US1982626A

US1982626A - Unitfd jtatf

Info

Publication number: US1982626A
Authority: US
Publication date: 1934-12-04
Anticipated expiration: 1951-12-04

Description

Dec. 4, 1934 G W' BAUGHMAN 1,982,626

APPARATUS; FOR CONTROLLING TRACKWAY DEVICES FROM A RAIL VEHICLE Filed Jan. 9, 1933 mvEmok George [0.8auglznza1z P @RYF HIS ATTORNEY Patented Dec. 4, 1934 UNITED STATES PATENT GFFICE DEVICES FROM George W. Baughman,

to The Union Swit A RAIL VEHICLE Pittsburgh, Pa., assignor oh & Signal Company,

Swissvale, Pa., a corporation of Pennsylvania Application January 9,

5 Claims.

My invention relates to apparatus for controlling trackway devices from a rail vehicle, and more particularly, to apparatus for controlling such devices from a rail vehicle of the nonshunting type, such as a rubber tired rail car, and also for providing an indication on the car of the operation of said devices.

I will describe two forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

Fig. 1 of the accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention applied to highway crossing protection. Fig. 2 is a diagrammatic view showing a modified form of a portion of the apparatus illustrated in Fig. 1. Fig. 3 is a fragmental view showing in more detail a flashing relay FR which is illustrated diagrammatically in Figs. 1 and 2.

Similar reference characters refer parts in both views.

In obtaining highway crossing protection in track-circuited territory having steel wheeled tramc, it is customary to control crossing protection devices by means of track relay operation following the shunting and subsequent clearing of the track section by the train. Where track circuits are not available, and where cars having rubber tired wheels are used, some other means, not dependent upon the usual type or train shunt, must be provided. One method for accomplishing this result is to supply energy from a car-carried source to the rails of the track, for operating the wayside highway crossing apparatus. If desired, energy of another character may be impressed on the rails fromthe way-side location, to provide an indication on the car that the crossing apparatus is functioning properly.

Referring to Fig. 1 of the drawing, the reference character A designates a rail car, having wheels which are insulated from the rails, on which is carried the apparatus enclosed within the broken line representing the outline of the car. The rails 1 and 2 of the track section D-E are insulated from the rails of adjoining track sections by insulated rail joints 3. At location E is a grade crossing protected by the crossing signal X which is controlled by a flashing relay FR connected across the two rails of section D-E.

The flashiny relay FR is illustrated diagrammatically in Fig. 1, but as shown more in detail in Fig. 3 it may be of the usual type involving two magnets 30 and 30 cooperating with two armatures 31 and 31 mounted on a member 34 which is mounted to oscillate. This member to similar 1933, Serial No. 650,800 (Cl. 246-59) carries the

contacts

4 and 9, and also an additional contact 32 which coacts' with two fixed contact members 33 and 33 to alternately'shunt the magnets 30 and 30 respectively. A relay of this type is fully disclosed and claimed in Lettors Patent of the United States granted to Snavely and Wells on April 2, 1929, Reissue No. 17,252. 7

When relay FR is energized, contacts 4-5 and 4:-6 are periodically and alternately closed, causing lamps 7 and 8 of signal X to flash alternately, in the usual manner. At the same time, front contact 9-1G of relay FR also closes periodically, supplying impulses of alternating current from a source BBQ-BX to the primary winding 11 of transformer '1, these impulses being applied, by means of secondary winding 12, to the rails 1 and 2, through the current limiting resistor R. When relay FR is deenergized,

contact fingers

4 and 9 are biased to an open position in which contacts 4-5, 46 and 9-10 are all open.

On the car A is a battery 13 which impresses a potential across rails 1 and 2 by means of rail shoes 14. and 15, through the primary winding 16 of a transformer T and through a current limiting resistor R Relay FR is designed to become energized by the rail current flowing from battery 13. The resistor R prevents too great a drain on the battery should the car remain standing at location E, and resistor R prevents Winding 12 of transformer T from by-passing too much current away from relay FR.

When the car enters section D- E, relay FR begins to operate, and winding 16 of transformer T receives periodic impulses of alternating current, the output of winding 17 of this transformer being used to periodically energize the indication relay K, through rectifier M, for periodically closing front contact 18 to provide the car operator with flashing indication at lamp L. Lamp L is energized from terminals N and O of battery 13, and the intermittent flashing of this lamp is a check on the operation of relay FR and signal X. As soon as the car leaves section D--E, relay FR, signal X, and transformer '1 all become deenergized, assuming their normal condition corresponding to the unoccupied condition of section DE.

