US2464978A - Circuit integrity signaling means - Google Patents

Circuit integrity signaling means Download PDF

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Publication number
US2464978A
US2464978A US630077A US63007745A US2464978A US 2464978 A US2464978 A US 2464978A US 630077 A US630077 A US 630077A US 63007745 A US63007745 A US 63007745A US 2464978 A US2464978 A US 2464978A
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Prior art keywords
train
wire
relay
circuit
wires
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US630077A
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English (en)
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Claude M Hines
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Westinghouse Air Brake Co
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Westinghouse Air Brake Co
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Priority to FR959943D priority Critical patent/FR959943A/fr
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Priority to US630077A priority patent/US2464978A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/665—Electrical control in fluid-pressure brake systems the systems being specially adapted for transferring two or more command signals, e.g. railway systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • This invention relates to circuit checkin means and has particular relation to apparatus for automatically signalling the integrity and the lack of integrity of control circuits such as the train wire circuits forming a part of electropneumatic brake control equipments for railway cars and trains.
  • FIG. 1 and 2 taken together, constitute a diagrammatic view, showing one embodiment of the circuit checking and signalling apparatus constituting my invention applied to an electropneumatic brake control equipment for railway cars and trains, and
  • Fig. 3 is a fragmental diagrammatic view which, when taken in connection with Fig. 2. represents a modification of the checking and signalling equipment represented by Figs. 1 and 2.
  • the checking and signalling apparatus comprising my present invention includes a source of checking current which may be alternating current of a desired frequency, for ex ample 60 cycles, connected to one or more control circuits at one point, such as on the last car of a train, and checking current responsive re lays connected to corresponding control circuits located at another point, such as on the locomo-
  • a source of checking current which may be alternating current of a desired frequency, for ex ample 60 cycles, connected to one or more control circuits at one point, such as on the last car of a train, and checking current responsive re lays connected to corresponding control circuits located at another point, such as on the locomo-
  • two pairs of signal lamps each pair having lamps of different colors respectively, are employed for each control circuit to be checked.
  • One pair is employed for indicating integrity or lack of integrity of a particular control circuit while the brakes are released and the other pair is employed to indicate integrity or lack of integrity while the brakes are applied.
  • the checking and signalling apparatus comprising my present invention is applicable to any type of control circuits, the integrity or lack of integrity of which is desired to be detected.
  • I have shown my invention in the drawings and will describe it hereinafter in connection with an electropneumatic brake control equipment for railway cars and go trains.
  • the e1ectropneumatic brake control equipment comprises a plurality of train wires, shown as four in number and designated respectively by the reference numerals i, 2, 3 and I.
  • the wires i and 2 are connected through a suitable circuit-breaker I to a source of direct current represented by the storage battery 6.
  • Battery 6 may be of any selected voltage, such as 32 or 64 volts.
  • Circuit-breaker 5 is of the thermal-overload type which opens automatically in response to an abnormal or short-circuit current.
  • the wire i is connected to the positive terminal of the battery 6 and will hereinafter be referred to as the positive battery wire while the wire 2 is connected to the negative terminal of the battery and will hereinafter be referred to as the negative battery wire or return wire.
  • the brake control equipment further comprises plurality of pairs of electro-magnet operated ⁇ valves 1 and 8. hereinafter referred to as the application magnet valve and the release magnet valve respectively.
  • the magnet valves I and;8 are connected to the train wires, in the manner hereinafter to be more fully explained, so as to be controlled by a so-called master controller 9 which is a pneumatically operated manually controlled switch device of the self-lapping type having switch contacts for controlling energization and deenergization of the train wire circuits to which the magnet valves 1 and 8 are connected.
  • master controller 9 is a pneumatically operated manually controlled switch device of the self-lapping type having switch contacts for controlling energization and deenergization of the train wire circuits to which the magnet valves 1 and 8 are connected.
  • the master controller 9 is under the control of a brake valve operated by the engineer on the locomotive. Air under pressure for operating the master controller 9 is supplied from a storage reservoir II and a so-called supply pipe l2 connected to the reservoir l 1.
  • Each pair of magnet valves 1 and 8 controls the supply of fluid under pressure to a brake cylinder l3 and the release of fluid under pressure therefrom.
  • Each brake cylinder is operative in the usual manner through suitable levers in response to the supply of fluid under pressure to the brake cylinder to cause application of the brake shoes to the tread of the car wheels with a corresponding force.
  • All of the brake cylinders l 3 are connected to a common train pipe [4, hereinafter called the straight-air pipe, so that the pressure established in all the brake cylinders is uniform.
  • the straight-air pipe [4 is connected to the master controller 9 for a purpose hereinafter described.
  • a local reservoir called the auxiliary reservoir I5
  • the reservoirs l5 thus constitute local sources of fluid under pressure on each of the cars from which air is supplied to the brake cylinders under the control of the corresponding pair of magnet valves 1 and 8 on the same car.
  • No auxiliary reservoir I5 is provided on the locomotive for the reason that the storage reservoir ll constitutes the source of fluid under pressure on the locomotive.
