US1960467A - Highway crossing protection apparatus - Google Patents

Description

May 29, 1934. I

H. A. WALLACE HIGHWAY CROSSING PROTECTION APPARATUS Filed Jan. 7, 1932 2 Sheets-Sheet l w my mom tug y 29, 1934- H. A. WALLACE 1,960,467

HIGHWAY CROSSING PROTECTION APPARATUS Filed Jan. 7, 1952 2 Sheets-Sheet 2 QIRW H15 A TT ORNE Y.

Patented May 29, 1934 UNITED STATES PATENT OFFICE HIGHWAY CROSSING PROTECTION APPARATUS Application January 7, 1932, Serial No. 585,298

'7 Claims.

My invention relates to apparatus for the control of highway crossing signals, that is, signals which are located at the intersections of railways and highways to indicate to those using the highway when a train is approaching.

One feature of my invention is the provision of novel and improved electrical apparatus to take the place of the usual interlocking relays used in installations of this character for single track railroads.

I will describe a few forms of apparatus em-v bodying my invention, and will then point out the novel features thereof inclaims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus embodying my invention. Fig. 2 is a view similar to Fig. 1, but showing the use of standard relays in place of the special relays illustrated in Fig. 1, and also embodying my invention. Fig. 3 is a view showing one manner in which the apparatus of Fig. 1 may be used to control a normally energized signal, and Fig. 4 is a view showing one manner in which the apparatus of Fig. 2 may be used to control a normally energized signal.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference char acter R designates the track rails of a railway track over which traffic moves in both directions. This track is intersected by a highway H, and the track is divided by insulated joints 25 to form two track sections 1 and 2, extending in opposite directions from the point of intersection with the highway.

Track section 1 is provided with a track circuit comprising a source of current 3, which, as here shown, is a battery, and a winding 6 which forms part of a relay D. Track section 2 is provided with a similar track circuit comprising a battery 4, and a winding 6 which forms part of a relay D. It follows that each winding 6 and 6' will be normally energized, but will be deenergized when a car or train occupies the associated section.

The relay D also comprises a second winding 7 which is normally deenergized, but which may become energized under certain conditions, as herein set forth. Relay D comprises a similar normally deenergized winding 7.

Relay D is provided with an armature 23 which is controlled by winding 6 and which in turn operates three contact fingers 9, 10,. and 11. Contact finger 10 cooperates with a fixed contact member 19 to constitute a back contact which is closed when and only when the armature 23 is in its fully released position. Contact finger 11 cooperates with a fixed contact member 22 to form another back contact. Contact finger 9 is provided with a front contact member 13 and a back contact member 14, which members together with fixed members 15 and 8 constitute what is known as a transition contact. That is to say, contact 14-3 is closed when armature 23 is fully released, contact 1315 is closed when the armature is fully closed, and. both of these contacts are closed simultaneously during transition of the armature 23 from its released position to its closed position or vice versa. Relay D is also provided with an armature 24 which is controlled by winding '7, and this armature operates a contact finger 12 which cooperates with a fixed contact member 17 to constitute a front contact. Attached to contact finger 9 is a hook 16 which cooperates with the upper surface of contact finger 12. When winding 7 is deenergized so that armature 24 is released, this hook has no effect on contact finger 9 or on the other contacts associated with armature 23. When winding 7 is energized, however, so that armature 24 is attracted, then if winding 6 is deenergized, the hook 16 holds contact fingers 9, l0 and 11 in intermediate positions wherein back contacts l0--19 and l1-22 are open, whereas the back point 148 and the front point 1315 of the transition contact are both closed.

The parts associated with relay D are structurally and functionally the same as those associated with relay D, and the parts associated with relay D are provided with the same reference characters as the corresponding parts associated with relay D, except that the prime mark has been added to each character.

