation of said device, and a second relay momentarily operative responsive to said means on the passing vehicle to cause the restoration of said first relay and the consequent cessation of operation of said device. 7

In witness whereof, I hereunto subscribe my name this 26th day of September, A. D.

ALFRED E. HUDD. In Witness whereof, I hereunto subscribe my name this 26th day of September, A. D.

HARRY E. HERSHEY.

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