US3662168A

US3662168A - Vehicle fault indicating apparatus

Info

Publication number: US3662168A
Application number: US809633A
Authority: US
Inventors: William M Pelino; Raymond A Moenich; Benjamin F Mclean; James C Hamblin
Original assignee: RAILTRON CO
Current assignee: RAILTRON CO
Priority date: 1969-03-24
Filing date: 1969-03-24
Publication date: 1972-05-09
Anticipated expiration: 1989-05-09

Abstract

An apparatus for providing visual indications of vehicle faults including an indicator light array and improved means for selective spraying of vehicle members with a marking fluid.

Description

O Unlted States Patent [151 3,662,168 Pelino et al. 1 May 9, 1972 [54] VEHICLE FAULT INDICATING 2,469,271 5/1949 Logan ..239/127 APPARATUS 2,856,539 10/1958 Orthuber ..246/169 D 3,459,375 8/1969 Gofi'm ..239/127 1 Inventors: William M Pellno; Raymond Moenlch; 3,461,284 8 1969 16 246 169 D ni m Mchean, all of Richmond; 1,341,447 5/1920 Timm ..137/563 James Hamblln, Highland p g all 3,089,168 5/1963 Blanford, 134/123 x of Va. 3,175,564 3/1965 Baird et al 134 123 x 3 26l 369 7/1966 Thiele et al. ..134/123 1 [73] Ass'gnee Va 3,513,462 5/1970 Blakeney etal.,. 246 169 x 22 Filed: Mar. 24, 1969 3,147,767 9/l964 GOSS ..239/127 ux 1 pp 809,633 FOREIGN PATENTS OR APPLICATIONS 328,951 5/l958 Switzerland ..246/169 D 52 US. (:1. ..246 169 1), 134/123, 239/127,

315/129 Primary Examiner-Arthur L. La Point [5 l Int. Cl. ..B6ll 3/06, 861k 9/06 Assismnt Examiner-Gcorge H Libman [58 1 Field 61 Search ..246/169 D; 239/127, 124, 126; c i Amonelli and 11111 [57 ABSTRACT [56] References Cited An apparatus for providing visual indications of vehicle faults UNITED STATES PATENTS including an indicator light array and improved means for selective spraying of vehicle members with a marking fluid. R25,l59 4/1962 Johanson et al. ..246/169 D 2,424,275 7/1947 Hansen et al. ..3 15/131 X 10 Claims, 7 Drawing Figures PATENTEDMAY 9 m2 SHEET 1 BF 4 PATENTEDNAI 9 I972 3, 662, 168

SHEET 2 [1F 4 8M 90 6 LOGIC TIMING INDICATOR I ID 20 22 f I FAULT TRAIN TRAIN I I DETECTDR PREsENCE DIRECTIDN I I J 76 HYDRAULIC 3o SYSTEM 26w MANIFOLD MANIFOLD 0 DIRECTIoN swITCII l TRAIN PRESENCE I oTB3-fi I was I REvERsE DIRECTIDN TBH VEHICLE FAULT INDICATING APPARATUS This invention pertains generally to an apparatus for indicating vehicle faults, and more particularly to an improved apparatus for automatically indicating vehicle faults observed by associated fault-detecting means.

The need for fault-detectors and adequate indicating means therefor has grown as the number of vehicles, whether rail vehicles or others, has increased, and the railroad signaling art is replete with fault-detecting equipments of various types, including hotbox detectors, loose-wheel detectors, draggingequipment detectors and the like. Each of these fault-detectors has contributed to an increased potential in the railroad industry for preventing equipment damage of various extremes, including the disastrous affects of a derailment, with the attendant damage to rolling stock, cargo and rails, and sometimes a resultant loss of life. However, a fault-detector is only as effective as the indicating means associated therewith, for no matter how accurate or failure-proof a fault-detecting apparatus may be, it is relatively useless without an indicating means of comparable reliability and sophistication.