  • a so-called back-up switch I! is provided on the last car of the train, designated Car B, and is connected to the train wires I, 3 and 4 in a manner to control the magnet valves 1 and 3 on the locomotive and cars in a manner similar to that of the master controller 9.
  • the purpose of the back-up switch is to enable a member of the engine crew on the last car of a train to control the brakes on the train under certain circumstances as when coupling cars to a train or when backing-up.
  • each pair of magnet valves 1 and 8 may be embodied, as shown, in a single unit comprising a casing having two ports at the central portion thereof to which pipe connections are made.
  • One of the ports is connected by a pipe l8 to the brake cylinder pipe l9 which in turn connects the brake cylinder and the straight-air pipe M.
  • the other port is connected by a pipe 20 to the supply pipe l2.
  • the other port is connected by a corresponding pipe 20 to the auxiliary reservoir l5 which is charged from the supply pipe 12 through another section of the pipe 20 including the check valve l6.
  • Each magnet valve 8 comprises a valve 24, of the poppet type, normally unseated by a coil spring and actuated to a seated position in response to energization' of a magnet winding 26.
  • valve 24 With the valve 24 unseated, communication is established past the valve from the pipe 18 to. atmosphere through an exhaust port. 21 thus venting fluid under pressure from the brake cylinder l3. With the valve 24 seated, the exhaust communication is closed.
  • the master controller 9 comprises a suitable casing having two flexible diaphragms 28 and 23 mounted therein in coaxially spaced relation and connected by a rigid stem 30.
  • Stem 30 has a member 3
  • each set of switch contacts 32 and 33 comprises two flexible contact fingers normally separated from each other, one of the contact fingers being longer than the other end engageable by the member 3
  • the two sets of switch contacts 32 and 33 are so disposed that in its traverse in the right-hand direction, the member 3
  • a spring biased stop 34 is contained in a recess 35 at one end of the casing and is adapted to be engaged by the right-hand end of the stem 30 to provide additional resistance to the movement of the stem between the time that the switch contacts 32 are closed and the time the contacts 33 are closed, thus providing stability of operation of the device and enabling closing of the switch contacts 32 without closing of the switch contacts 33.
  • Movement of the stem 30 and operation of the switch contacts 32 and 33 is effected and controlled by fluid pressure forces exerted in the chambers 36 and 31 on the outside faces of the two diaphragms 28 and 29 respectively.
  • the chamber 36 is connected by a pipe 38 and branch pipe 39 to the brake' valve I 0 thereby enabling fluid under pressure to be supplied to the chamber 36 under the control of the brake valve in in the manner presently to be described.
  • the chamber 31 of the master controller 3 ils4 constantly connected to the straight-air pipe Brake valve I 0 is of the well known self-lapping type having an operating handle 40 which may be removably fixed on the outer end of a rotary operating shaft for operating suitable supply and release valve mechanisms.
  • the brake valve handle 43 With the brake valve handle 43 in its normal or brake release position the brake valve establishes communication from the pipe 33 to an exhaust port and pipe 4i, thereby venting fluid under. pressure from the chamber 33 of the master controller 3.
  • the valve mechanism of the brake valve is. operated to close oil the exhaust communication just described and establish a communication between the pipe I2 and the pipe 33, thereby causing fluid under pressure to be supplied from the reservoir II to the chamber 33.
  • the valve mechanism of the brake valve is such that the pressure of fluid delivered to cham; ber 33 is automatically limited to a value corresponding to the degree of displacement of the brake valve handle 43 out of its normal or brake release position.
  • the greater the displacement of the brake valve handle from its brake release position the greater is the pressure established in the chamber 33.
  • the pressure established in the chamber 33 causes a shifting of the stem 33 in the right-hand direction to effect sequential closing of the switch contacts 32 and 33.
  • the contacts 32 are effective, when'closed, to estab lish a connection from the positive battery wire i to wire 3, hereinafter called the release wire, thus causing energization of the magnet winding 23 of the release magnet valves 3 on the locomotive and on the cars.
  • This circuit may be traced from the positive battery wire i by way of a wire 42, a wire 43, contacts 32 having an anti-arcing condenser '44 in parallel therewith, a wire 43, release wire 3, and thence in parallel through branch circuits on the locomotive and cars, each branch circuit comprising a branch wire 43, the magnet winding 26 of the release magnet valve 3, and a wire 41 to the return or negative battery wire 2.
  • the contacts 33 are effective, when closed, to establish a circuit for energizing the magnet windings 23 of all of the application magnet valves 1 on the locomotive and cars.
  • This circuit may be traced from the positive battery wire I by way of wire 42, contacts 33 having an anti-arcing condenser 43 in parallel therewith, a wire 43 to the train wire 4, hereinafter referred to as the application wire, and thence in parallel through branch circuits on the locomotive cars, each branch circuit comprising a wire 33, magnet winding 23 of the corresponding magnet valve I, and wire 41 to the return train wire 2.