Winding '7 of relay D is provided with a pickup circuit which passes from terminal B of a suitable source of current, through back contact 1019 of relay D, transition contact l513- 148 of relay D, and winding 7 of relay D, to terminal C of the same source of current. Winding 7 of relay D is provided with a stick circuit which passes from terminal B through front contact 1'7,12, wire 18, transition contact 14-8, and winding 7 to terminal C. The circuits for winding 7 of relay D are similar to those for winding '7 of relay D, and will be understood without 7 further discussion.

and back contact 11--22' of relay D.

tric bell. This bell is provided with two normally open circuits, one of which includes a battery 21 and back contact 11-22 of relay D, and the other of which includes the battery 21 It follows that the bell 20 will operate to give a warning indication when either armature 23 or 23 is in the fully released position.

The operation of the apparatus shown in Fig. 1 is as follows: Normally both windings 6 and 6' are energized so that the bell 20 is silent. When a train moving toward the right enters section 1, it will deenergize winding 6, thereby permitting armature 23 to assume its fully released position. The closing of back contact 1l22 will complete one of the circuits for the bell 20, so that this bell will operate to indicate the approach of a train. When the front end of the train enters section 2, it will deenergize winding 6', and while the transition contact associated with relay D is closed, the pickup circuit for winding 7 will become closed. Armature 2 1 will then be raised, so that hook 16 will operate to prevent closing of the back contacts associated with relay D. Contact 81l' will remain closed, however, and contact 12-17 will be closed, so that the stick circuit for winding '7 will be closed, with the result that when back contact 10-49 of relay D opens, due to the rear end of the train leaving section 1, the circuit for bell 20 will remain open at contact 11-22'. The bell will cease ringing then as soon as the rear end of the train passes the highway PI. When the train passes out of section 2, winding 6' of relay D will become energized, thereby opening the stick circuit for winding '7 at back contact 8-14', so that the parts will then be restored to their normal conditions.

The operation of the apparatus during the passage of a train moving toward the left will be understood from the foregoing without'detailed explanation.

If, while a first train moving toward the right is in section 1, a second train moving in the same direction enters the, same section, then when the first train passes into section 2 the bell will continue to ring as long as the second train remains in section 1, because magnet 6 will remain deenergized. Furthermore, if such second train enters section 1 after the first train has passed into section 2, the bell will again start to ring because of the deenergization of magnet 6, and will continue to ring until the second train passes into section 2.

Referring now to Fig. 2, the apparatus shown in this view is similar to that shown in Fig. 1, except that the two windings associated with each track section may be the windings of individual standard relays. The reference characters applied to the several parts are the same as those applied to the corresponding parts in Fig. 1, except that the sufix a has been added. The pickup circuit for winding '7 includes back contact 10'a-19'a, and transition contact 15 --13 14 -8; whereas the stick circuit for winding 7 includes contact 12"-17 and contact 14 8 One circuit for the bell 26 includes back contact 11 -22 of relay 6 and a back contact IS -26 associated with relay 7. The other circuit similarly includes back contact 11a22a of relay 6'a and a back contact 16a-26'a of relay 'la.

The operation of the apparatus shown in Fig. 2, is as follows: Normally each relay 6 and '6a is energized so that both circuits for the bell 20 are open at the back contacts of these relays. When a train moving toward the right enters section 1, it will deenergize relay 6 thereby closing at back contact 11 22 one of the circuits for bell 20. When the front end of the train enters section 2, the pickup circuit for relay "Ia will be closed, thereby opening at back contact 16a26a the second circuit for the bell 20. The stick circuit for relay 7'a will remain closed until the rear end of the train passes out of section 2, so that the bell 20 will not be operated while the train is receding from the highway H. The operation of the apparatus during the passage of a train moving toward the left will be understood from the foregoing without detailed explanation.

As shown in Figs. 1 and 2, the highway cross ing signal is a normally deenergized bell 2i), and. this bell is controlled directly by normally open back contacts of the relays. My invention can be used equally well, however, with a normally energized highway crossing signal, such for example, as of the wig-wag type, or with a bell which is controlled by a normally energized auxiliary relay.