Unfortunately, the fault-indicating means heretofore available to the railroad industry leave much to be desired. One common type of indicating means for a hotbox detector, for example, includes a railside hotbox detector station positioned at some suitable location on a railroad track, with means for providing a recording at a remote control station, usually the nearest dispatchers office. The recording is usually effected by one or more pens in contact with a length of paper moving uniformly with time, with an observed fault constituting a lateral deflection of the pen from the substantially linear trace otherwise produced. As will be understood by those familiar with this art, the passage of the respective wheel trucks of the plurality of cars in a train proceeding past a hotbox detector station will provide slight (and substantially uniform) deflections of the recording pen for normal journals or bearings therein, whereas a so-called hotbox or overheated journal or bearing will produce a lateral recording-pen deflection of significantly greater amplitude,

in utilizing the foregoing prior art indicating means, an operator at the recording station must, in the first place, read all the recordings produced by trains passing the hotbox detector station (even for those trains whose bearings are operating normally), since the first indication of the presence of a hotbox constitutes his visual observation of a relatively greater pen deflection on the recording. Employing the relatively smaller deflections as a count on the number of cars (or, more specifically, the number of axles) in the train, the dispatcher can identify the number of cars in the train and instruct personnel aboard the train as to the presence of a hotbox in a certain car. The train personnel must then count the stated number of cars (either in a roll-by, or by walking along the idle train) and then find the particular overheated bearing in question.

Accuracy in the foregoing prior-art system depends, unfortunately, upon several human factors. For example, the personnel in the dispatchers office may become fatigued from the reading of a plurality of recordings in a given workday, and as a result, they may fail to observe a hotbox indication on the recording. Assuming that the fault indication is observed, however, there is then the problem of counting accurately the number of axles on the train, as observed on the recording. If the train includes some 100 cars, each with four axles, the count, even to a mid-point on the train, can amount to l or 200 axles. Further, even in the case of a skilled operator who can visualize (on the recording) each car of the train, as represented by two spaced pairs of normal deflections, there is ample room for human error in making the count.

Even if it be assumed, in the foregoing discussion of a priorart indicator, that the count relayed to the train personnel is accurate, it is then up to such personnel to make accurate use of the count. Here, again, human error is a possibility, in that the man who walks along the train (or who observes a roll-by) may well be distracted, or otherwise lose count.

In the foregoing prior-art system, if any one of the stated contingencies takes place, accuracy is denied the system and the effectiveness is lost.

As a partial solution to this problem, the prior art has provided means for automatically spraying a marking fluid at the train as it passes a detector station, whereby a visual indication is placed on the train at or near the location of the fault. However, the spray marking devices of the prior art have proved to be unsatisfactory from many standpoints. One outstanding need that is not fulfilled by the prior art marking devices is the marking of trains moving at high speeds, say 60 miles per hour. It is sometimes desirable to observe train parameters at such higher speeds, and it is often impractical to slow an otherwise fast train merely to permit hotbox detection and subsequent marking. Unfortunately, the prior art spray marking systems do not function properly at high train speeds.

Further, even in those cases where the spray marking systems of the prior art provide an adequate spray of sufficient accuracy in connection with a slow-moving train, there has been no satisfactory indication heretofore of the number and sequence of hotboxes as observed by train personnel. That is to say, even where the train is suitably marked with paint or the like at one or more locations, on one side or the other, or both, there is a need to notify train personnel of the existence of a fault, and preferably, also provide them with an indication of the number of faults, on which side of the train they exist and the sequence in which they appear along the train.

It is accordingly the primary object of the present invention to provide an apparatus for indicating vehicle faults with vastly improved accuracy.

Another object of the present invention is to provide an apparatus for indicating vehicle faults with a greatly reduced chance of being affected by human error.

A further object of the present invention is to provide an apparatus for automatically indicating vehicle faults to vehicle personnel as the faults are observed.

Still another object of the present invention is to provide an apparatus for automatically indicating vehicle faults to vehicle personnel as the faults are observed with the vehicle proceeding at a normal speed.

Yet another object of the present invention is to provide an apparatus for automatically indicating vehicle faults to vehicle personnel in a display including the number of faults observed and an approximation of their location in the sequence in which they were observed.