  • the brake cylinders II on the locomotive and cars are all connected to straight-air pipe l4 so that a uniform pressure is established therein.
  • the straight-air'pipe i4 is connected to the chamber 31 of the master con-. troller so that a fluid pressure corresponding to to urge thestem so in the left-hand direction sufllciently to effect the disengagement of the switch contacts 33. Opening of the contacts 33 interrupts the previously traced circuit for the magnet winding 23 of each application magnet valve 1 on the locomotive and on the cars thus causing the magnet windings.23 to be deenergized and the magnet valves I to be' operated to cut of! the further supply of fluid under pressure to the brake cylinders i3.
  • brake valve Ill is in of the simple self-lapping type, it will be un derstood that in practice a combined automatic and straight-air type of brake valve such as shown and described in Patent No. 2,106,483 to E. E. Hewitt may be employed capable optionally of controlling the brakes either electro-pneumatically or solely by pneumatic control through the usual brake pipe.
  • the back-up switch ll comprises three stationary circumferentially spaced contact fingers, 52 and 53 connected to the train wires 3 and 4 by wires 54, 55 and 56 r'espec tively.
  • a rotary contact drum of insulating material is operated by a suitable handle 58 and carries an arcuate contact segment 59 adapted to successively engage the contact fingers 5
  • the operator restores the back-up switch handle 58 to the lap position, thereby causing the segment 59 to separate from the contact finger 53 and efiect deenergization of the magnet windings of the application magnet valve 1 and resulting in termination of further supply of fluid under pressure to the brake cylinders while maintaining the release magnet valve windings energized to maintain the exhaust communications of the brake cylinders closed.
  • two condensers 57 are provided, one connected across the contact fingers 5
  • the circuit checking and signalling apparatus disclosed herein comprises a suitable source of alternating current on the last car of a train which, in Fig. 2 of the drawings is Car B.
  • the source of alternating current may consist of a source of direct current, such as a storage battery 60, connected through a suitable circuit breaker 6
  • the output frequency of alternating current at the output terminals 65 and 66 of the inverter may be any desired frequency such as, for example, 60 cycles.
  • the output voltage of the inverter may be any selected value, such as forty volts.
  • One of the output terminals of the inverter 64 is connected by a branch wire 61 to the return wire 2.
  • the other output terminal 66 is connected by two branch Wires 68 and 69 to the release wire 3 and applica tion wire 4 respectively, with suitable condensers l0 interposed in the wires 68 and 69 to prevent the passage of direct current from the train wires through the inverter while permitting the passage of the alternating current from the inverter to the train wires.
  • the checking and signalling apparatus comprising one embodiment of my invention further comprises, as shown in Figure 1, a suitable panel board H on which are mounted a pair of relays l2 and 13 respectively, two asymmetric devices in the form of full-wave rectifiers 14 and 15 that may be of the dry disc type, two condensers 16 and 11, and four terminal posts I8, 19, 93 and 91.
  • the terminal posts l8, l9, and 91 are connected by branch wires 80, 8
  • the terminal post 93 is connected indirectly to th positive battery wire I by a wire 94 at the point of connection of the Wire I to the battery side of the switch contacts 32 of the master controller 9 so that the positive battery supply to the panel board II will be interrupted simultaneously with anypossible accidental severance of the positive battery supply to the switch contacts of the master controller.
  • Such connection enables an instantaneous signal indication of the fault just mentioned to be effected, as will be explained more fully hereinafter.
  • the input terminals of rectifier l4 and the condenser 16 are connected in series relation between the terminal posts 78 and 91.
  • one terminal of the condenser 16 is connected to the terminal post 18 and the other terminal of the condenser is connected to one input terminal of the rectifier 14.
  • the other input terminal of the rectifier I4 is connected by a wire 82 to the terminal post 91.
  • the condenser 11 and input terminals of rectifier I are connected in series relation between the terminal posts 18 and 91.
  • one terminal of the condenser 11 is connected to the terminal post 19 and the other terminal is connected to one input terminal of the rectifier 15.
  • the other input terminal of the rectifier 15 is connected'by the wire 82 to terminal post 91.
  • the two relays 12 and 13 are identical in construction and are of standard type. Each relay comprises a suitable magnetic core having two windings 84 and 85 associated therewith, each effective upon energization to actuate an armature to effect closing of a normally open or front contact 86. Obviously, a relay having a single energizing coil may be employed with equal facility because for purposes of my present invention the two windings 84 and 85 of each of the relays 12 and 13 are connected in parallel and utilized as one winding.
  • the windings 84 and 85 are connected across the output terminals of the rectifier 14 and the windings 84 and 85 of the relay 13 are connected across the output terminals of the rectifier 15.
  • Each rectifier 14 and 15 has a condenser 81 con nected across the output terminals thereof for smoothing out or minimizing the ripple in the direct current output of the rectifier to insure satisfactory operation of the relays 12 and 13,
  • a twocoil auxiliary relay 88 mounted on the panel board 1
  • Each winding 84 and 85 of the relay has a condenser 92 connected in shunt relation thereto for imparting a delayed drop-out characteristic to the relay. the reason for which will be explained later.