Referring now to Fig. 3, the reference character 20 represents either a normally energized highway crossing signal, or a normally energized relay ion the control of a normally deenergized signal such as a bell or a lamp. The device 20 is provided with a circuit which includes battery 21, a front contact l1-F22 associated with relay D of Fig. 1, and a front contact 11'F22 associated with relay D. Contact l1F22 is controlled in such manner that when magnet 6 and magnet '7 are both deenergized, this contact will be open, "whereas when magnet 6 is deenergized and magnet 7 is energized, this contact will be held closed. The other contact is controlled in a similar manner by relay D. The operation of the modified form shown in Fig. 3, will be obvious from the foregoing without detailed explanation.

Referring now to Fig. 4, the apparatus illustrated in this view represents one means for controlling a normally energized device 20 by the relays shown in Fig. 2. In Fig. 4 the four contacts correspond to the four signal controlling contacts of Fig. 2, except that each contact in Fig. 4 is a front contact instead of a back contact as shown in Fig. 2. Contact id -F26 is normally open and becomes closed whenever relay i is energized. Contact 1 1 F22 is normally closed and opens whenever relay 6 becomes deenergized. The contacts associated with relays 6'a and 7a operate in similar manners, respectively. It will be obvious that when the track relay for either section is deenergized, and the associated relay '7 is also deenergized, the signal device 20 will likewise be deenergized; and that when either track relay is deenergized and the associated relay 7 is energized, the circuit for the signal device will be closed, in so far as such track relay and auxiliary relay are concerned.

Although I have herein shown and described only a few forms of 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:

l-LO

winding 1. In combination, a railway track intersected by a highway, said track being provided with two insulated sections extending in opposite directions from the highway, a highway signal located at the intersection, a source of track circuit current connected with the rails of each section, a relay for each section having two windings the first of which is connected with the rails of the section, a first and a second arrnature associated with the first and second winding respectively of each relay, back contacts and a transition contact operated by the first armature of each relay, means operating when the second armature is attracted and the first armature is released to hold the first armature in an intermediate position wherein the back contacts associated with the first armature are open but the back point of the transition contact is closed, a pickup circuit for the second winding of each relay including the transition contact associated with such winding and a back contact of the first armature of the other relay, a stick circuit for the second winding of each relay including the back point of the associated transition contact and a front contact of the associated second armature, and means for causing operation of said signal when the first armature of either relay is in full released position but not when it is in attracted position or in its intermediate position.

2. In combination, a railway track intersected by a highway, said track being provided with two insulated sections extending in opposite directions from the highway, a highway signal located at the intersection, a source of track circuit current connected with the rails of each section, two relays for each section, the first of which is connected with the rails of the section and is provided with a transition contact as well as a back contact, a pickup circuit for each second relay including the transition contact of the associated first relay and a back contact of the first relay for the other section, a stick circuit for each second relay including its own front contact and the back point of the transition contact of the associated first relay, and means for causing operation of said signal when and only when both relays for either section are released.

3. In combination, a railway track intersected by a highway, said track being provided with two insulated sections extending in opposite directions from the highway, a highway signal located at the intersection, a source of track circuit current connected with the rails of each section, relay apparatus for each section including two windings the first of which is connected with rails of the section, a first and a second armature associated with each first and second respectively, a back contact and a transition contact operated by each first armature, a pickup circuit for each second winding including the transition contact for the same section and a back contact of the first armature for the other section, a stick circuit for each second winding including a front Contact of the armature associated therewith and the back point of the transition contact for the same section, and means for causing operation of said signal when and only when both windings for either section are deenergized.