In accordance with the present invention, these and other objects are achieved by means of an apparatus for indicating vehicle faults observed by associated fault detectors, such as hotbox detectors, dragging-equipment detectors, loose-wheel detectors and the like. The improved apparatus for providing a fault indication is adapted to receive information from a detector station comprising transducers distinct from the indicating apparatus per se, and the apparatus of the invention is, accordingly, designed in a sufficiently universal manner as to be operable in response to the various signals provided by the respective transducers presently available. Generally speaking, the transducers employed at a detector station will include, in addition to the fault detector, a transducer to indicate the presence of a train at the detector station, along with an ancillary transducer for indicating the direction in which the train is traveling.

The apparatus of the present invention is operable in response to an electrical signal indicating the presence of a train at the detector station to produce a recirculating flow of marking liquid through a closed-loop system, whereby full pressure is produced and maintained in the closed loop for the entire time period during which a train passes the detector station. A normal direction of travel is assumed for a given track, and a given spray manifold is normally conditioned for use in connection with trains traveling in that direction. Passage of a train in an opposite or reverse direction is observed by a directional railside transducer, the output of which conditions a second spray manifold for use in the event of a detected fault.

An alarm signal from the hotbox detector, or other fault detector, is applied to two different portions of the apparatus of the present invention. On the one hand, the present indicator apparatus is responsive to such an alarm signal to suddenly interrupt the aforementioned closed loop flow of marking fluid and at the same time apply the full pressure of such flow to the preselected spray manifold (depending upon direction of train travel), resulting in a substantially instantaneous spraying of the adjacent vehicle members for a period of controllable duration. On the other hand, the present indicator apparatus is also responsive to such an alarm signal to selectively energize a series of paired lamps visible to train personnel, the selected energization being controlled as to sequence in such manner that the lighting of one or the other of a first pair of lamps indicates a hotbox (or other fault) on one or the other side of the train at a first location therealong, with the lighting of either lamp of any subsequent pair indicating a fault on a respective side at subsequent locations on the passing train. The lighting of both lamps of a given pair indicates, for example, overheated bearings on both ends of a single axle. Further, once either lamp in a given pair is lit, sequencing means serve to prevent the other from subsequently being lit, and subsequent faults, either singly or in simultaneous pairs, are displayed on other lamp pairs.

With the above and other objects and considerations in mind, the invention itself will now be described in connection with a preferred embodiment thereof, given by way of example and not of limitation, in connection with the accompanying drawings, in which:

FIG. 1 is a perspective view of a typical fault-detecting station with the apparatus of the present invention installed therein,

FIG. 2 is a block diagram, both as to the electrical and hydraulic systems, of the apparatus of the present invention,

FIG. 3 is a vertical section view of a portion of one of the manifold members shown in FIG. 1, and

FIGS. 4 through 7 are schematic diagrams of the electrical circuitry of the invention, along with a schematic representation of the hydraulic circuit thereof.

Referring now particularly to FIG. 1, a typical fault-detecting station is shown therein, including a pair of

hotbox detectors

10 and 12 positioned on opposite sides of a railroad

track comprising rails

14 and 16 and a plurality of ties l8. Suitable additional presence and

direction detectors

20 and 22 are employed in any convenient manner to indicate both the presence of a train passing the detector station and the direction in which it is passing, with the direction indication preferably being merely an indication of a reverse direction from an assumed normal direction. Suitable connections are employed between the several transducers l0, 12, 20 and 22 and central equipment located within the shack 24.

Two

spray manifolds

26 and 28 are positioned on opposite sides of the track, adjacent

respective rails

14 and 16 for use in connection with trains passing the detector station in the normal direction, and two

additional manifolds

30 and 32 are correspondingly positioned at a remote location (in FIG. 1) for trains passing the detector station on

rails

14 and 16 in the reverse or opposite direction.