  • the contacts 86 of the two relays 12 and 13 are arranged in series relation to jointly control energization of the lower winding 85 of the relay 88.
  • This circuit may be traced from the position battery connected terminal post 93 on the panel board H by way of a wire 95 including the contacts 86 of the two relays 12 and 13 in series relation, winding 85 of the relay 88, a currentlimiting resistor 86, and wire 82 to th negative battery connected terminal post 81.
  • the winding 84 of the relay 88 functions as a holding or stick winding and is energized to maintain the contacts of the relay 88 picked-up, notwithstanding the interruption of the circuit for energizing th pick-up winding 85, in a manner hereinafter to be described.
  • the winding 84 is so connected in a circuit extending from the terminal post 18 by way of a wire 98, front contact 89 of the relay 88, a wire 89, winding 84 of the relay 88, a current-limiting resistor I88, and wire 82 to the terminal post 91, that the winding 84 will be energized whenever contacts 32 of the master controller are closed to effect nergization of the windings of the release magnet valves 8.
  • Two signal lamps I8I and I82 preferably of different colors, such as green and red respectively, are also provided which may be mounted on the panel board 1I as shown, or on a separate base removed from the panel board. Th signal lamps I8I and W2 are respectively controlled by the contacts 98 and 9
  • the circuit for the signal lamp I8I extends from the terminal post 93 by way of a wire I83 including a current-limiting resistor I84, contact 88 in its pick-up or closed position, a wire I including the signal lamp I8I, to a wire I88 connected to the terminal post 91.
  • the circuit of the signal lamp I82 extends from the terminal post 93 by way of the wire I83 including the current-limiting resistor I84, contact 9
  • Actuation of the contact 98 of relay 88 to its picked-up or closed position establishes a circuit for energizing the green signal lamp i8l, as will be apparent from the fact that closure of the contact 98 establishes the circuit, previously traced, from the terminal post 93 to the terminal post 91 by way of the signal lamp I8I, the two terminal posts 93 and 91 being connected respectively to the positive and negative batterywires I and 2.
  • the illumination of the green signal lamp I8I thus indicates to the engineer on the locomotive that the train wire circuits are in good condition and that no fault or break therein exists.
  • the holding winding 84 of relay 88 is energized by way of the circuit extending from the positive battery wire I, through closed contacts 32 of the master controller 9, train wire 3, wire 80, terminal post I8, wire 98, contact 89 of relay 88, winding 84 of relay 88, resistor I00, wire 82 to the terminal post 81 and thence to the return or negative battery wire 2.
  • the condenser 92 in shunt relation to the pick-up winding 85 of the relay 88 will now be apparent for it functions inherently by discharge thereof through the winding 85 to delay the drop-out of the contacts of the relay 88 responsively to the drop-out of the contacts of the relays I2 and I3 until such time as the current in the holding winding 84 has built-up sufficiently to maintain the contacts of the relay 88 in their picked-up positions.
  • the green signal lamp l0l continues to remain illuminated to indicate that no fault existed on the train wire circuits immediately prior to the application of the brakes.
  • relay I3 will again be actuated to picked-up position by reason of the deenergization of the windings of the magnet valves 1 and the consequent removal of the low impedance shunt across the rectifier I5. So long as the windings of the several release magnet valves 8 remain energized, however, relay I2 will remain in its dropped-out position, thereby continuing to interrupt the circuit for energizing the pick-up winding 85 of the relay 88.
  • both sets of switch contacts 32 and 33 of the master controller 9 will be opened during the interval of time that the pressure in the control chamber 36 is reducing and consequently the windings of all magnet valves I and 8 will be deenergized.
  • the condenser 82 in shunt relation to the holding winding 84 functions to delay the drop-out of the contacts of relay 88 sufficiently to enable the two relays I2 and I3 to be simultaneously picked-up in response to the alternating checking current supplied over the train wires following upon deen- 12 ergization of the windings of magnet valves I and 8.
  • the circuit for the holding winding 84 of the relay 88 is again established.
  • the condenser 92 in shunt relation to the pick-up winding 85 again functions to provide the delayed drop-out characteristic suflicient to enable the circuit for holding wniding 84 to be established notwithstanding the drop-out of the relay I2 in response to the reenergization of the windings of the release magnet valves 8.
  • relay 88 will thus be restored to its dropped-out position following the expiration of the drop-out time of the relay.
  • the contact interrupts the circuit for the green signal lamp l0! and the contact 8
  • the engineer may resort to other brake control means available to him on the locomotive. For example, assuming a combination automatic and straight-air type of brake valve, the engineer may resort to automatic control of the brakes. Undesirable delay in initiating a brake application is thus prevented.