Referring to Fig. 2, the apparatus shown in this figure is intended to replace the wayside apparatus at location E of Fig. l, the purpose being to replace the flasher relay FR by a track relay TR and a flasher relay which does not need to be so designed that its contacts 20-21 and 2022 are both openwhen the relay is deenergized. Relay TR is the usual type of neutral track relay, and relay FR is the usual periodically operating type of highway crossing flasher relay such as the relay shown in Fig. 3. When relay TB is energized due to the potential impressed across rails 1 and 2 by car A, relay FR becomes energized over front contact 19 of relay TR, and flashes lamps 7 and 8 of signal X alternately, over its contacts 20-2l and 2022, respectively. The energy for signal X is carried over front contact 19 of relay TB. so that the signal will remain dark at all times when relay TB is deenergized.

When relay TR is energized and relay FB is operating, alternating current is supplied periodically to winding ll of transformer T, over

front contacts

23 and 24 of relays FR and TR respectively, to provide a fiasing indication on the car, for the purpose explained hereinbefore. If contact 23 of relay FB is not included in the energizing circuit for transformer T, a steady instead of a flashing indication at lamp L results, whenever relay TB is energized.

It will be apparent that the apparatus disclosed is not limited in its application to the operation of highway crossing signals, but may be applied to the control of wayside apparatus of any suitable type which it is desired to operate upon the approach of a rail car. The current used for controlling the wayside apparatus and for providing a return indication on the car may be direct for one and alternating for the other function, or alternating currents may be used for both functions, provided the currents are of distinctive character so that suitable selection can be made therebetween. If alternating currents are used, resistors R, and B may be replaced by suitable reactors. If direct current is used for indicating purposes, transformer T and rectifier lVI may be dispensed with.

Although I have herein shown and described only two forms of apparatus for controllin highway crossing signals 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, claim is:

1. In combination with a section of railway track and a rail vehicle having wheels which are incapable of shunting the track, a vehicle car- 'ied source of current, means for applying a potential from said vehicle source across the two rails of said. track, a wayside traffic controlling device connected across said two rails and energized by current from said vehicle source, a wayside source of current of such character as to be incapable of operating said traffic controlling device, means controlled by said device when the device is in its energized condition for applying a potential from said wayside source across said two rails, and an indicator on said vehicle responsive to the potential from said wayside source for indicating the condition of said traific controlling device.

2. In combination with a section of railway what I track and a rail vehicle having wheels which are incapable of shunting the track, a first source of current on the vehicle, a vehicle carried circuit including said first source for applying a potential across said two rails by means of a pair of rail shoes, a wayside signaLa control relay for said signal energized by the potential from said first source, a second source of current in the wayside of such character as to be incapable of operating said relay, means governed by said relay when the relay is energized for applying a potential from said second source across said two rails, and an indicator on the vehicle governed by current from said second source flowing in said vehicle carried circuit.

3. In combination with a section of railway track and a rail vehicle having wheels which are incapable of shunting the track, a source of direct current on the Vehicle, a circuit including a pair of rail shoes for applying a potential from said source across the two rails of said track, a direct current track relay connected across the two rails of said track and arranged to become energized by rail current from said direct current source, a wayside source of varying current, means effective when said track relay is energized for applying a potential from said wayside source across the two rails of the track, and an indicator on said vehicle responsive to the flow of current from said wayside source in said circuit for providing an indication when said track relay is energized.

i. In combination with a section of railway track and a rail vehicle having wheels which are incapable of shunting the track, a source of direct current on the vehicle, a circuit from one to the other rail including a pair of rail shoes for applying a potential from said source across the two rails of said track, a first resistor included in said circuit, a track relay connected across the rails at one end of said section and capable of being energized by said potential, a signal governed by said track relay, a wayside source of alternating current, a transformer having one winding energized from said wayside source over a contact of said track relay and having another winding connected across the rails of said track through a second resistor, and an indicator on said vehicle responsive to the flow of alternating current from said wayside source in said circuit.

5. In combination with a section of railway track and a rail vehicle having wheels which are incapable of shunting the track, a vehicle-carried source of current, means for applying a potential from said vehicle source across the two rails of said track, a wayside device responsive to rail current from said vehicle source, a wayside source of current of such character as to be incapable of operating said device, means controlled by said device for supplying current from said wayside source to the rails of said track, and

GEORGE W. BAUGHMAN.