Spray manifolds

26 and 28 comprise a respective plurality of

spray jets

34 and 36, with all the jets 34 being interconnected by a main manifold member corresponding thereto, and all the spray jets 36 similarly being interconnected by a main manifold member. Each of the manifolds is connected to a conduit means comprising

cross members

38 and 40 which are connected to a riser 42 leading to a main hose or the like 44 which is connected with hydraulic pumping apparatus within the shack 24, as will be described in connection with later figures.

On top the shack 24 is an indicator lamp array 46, which includes a plurality of paired lamps 48-50, 52-54 and 56-58, which serve as fault presence and location indicators, as will be further described. Also, the indicator array 46 includes a rotating beacon lamp 60, as well as a pilot lamp 62. As a matter of convenience, the electrical power for operating all of the devices at the fault-detecting station shown in FIG. 1

may be taken from the alternating current line indicated generally at 64, such alternating current power generally being available along the railroad right-of-way.

FIG. 2 shows the main elements of the apparatus of the present invention in block diagram form, both as to the electrical and the hydraulic circuits. As shown therein, the faultdetecting equipment with which the apparatus of the present invention is designed to operate is shown within the dotted line 66, including the fault-detector 10, the train presence indicator 20 and the train direction indicator 22 first referred to in connection with the description of FIG. 1. It will be understood that any suitable fault detector and means for indicating the presence and direction of travel of a train may be employed with the indicating apparatus of the present invention, with the understanding that the electrical outputs thereof are commensurate with those standard in the industry.

As may be seen in FIG. 2, the hydraulic system 68 of the present invention is under the control of both the train presence indicator 20 and the fault detector 10, since the train presence indicator 20 provides an output applied directly to hydraulic system 68 by means of lead 70. One output of fault detector 10 is applied by way of lead 72 to a jet time relay 74, the output of which is applied to the hydraulic system 68 by means of lead 76.

The output of the hydraulic system 68 is represented by the heavy line 78 which extends to the directional switch 80, which is under the control of the electrical output of train direction detector 22 (by way of lead 82) to apply the hydraulic pressure in line 78 to either

hydraulic line

84 or 86 to, in turn, supply the marking fluid of the hydraulic system to manifold 30 or manifold 26, respectively. If the manifold 26 is selected as the normal direction manifold, directional switch is normally disposed to connect line 78 with line 86, interrupting this connection and connecting line 78 to line 84 only upon the application of a control pulse from train direction transducer 22 through lead 82.

The output of fault detector 10 in FIG. 2 is also applied to logic unit 88, one output of which is connected through timing circuit to the indicator array 46. The other output of logic circuit 88 is applied as a second control to the jet time relay 74 by way of lead 92, as will be further explained in connection with a subsequent figure of the drawings herein.

It will be understood that the block diagram of FIG. 2 is schematic in nature, and certain details in the apparatus of the present invention are necessarily obscured, at least in part, in this schematic representation. For example, the

manifolds

26 and 30 in FIG. 2 actually are intended to represent, respectively,

manifolds

26 and 28 and

manifolds

30 and 32, as disclosed in connection with the description of FIG. I.

In the operation of the indicating apparatus as shown in block diagram form in FIG. 2, in the absence of a train in the vicinity of the detector station, the components of the detecting and indicating devices are substantially at rest. Upon the arrival of a train at the detector station, the train presence transducer 20 is activated, applying an electrical signal by way of lead 70 to the hydraulic system 68, resulting in the activation of the hydraulic system, including the production and maintenance of a substantial hydraulic pressure in a recirculating system within the block 68 (in FIG. 2). Depending upon the direction of approach of the train, the directional switch 80 is disposed in the proper manner to connect the output of the hydraulic system represented by line 78 to the

appropriate manifold

26 or 30, though only a very low pressure is existent in the hydraulic system external to the box 68 at this time (in the absence of a detected fault). Suitable check valves are supplied adjacent the respective manifolds to prevent the passage of fluid therethrough in the absence of a relatively greater hydraulic pressure in the

lines

84 and 86.

With the hydraulic system 68 activated to sustain a continuous recirculating flow of marking fluid within a closed loop within box 68 as long as the train is passing the detector station, the spray marking system is in a ready state, awaiting the occurrence of a fault.