  • circuit breaker 5 will be automatically opened in response to the abnormal short-circuit current, thereby disconnecting the train wires l and 2 from the battery 6 and rendering the master controller 8 ineffective to control the magnet valves 1 and 8. Due to the deenergization of magnet valves 1 and 8 as thus effected, the brakes will be released if they are already applied, or if the fault occurs while the brakes are released it will be impossible to effect application of the brake by straight-air operation. This condition is indicated by the simultaneous extinguishment of both signal lamps llll and I02, following upon interruption of the battery supply to the panel board II as a result of the opening of the circuit breaker 5. In either case, the engineer may resort to other brake controls at his disposal without delay, because he is apprised immediately of the occurrence of the fault.
  • the green signal lamp I8l will nevertheless continue to remain energized notwithstanding the occurrence of this particular fault. This is so because the alternating checking current supplied from the inverter 64 on the last car of the train is still effective to maintain the two relays "i2 and i3 picked-up. No practical reason exists, however. for indicating such a fault at such time for the reason that the magnet valves I and 8 are not immediately affected. Moreover this fault condition is not one which is capable of serious or dangerous consequences.
  • the crew of the train either to ascertain and remove the fault condition or circuit breaker may be manually operated to open position to effect the release of the brakes to enable the train to proceed temporarily until such time as th location of the fault can be ascertained and the fault corrected.
  • the brakes on the train may be operated and controlled by the engineer using other brake controls at his disposal on the locomotive.
  • the continued maintenance of energization of the windings of the application magnet valves 1 will cause overcasting and a resultant pumping action of the brakes.
  • the pumping action of the brakes is accompanied by a change in signal indication, that is, deenergization of the green signal lamp l0! and energization of the red signal lamp I82 following upon separation of the switch contacts 32 of the master controller 9 incidental to the overcasting. Due to the fact that the windings of the, application magnet valves 1 remain energized, the relay 13 remains in its dropped-out position.
  • the red signal lamp indication will continue thereafter until the particular fault condition is removed, due to the fact that reclosing of the switch contacts 32 of the master controller 9 incidental to the pumping operation of the brakes and the consequent reenergization of the release train wire 3 is not effective to establish the circuit for the holding winding 84 of the relay 88.
  • Figure 3 shows a modification of the portion of the checking and signalling equipment provided on the locomotive in Figure 1. Only so much of the equipment in Fig. 3 will be described as differs from the equipment shown in Fig. 1, and like parts in the two equipments will be identified by the same reference numerals without further description in connection with the embodiment of Fig. 3.
  • the embodiment in Fig. 3 differs from that in Fig. 1 in having two relays I12 and I13, corresponding in function to the two relays 12 and 13, but responsive directly to the alternating checking voltage supplied over the train wire circuits from the inverter 64 on the last car, or Car B, of the train, without rectification of such current.
  • the relays I12 and I13 are identical in construction, each having a change-over contact alternatively positioned in one or the other of two circuit-closing positions depending upon whether the winding of the relay is energized or deenergized.
  • the change-over contact of the relay I12 is designated by the reference numeral III and that of the relay I13 is designated by the reference numeral H2.
  • the change-over contact III ofrelay I12 is effective in its dropped-out position to establish a circuit for energizing one or the other of two signal lamps II! and Ill which are preferably of the same color, such as red, although they may be of different colors. Selection of the particular signal lamp energized is effected under the control of a pneumatic pressure operated switch device I2I which will be more fully described presently.
  • the signal lamps H5 and H6 are preferably of the same, such as red, but they may be of different colors.
  • the change-over contact III of the relay I12 establishes a circuit for energizing either one of two signal lamps H1 and II8, depending upon the position of the pressure switch I2I.
  • the change-over contact II2 of the relay I13 is effective in its picked-up position to establish an energizing circuit for either one of two signal lamps H9 and I20, depending upon the position of the pressure switch I2I.
  • the signal lamps H1, H8, H9 and I20 may be of different colors respectively or different combinations of colors but they are preferably all of the same color, such as green.
  • the pressure switch I2I is preferably of the snap-acting type, having a movable contact I22 that is actuated from one position to a different position in response to an actuating fluid pressure supplied to the switch device exceeding a certain low value, such as five pounds per square inch. In the said one or normal position, the contact I22 bridges a pair of contacts I23 while in the different position the contact I22 bridges a different pair of contacts I24.
  • the pressure chamber of the pressure switch I2I is connected by a branch pipe I25 to the pipe 38 leading to the control chamber 36 of the master controller 9.
  • the changeover contacts of the two relays I12 and I13 will be actuated to their respective picked-up positions if no fault or break in the train wire circuits exists. In such case, therefore, the two green signal lamps H1 and II 9 are illuminated or energized.
  • the circuit for energizing the signal lamp Ill may be traced from the positive battery wire I by way of wires 42 and 43 to the point of connection with the switch contacts 32 of the master controller, thence by way of a wire I26, change-over contact III of th relay I12, a
  • wire I21 including signal lamp H1
  • wire I23 including the pressure switch contacts I23 and I22 to the return or negative battery wire 2.