l. The combination with two adjoining track sections of a railroad and a signal, of a relay comprising a pair of windings associated with each track section, one of each of said pairs of windings being normally energized when the track section associated therewith is unoccupied and the other of each of said pairs being normally deenergized, each relay being so arranged that energization of the normally deenergized winding mechanically prevents closure of the back contacts associated with the other winding, said windings so controlling said signal that when both of either pair of windings are deenergized the signal is operated and each normally deenergized winding being energized only by successive deenergization of first the normally energized winding of the other pair of windings and then of the normally energized winding of the same pair, whereby when a train enters one of said track sections the normally energized winding is deenergized and the normally deenergized winding is not energized, and the signal is operated whereas when the front of the train enters the other of the adjoining sections the normally energized winding of the pair associated with that section is deenergized and the other winding of that pair is energized, and when the rear of the train clears the first section the normally energized winding of the pair of windings associated with that section is energized and the signalceases to operate, the aforesaid control of the signal being caused by closure of back contacts associated with the normally energized windings, and the said energization of each normally deenergized winding being accomplished over transition contacts at mid-position of the same relay and a back contact of the normally energized winding of the other relay.

5. Electrical relay apparatus for association with adjoining sections of a railroad for the control of a signal or the like comprising, in combination, a pair of signal controlling windings each associated with a different section and each energized when the section is unoccupied, a pair of alternative signal controlling circuits, means including back contacts of contact arms operated by said windings adapted to close one of said circuits when one winding is deenergized and to close the other of said circuits when said other winding is deenergized, a pair of signal hold-oil windings, each associated with one of the signal controlling windings, a pickup circuit for each of said hold-off windings closed upon successive deenergization first of that one of the signal controlling windings associated with the other of said hold-off windings and then of that one of the signal controlling windings associated therewith, a holding circuit for each of said hold-off windings closed after closure of said pickup circuit and held closed so long as the signal controlling winding associated therewith is deenergized, and means controlled by said hold-on: relays when energized for preventing the signal controlling windings associated therewith to close their respective signaling circuits, said last-mentioned means including an armature controlled by each of said holdoff windings adapted when raised by the energization of the controlling hold-off winding to prevent closure of the back contacts of the associated signal controlling winding.

6. Electrical relay apparatus for association with adjoining sections of a railroad for control of a signal or the like, comprising, in combination, two relays each having one winding connected across the rails of one section for energization when that section is unoccupied, and each having a second normally deenergized winding, the track responsive winding of each relay controlling an armature carrying a pair of transition contacts adapted to engage both front and back contacts when the armature is in mid position and also controlling a contact arm which when released closes a signal controlling circuit, means holding the armature of each relay and the contact arm thereof in mid position when the second winding thereof is energized, said second winding of each relay having a pickup circuit closed over the pair of transition contacts of that relay when the armature is in mid position and over a back contact of the other relay when the armature thereof is in its lowermost position, said second winding of each relay having a holding circuit controlled over its own front contact and the armature of that relay when in mid position whereby when a train enters one of the sections the signal circuit is closed due to deenergization of the winding associated with that block, as the front of the train enters the other section the winding associated therewith is deenergized and the second winding of the associated relay is energized over its pickup circuit and held energized over its holding circuit when the rear of the train clears the first section, thus preventing reclosure of the si nal circuit by the winding associated with the second section when the track winding associated with the first section is reenergized.

'7. Electrical relay apparatus for association with adjoining sections of a railroad for control of a signal or the like, comprising, in combination, four neutral relays, one of said relays being normally energized by track current in one of the adjoining sections and another of said relays being normally energized by track current in the other of said adjoining sections, the other two of said relays being normally deenergized, two alternative signal controlling circuits each including back contacts of one of the normally energized relays and one of the other relays, a pickup circuit for one of the normally deenergized relays including a back contact of that one of the normally energized relays which is associated with the other normally deenergized relay in control of one of the signal controlling circuits and transition contacts of that one of the normally energized relay associated therewith in the control or" the other signal controlling circuit, a similar pickup circuit for the other of said normally deenergized relays, and holding circuits for each of said normally deenergized relays opened when the normally energized relay associated therewith is energized.

HERBERT A. WALLACE.

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