Should a fault occur, the fault detector detects the fault and supplies an electrical signal by way of lead 72 through jet time relay 74 to the hydraulic system 68 by way of lead 76. Jet time relay 74 serves to pass the signal to the hydraulic system 68 immediately, but maintains a replica or representation of the fault signal at the input of hydraulic system 68 for a sufficiently long period of time to assure proper operation of the hydraulic system. It will be understood by those familiar with the hotbox detector art and the like that the actual electrical signal supplied by the fault detector 10 may be a very narrow spike or pulse signal, whereas a significantly longer (though still brief) duration is needed for satisfactory operation on the hydraulic system.

Upon the application of the control signal from the fault detector 10 to the hydraulic system 68, the latter is operable to suddenly interrupt the aforementioned recirculating flow of marking fluid, passing the flow thereof instead through the line 78, the directional switch 80 and the respective

secondary line

84 or 86 to the manifold connected thereto. In this manner, the hydraulic pressure, having been produced and sustained upon the approach of the train, is applied in full almost instantaneously to the output line 78 and the subsequent lines interconnecting the directional switch 80 and the manifold in question.

The output of the fault detector 10 is also applied to logic circuitry 88, which, in cooperation with the timing circuit 90, controls the sequence of operation of the plurality of indicator lamps in the array 46. These lamps, as shown in FIG. 1, are selectively energized to indicate the presence and approximate location of an observed fault. Upon the occurrence of a fault, not only is the rotating beacon 60 activated, in order to call attention to the presence of a fault, but the several lamps 48 through 58 are selectively energized as an aid in locating the faults, as more specifically indicated by the spray of marking fluid having issued from the respective jet manifolds.

As to the detailed operation of the indicator array 46, let it be assumed that the normal direction of approach on the

track comprising rails

14 and 16 is toward the viewer in FIG. 1, thus rendering rail 14 the right-hand rail and rail 16 the left-hand rail. Further, it is assumed that the faults observed by hotbox detector 10 will be displayed on the right-

hand lamps

48, 52 and 56, while the hotboxes observed by detector 12 will be displayed on left-

hand lamps

50, 54 and 58. Upon the occurrence of a first single hotbox, assumed to be on a bearing over rail 14, indicator lamp 48 will be lit, indicating that the first fault is on the right-hand side of the train. Concurrently with the energization of indicator lamp 48, the wheels associated with the hotbox were sprayed with marking fluid as a result of the actuation of the hydraulic system and the spray of marking fluid from

manifolds

26 and 28.

Having detected one hotbox, the apparatus is in a state of display including the actuation of rotating beacon 60 and the lighting of lamp 48. The logic circuit 88 (FIG. 2) prevents the subsequent lighting of lamp 50, the other lamp of the pair 48-50, and the next fault observed must appear on either

lamp

52 or 54, the two lamps comprising the next subsequent indicator pair. If it be assumed that the second fault observed on the train passing the detector station be a pair of overheated bearings on opposite ends of the same axle, both hotbox detectors l0 and 12 will be energized, resulting in the lighting of

lamps

52 and 54. Again, logic circuitry 88 conditions the indicator apparatus for displaying the next observed fault on either lamp 56 or lamp 58 (or both). If it be assumed that a fourth overheated bearing is discovered, this time by hotbox detector 12, the lamp 58 will be lit.

With the foregoing assumptions, the indicator array 46 is characterized by

lighted lamps

48, 52, 54 and 58, with lamps 50 and 56 being dark. This indication array instructs the train personnel to the efiect that the first fault is on the right-hand side of the train, viz. a single hotbox at the spray-marked location on that side of the train. Further, at the second occurrence of spray marking on the train, hotboxes are in existence on both ends of the same axle. Finally, the third location on the train which is subjected to the spray marking has a hotbox on the left-hand end of the axle marked.