  • the circuit for energizing the signal lamp H9 may be traced from the positive battery wire I by way of the wires 42, 43 and I26, change-over contact H2 of relay I13, a wire I29 including the signal lamp H9 to the wire I28, and thence by way of the contacts I23 and I22 of the pressure switch I2I to the negative battery wire 2.
  • the windings of the application magnet valves 1 are correspondingly deenergized while the windings of the release magnet valves 8 remain energized.
  • the consequent removal of the low-impedance shunt around the winding of the relay I13 results in pick-up of the relay in response to the alternating checking current supplied from the inverter 64.
  • the circuit for energizing the signal lamp I20 is established, this circuit extending from the positive battery wire I by way of the wires 42, 43 and I26, change-over contact H2, wire I35 including the signal lamp I20, the wire I33, and thence by way of the contacts I24 and I22 of the pressure switch I2I to the return wire 2.
  • signal lamp H8 is energized by reason of the circuit therefor extending from the positive battery wire I by way 01' the wires 42, 43 and -I26,'change-over contact III, wire I36 including the signal lamp H8, and wire I33 including the switch contacts I24 and I22, to the return wire 2.
  • the simultaneous energization of the two green signal lamps H8 and I20 indicates to the engineer that both sets of switch contacts of the master controller 9 are in open position during the graduated release of the brakes.
  • signal lamps H1 and H9 are again energized and signal lamps H4, H6, H3 and I20 are all deenergized due to the restoration of the contact I22 of the pressure switch I2I back into engagement with the contacts I23.
  • both relays I12 and I13 are simultaneously dropped-out and both signal lamps I I3 and III are simultaneously energized.
  • a short-circuit connection occurring between the release train wire 3 and the return wire -2 causes shunting of the winding of the relay I12 and 'a consequent drop-out thereof Just as in the case of breakage of the release train wire 3, the red signal lamp II3 being correspondingly ener-
  • a short-circuit connection between the application train wire 4 and the return wire 2 establishes a shunt around the winding of the relay I13, resulting in drop-out thereof and consequent energization of the red signal lamp HE.
  • the reason for such result should be apparent from the description in connection with the first embodiment, for such shortcircuit connection causes automatic opening of the circuit breaker to di connect the battery train wires I and 2 from the battery 6. With the battery supply to the signal lamps thus entirely cut 01!, all of the signal lamps are correspondingly deenergized.
  • the battery supply to the master controller 3 is interrupted for any reason, such as breakage of either one or both of the wires 42 and 43, the battery supply to all of the signal lamps is correspondingly interrupted and all of the lamps are, extinguished.
  • the present embodiment functions identically to that of the first described embodiment.
  • the signal lamps H4 and H6 or I Upon application of the brakes, with no faults or breaks in the train wire circuits, the signal lamps H4 and H6 or I will be energized, as previously described.
  • release wire 3 alone is severed during a brake application, signal lamp II4 remains energized, that is, no change in signal indication occurs by reason of the fact that relay I12 is already dropped-out due to the low-impedance shunt cacao-re existing across it as a result of energization of the windings of release magnet valves 3.
  • Apparatus for signalling the integrity and lack of integrity of a plurality of electrical circuits comprising a source of alternating voltage impressed at one corresponding point on each of said circuits, a plurality of relays each of which is operatively connected at another point to a corresponding one of the different circuits and operatively responsive only to the alternating current supplied from said source so long as the integrity of the corresponding circuit is not impaired, and signal means controlled by the cooperative action of all of said plurality of relays for indicating the integrity or lack of integrity of one or more of said circuits.
  • an electrical brake control circuit including a circuit breaker device that is automatically operated in response to an abnormal or short-circuit current in the circuit to an open position disconnecting the circuit from a source of operating voltage, of a source of alternating voltage impressed on said circuit at one point, electroresponsive means connected to said circuit at another point and operatively responsive only to alternating current supplied from said source for checking the integrity of the circuit, and signal means controlled by said electroresponsive means selectively to indicate the integrity or lack of integrity of the circuit, said signal means being supplied with energy from said source of operating voltage under the control of said circuit breaker whereby supply of energy to said signal devices is terminated simultaneously with the termination of supply of operating voltage to the control circuit by opening of said circuit breaker.
  • all of said electroresponsive devices are operatively energized, and dropped-out when one or more of said electroresponsive means is deenergized, and a pair of signal devices one of which is operatively energized under the control of said relay only when said relay is in a picked-up position and the other of which is operatively energized only when said relay is in a dropped-out position.
  • said plurality of electroresponsive means cooperating jointly to effect energization of the pick-up winding of said relay so long as the integrity of the respective train wires is not impaired while the brakes are released, said relay being effective in its pickedup position to establish a circuit for energizing the holding winding of said relay when the brakes are applied to prevent drop-out of the relay notwithstanding operative deenergization of one or more of said electroresponsive means in response to application of the brakes, and a pair of signal devices one or which is operatively energized only while said relay is in its pickedup position and the other of which is operatively energized only while said relay is in its droppedout position.
  • the combination 01' a source of alternating voltage connected to each of a plurality of pairs 01.
  • said train wires on the last car of the train a plurality of electroresponsive devices on the locomotive each of which devices is operatively connected to a corresponding pair of train wires and operat vely responsive to the alternating current supplied by said source'on the last car so long as the integrity of the corresponding train wires is not impaired while the brakes on the train are released and at least one of which is operatively deenergized in response to application of the brakes by reason of energization of one of the electroresponsive brake control means during a brake application and the corresponding impedance eil'ect produced thereby.
  • a relay having a pick-up winding and a holding winding energization of either of which is eflective to pick up the relay and deenergization of both of which is effective to cause drop-out of the relay.
  • said plurality of electroresponsive means cooperating jointly to eflect energization of the pick-up winding of said relay so long as the integrity of the respective train wires is not impaired while the brakes are released, means including a selfholding contact of said relay for establishing a connection of the holding winding of said relay to one pair of train wires whereby a self-holding circuit for energizingthe holding winding of the relay is established upon application of the brakes to prevent drop-out of the relay, means providing a delayed-action characteristic to said relay whereby to insure establishment o the selfholding circuit for energizing the holding winding of the relay notwithstanding operative deenergization of one or more of said electroresponsive means when the brakes are applied,
  • said relay being efiective in its pickedup position to establish a circuit for energiz ng the holding winding of said relay when the brakes are applied to prevent drop-out of the relay notwithstanding operative deenergization of one or more of said electrores onsive means in response to appl cation of the brakes.
  • means for prov ding a dela ed-action characteristic to said relay whereby to revent a momentary drooout of said relay which might otherwise result due to initiation of a brake application or of a graduated release operation. and two signal devices contro led by said relay one of which is energ zed only so long as the said relay is pickedup and the other of wh ch isenergized only so long as said relay is in its dropped-out posit on.
  • electroresponsive brake control means connected to the train wires and means under the control of the operator for selectively controlling the imposition of a'direct current voltage to said train wires for controlling energization and deenergization'of said electroresponsive brake control means, the combination of a source of alternatinq current on the last car of the train, means providing a connection from said source to one or more pairs of said train wires in a manner such that the said source is unaffected by the imposition of direct current voltage on said train wires, a plurality of elec-- trical relays on the locomotive, means for connecting each of said relays to a corresponding pair of train wires in such a manner that the relays are operatively responsive to theretemating current supplied by said source while being unaffected by a direct current control voltage imposed on said wires, a pair of signal devices, and an auxiliary relay controlled by the
  • Apparatus for signalling the integrity and lack of integrity of an electrical brake control circuit including a pair of train wires extending from car to car throughout the train from the locomotive to the last car and having electroresponsive brake control means connected to said pair of wires operative in response to a direct current voltage impressed on said wires under the control of the operator, said apparatus comprising the combination of a source of alternat ing voltage on the last car of the train connected to said pair of wires, an-alternating current responsive relay on the locomotive connected to said pair of train wires, said relay being operatively energized by the alternating current supplied from said source so long as the integrity of said pair of train wires is unimpaired and being operatively deenergized anddropped-out in response to impairment of the integrity of said pair of train wires as well as energization of said electroresponsive brake control means acting as a low impedance shunt whenever a brake application is efiected, switch means selectively operated to one or the other of two different positions depending upon whether the brakes on the train are applied or released
  • electroresponsive brake control means connected to said wires, and manually controlled switch means variously conditionable to selectively energize and deenergize the train wires and the electroresponsive brake control means to initiate an application or a release of 5 the brakes or to maintain a predetermined degree of brake application
  • switch means alternatively conditioned in one or the other of two different positions depending upon the brakes being applied or released, and two different signal means, said relay means and the last said switch means cooperating jointly in a manner to cause one of said signal means to be operative under the control of the relay means while
  • Apparatus for signalling the integrity and lack of integrity of electropneumatic brake control circuits on railway cars and trains including a plurality of train wires extending throughout the train from car to car from the locomotive to the last car on the train and electroresponsive brake control means connected to said wires in a manner to be energized in response to the imposition of a direct current control voltage impressed thereon under the control of the operator, saidapparatus comprising a source of alternating voltage on the last car of the train, means for connecting said source to each of a plurality of difierent pairsof train wires in a manner to be unaffected by the direct current control voltage impressed on said wires, a plurality of electrical relays on the locomotive, means connecting said relays to corresponding pairs of said train wires in a manner to be unaffected by the direct current voltage impressed 0n the wires while being operatively responsive to the alternating voltage impressed thereon from said source, a plurality of pairs of signal devices for each of said relays and a switch device selectively operated to either one of
  • electroresponsive brake control means connected to said wires, and manually controlled switch means variously conditionable to selectively energize and deenergize the train wires and the electroresponsive brake control means to initiate an application or a release of the brakes or to maintain a predetermined degree of brake application
  • a source of alternating voltage on the last car of the train means connecting said source to each of a plurality of pairs of said wires in a manner to render said source unaifected by energization of said wires under the control of the manually controlled switch means
  • a plurality of electroresponsive relay means on the locomotive of the train means connecting each of said plurality of electroresponsive relay means to a corresponding diflerent pair of said train wires in a manner to be responsive to the alternating voltage impressed on the corresponding pair of wires from said source while being unaifected'by the energizing current supplied to said wires under the control of the manually controlled switch means except ins
  • an electrical brake control circuit a source of operating voltage
  • a circuit breaker device normally connecting said source to said circuit and automatically operated in response to an abnormal or shortcircuit current in the circuit to an open position disconnecting said circuit from said source of operating voltage
  • a source of alternating voltage impressed on said circuit at one point electroresponsive means connected to said circuit at another point and operatively responsive only to alternating current supplied from said source of alternating voltage for checking the integrity of said circuit, and two signal devices alternatively and selectively energized under the control of said electroresponsive means by current supplied, in each case, from said source of operating voltage under the control of said circuit breaker in such manner that CLAUDE M. runes.