In a preferred embodiment, the marking fluid constitutes an aluminum suspension in an oil, thus providing a spray mark on the wheels of a faulty truck which is not only readily observable at night with the aid of a flashlight, but which is also easily removable, in view of the non-drying characteristic of the marking fluid, as opposed to paint or other drying substances. Incidentally, in this connection it has been noted in practice that where the inspection of the train is performed by efiecting a roll-by of the train, with a stationary observer, the several bright aluminum marks on the wheel carried by the faulty axle bearing produce a noticeable flicker effect, whether observed in daylight or by means of a hand-held flashlight or the like.

Since, in the preferred embodiment, the marking fluid of the present invention is characterized by undesirable settling, it is generally advisable to take appropriate steps to prevent the spraying of faulty vehicle equipment with pure oil, rather than the aluminum suspension in the oil. One provision for preventing settling in accordance with the present invention is the aforementioned hydraulic system wherein upon the approach of a train adjacent the detector station the recirculating flow of marking fluid is established and maintained throughout the passage of the train thereby. Further, and as shown in FIG. 3, the undesirable effects of settling in the manifold and the jet spray nozzles can be negated by a simple structural configuration which causes even the first spray after an extended settling time to include a significant proportion of the aluminum suspension. FIG. 3 shows a main manifold pipe 94 and an individual spray nozzle 96 in sectional view, with the outer end of the nozzle 96 and the interior of the manifold pipe 94 being filled with relatively clear oil, in view of the settling of the aluminum suspension particles 98 toward the lower portion of the spray nozzle 96. With this configuration, as the first pulse of spraying liquid is applied to the manifolds, the aluminum particles 98 will be expelled through the nozzle 96, and the liquid subsequently issuing from the nozzle will also be in a nonsettled condition, as a result of a further recirculation path to be described.

FIGS. 4 through 7 disclose in detail the electrical circuitry of the apparatus of the present invention, including the associated alarm circuits in FIG. 5, and also showing a schematic representation of the hydraulic system in FIG. 4. The interconnection between the several electrical circuits of FIGS. 4 through 7 is shown in connection with terminal board nomenclature, the particular connection between a given terminal in one figure being understood to be made to one or more terminals of other figures as indicated by the particular terminal board pin reference thereon. For example, the center or common line of the alternating current supply indicated in FIG. 5 bears the legend TB3-3, indicating that it is connected to pin 3 of terminal board 3, FIG. 4. The two hot sides of the alternating current supply are connected to

respective pins

1 and 2 of terminal board 3.

Referring now in particular to FIG. 4, the hydraulic circuit of the apparatus of the present invention is shown therein, with several of the elements in FIG. 4 corresponding to those shown in FIG. 1 and bearing the same reference numerals. For example, normal direction manifolds 26 and 28 are

adjacent tracks

14 and 16, respectively, and reverse direction spray manifolds 30 and 32 are similarly positioned adjacent the respective rails.

The hydraulic system of the present invention includes a marking liquid reservoir 100, a pump 102 driven by a motor 104, an electrically operated valve 106 and several interconnecting pipes or

fluid conduits

108, 110, 112 and 114. The fluid circuit comprising the reservoir 100, the pump 102 and the normally open valve 106 constitutes a recirculating or closed loop liquid flow path, with the motor driven pump 102 serving as the means for creating the liquid flow. An additional pipe 116 interconnects the junction of

pipes l

10 and 112 with a pair of electrically operated

valves

118 and 120, the former being normally open and the latter being normally closed. Ac-

cordingly, pipe 116 is normally connected to pipe 44, which, in turn, is connected through check valve 122 to a branched pipe leading to

manifolds

26 and 28. Similarly, the valve 120 is in communication with a pipe 124, which, in turn, is connected through a check valve 126 to a branched circuit leading to

manifolds

30 and 32. The

check valves

122 and 126 are designed to withstand the relatively small pressure in pipe 1 16 (as communicated through pipe 44 or pipe 124, respectively) for the normal condition in which solenoid-operated valve 106 is open, the major portion of the liquid flow produced by pump 102 taking place through valve 106 and back to reservoir 100. Upon actuation of the solenoid-operated valve 106, as will be further explained, the recirculating flow of liquid is suddenly interrupted, placing the full pressure produced by pump 102 on line 116, through pipe 44 or pipe 124, depending upon which of valves 1 18 and 120 is open. Upon the application of this relatively greater pressure in either

pipe

44 or 124, the

respective check valve

122 or 126 is overcome, and the liquid in the pipe in question is passed to the respective manifolds.

An additional feature of the hydraulic circuit which is shown in FIG. 4 is the relatively small diameter bleeder lines 128 and 130, which, respectively, provide a recirculation path from

pipes

44 and 124 to a main return line 132 of correspondingly small diameter leading back to the liquid reservoir 100. As was mentioned previously, it is desirable to maintain the marking fluid in a state of agitation to prevent settling of the aluminum particles therein. As may be seen in the fluid circuit just described, whenever the pump 102 is operated, even the relatively small pressure initially present in pipe 116 and the alerted circuit including pipe 44 or pipe 124 is sufficient to produce a small recirculating flow of the marking fluid through pipe 128 or 130 to return pipe 132 and the closed loop recirculatory system.

The control circuitry for energizing the hydraulic circuit shown in FIG. 4 includes a motor control relay 134 having a plurality of contacts as shown, two of which, when closed, complete a circuit through motor 104 between

pins

2 and 3 of terminal board 3, which pins, as previously stated are also across one side of the alternating current supply shown in FIG. 5.

FIG. 5 shows a portion of the circuitry normally existent at a fault detecting station such as that shown in FIG. 1. More particularly, the normally open

train presence contacts

135 and 136 are closed upon actuation of the train presence detector 20 of FIG. 1, and the normally open alarm or

fault contacts

138 and 140 are closed upon actuation of one or the other of the hotbox detectors l and 12 in FIG. 1. Further, the movable contact 142 of the reverse direction switching circuit is normally in the position shown in FIG. 5, in Contact with the lower fixed contact which is connected to pin 11 of terminal board 3; upon actuation of the reverse direction detector 22 in FIG. 1, the movable contact 142 in FIG. is moved to the upper contact shown therein, the latter being connected to pin 0 of terminal board 3.

The

fault alarm contacts

138 and 140, one for each of the two sides of the railroad track, are connected to two main circuits, viz., a spray marking control circuit shown in FIG. 6 and a logic sequence circuit shown in FIG. 7 which controls the operation of the several lamps in indicator array 46, the latter being shown in FIG. 6.

The input to the jet or marking spray time-controlling relay 144 is made by way of isolating

diodes

146 and 148, whereby the jet time relay 144 is energized from the positive DC source indicated by the legend +24. The primary function of the jet time relay 144 is to close a circuit between

pins

1 and 13 of terminal board 3, thus completing a circuit from the hot side of the alternating current supply at TB3-l through the contacts of jet time relay 144 to TB3-13, TBS-8, the coil of valve 106 (FIG. 4), TB4-3 to the common side of the alternating current supply at TB3-4.

The closure of the alarm or

fault contacts

138 or 140 also completes an energizing circuit through either

alarm repeater relay

150 or 152, shown in FIG. 7. Each of these alarm repeater relays 150 and 152 is associated with a succeeding chain of logic circuitry, including respective control elements in the form of silicon controlled

rectifiers

154 and 156, each of which is in control of a respective series of relays which control the energization of the several lamps in the indicator array 46. The several relays controlled directly by SCR 154 bear the reference numerals 1HBR-1, ll-IBR-Z and 1I-lBR-3, indicating that they are hotbox relays related to a first rail (denoted by the initial numeral 1) and that they are operated in sequence in the order of the

last numeral

1, 2 or 3. Similarly, SCR 156 is in control of a second series of hotbox relays bearing the reference numerals ZHBR-l, 2I-IBR-2 and ZHBR-3, indicating the sequential operation of the several relays pertaining to the fault detector adjacent the second rail. As will be further described in connection with the operation of the electrical circuitry shown in FIGS. 4 through 7, these two series strings of HBR relays are also mutually intercom nected to provide the proper sequencing as between faults observed on different rails.