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Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2527920A (en) * 1949-06-23 1950-10-31 New York Air Brake Co Circuit failure protection device
US2540078A (en) * 1949-12-05 1951-02-06 New York Air Brake Co Multiple unit locomotive brake with release signal
US2785392A (en) * 1954-07-26 1957-03-12 Westinghouse Air Brake Co Checking equipment for electric brake circuit
US2802935A (en) * 1951-09-01 1957-08-13 Gen Motors Corp Circuit checker for vehicle electropneumatic brake systems
US2810610A (en) * 1950-12-29 1957-10-22 Chesapeake & Ohio Railway Electric control for pneumatic train brakes
US2986629A (en) * 1951-10-30 1961-05-30 Westinghouse Air Brake Co Stuck-brake signalling apparatus whereby stuck-brake condition produces a simulated fault in brake control circuit
US2993199A (en) * 1950-12-29 1961-07-18 Chesapeake & Ohio Railway Train inspection apparatus
US20080237102A1 (en) * 2007-03-30 2008-10-02 Jatco Ltd Control unit
WO2008137501A1 (en) * 2007-05-03 2008-11-13 Wabtec Holding Corp. Method, system and apparatus for monitoring in a cab signal system

Citations (5)

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Publication number Priority date Publication date Assignee Title
US1909212A (en) * 1930-03-11 1933-05-16 Signal Engineering & Mfg Co Selective control circuit for alarm systems
US2055563A (en) * 1931-06-01 1936-09-29 Union Switch & Signal Co Control system
US2082143A (en) * 1936-08-14 1937-06-01 Union Switch & Signal Co Electric signaling system
US2368471A (en) * 1942-04-15 1945-01-30 Gen Electric Alarm system
US2390788A (en) * 1943-10-20 1945-12-11 Westinghouse Electric Corp Loop-circuit supervisory system

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1909212A (en) * 1930-03-11 1933-05-16 Signal Engineering & Mfg Co Selective control circuit for alarm systems
US2055563A (en) * 1931-06-01 1936-09-29 Union Switch & Signal Co Control system
US2082143A (en) * 1936-08-14 1937-06-01 Union Switch & Signal Co Electric signaling system
US2368471A (en) * 1942-04-15 1945-01-30 Gen Electric Alarm system
US2390788A (en) * 1943-10-20 1945-12-11 Westinghouse Electric Corp Loop-circuit supervisory system

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2527920A (en) * 1949-06-23 1950-10-31 New York Air Brake Co Circuit failure protection device
US2540078A (en) * 1949-12-05 1951-02-06 New York Air Brake Co Multiple unit locomotive brake with release signal
US2810610A (en) * 1950-12-29 1957-10-22 Chesapeake & Ohio Railway Electric control for pneumatic train brakes
US2993199A (en) * 1950-12-29 1961-07-18 Chesapeake & Ohio Railway Train inspection apparatus
US2802935A (en) * 1951-09-01 1957-08-13 Gen Motors Corp Circuit checker for vehicle electropneumatic brake systems
US2986629A (en) * 1951-10-30 1961-05-30 Westinghouse Air Brake Co Stuck-brake signalling apparatus whereby stuck-brake condition produces a simulated fault in brake control circuit
US2785392A (en) * 1954-07-26 1957-03-12 Westinghouse Air Brake Co Checking equipment for electric brake circuit
US20080237102A1 (en) * 2007-03-30 2008-10-02 Jatco Ltd Control unit
US7750775B2 (en) * 2007-03-30 2010-07-06 Jatco Ltd Control unit
WO2008137501A1 (en) * 2007-05-03 2008-11-13 Wabtec Holding Corp. Method, system and apparatus for monitoring in a cab signal system
US20100127861A1 (en) * 2007-05-03 2010-05-27 Wabtec Holding Corp. Method, system and apparatus for monitoring in a cab signal system
US8427310B2 (en) 2007-05-03 2013-04-23 Wabtec Holding Corp. Method, system and apparatus for monitoring lamp circuits in a cab signal system

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FR959943A (US06262066-20010717-C00422.png) 1950-04-07

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