The operation of the electrical circuitry shown in FIGS. 4 through 7 will now be described, without further elaboration upon the circuit elements shown, except insofar as is required in connection with the operational description. It is assumed for the purposes of this description that no train is present at the detector station, and accordingly the contacts of the associated detector equipment shown in FIG. 5 are in the positions shown therein. Further, all of the relays and other electrical components are in the unenergized condition, with the exception of an alarm stick relay 158, shown in FIG. 6. Thus, the several contacts associated with alarm stick relay 158 are shown in their operated or relay-energized positions.

With the alarm and indicator circuitry idle, except for the normally energized alarm stick relay 158 (as mentioned above), the motor 104 in FIG. 4 is not energized, and the pump 102 is therefore idle. Accordingly, there is no fluid flow, either through the recirculating path including valve 106 and reservoir or through the several pipes leading to the trackside spray manifolds. If it now be assumed, however, that a train approaches the detector station in the normal direction, the contacts 135 and 136 (FIG. 5) of the train presence transducer close, with the movable contact 142 of the reverse direction detector remaining in contact with the lower stationary contact therefor, as shown in the drawing. Closure of the contacts 134 establishes a circuit between terminals TB3-2 and TB3-6, the former being one hot side of the AC input, and the latter being connected to the motor controlling relay 134 through TB4-6. The other side of the coil of relay 134 is connected to TB4-3 and, thus, to the common line of the AC input at TB3-4 and TB3-3. Closure of contacts 136 also completes a circuit from the hot side of the AC supply at TB3-2 through contacts 136, contact 142 and its lower stationary contact, TB3-11, the coil of normal direction solenoid 118 (FIG. 4) and back to the common side of the AC input at T834 and TBS-3.

Thus, with a train passing the detector station, the aforementioned circuits are established, resulting in the energization of the motor control relay 134 and the normal direction solenoid operated valve 118. Energization of the motor control relay 134 causes the contacts thereof to pick up, completing a circuit through motor 104 between the hot side of the AC input at TB3-2 and the common AC line at TB3-3. Upon energization .of the motor 104, pump 102 recirculates the marking fluid from the reservoir 100, through pipe 108 and into pipes and 112, through normally open valve 106 and then through pipe 1 14 to the reservoir 100. Since this recirculating or closed loop flow path offers relatively little resistance to pressure generated by pump 102, esepcially in comparison to the resistance offered by

check valves

122 and 126, along with the relatively small

diameter return pipes

128, and 132, most of the fluid pumped by pump 102 is passed through the recirculatory path, and only an amount sufficient to prevent settling of the marking fluid is passed through the

pipes

116, 44, 124, 128, 130 and 132. The hydraulic circuit is thus in a ready or alerted condition, with hydraulic pressure produced and maintained therein as long as a train is passing the detector station. If no train fault is detected during passage of the train, no further action takes place, and after the train has left the station, the

train presence contacts

135 and 136 again open, interrupting the circuit for motor control relay 134, which, in turn, de-energizes the motor 104, returning the apparatus of the present invention to its idle state.

It should be noted here that the alarm stick relay 158 is normally energized in this otherwise idle condition of the circuit, the relay 158 having two circuits normally completed from the 24 volt DC supply indicated in FIG. 6 through the coil of alarm stick relay 158. One of these circuits is completed through

contacts

12 and 13 of relay 158, as will be further described. The other circuit normally maintaining relay 158 in its energized state includes the normally closed

contacts

160 and 162 of the motor control relay 134, which contacts normally complete a circuit between TB319 (also one of the terminals of the coil of alarm stick relay 158) and TB317, which is connected to ground or the return circuit for the 24 volt DC source. Upon the approach of a train, along with closure of contacts 135 (FIG. 5), the motor control relay 134 is operated, and the normally closed

contacts

160 and 162 thereof are opened, resulting in an interruption of one of the circuits for alarm stick relay 158. However, the second or holding circuit for relay 158 is maintained through

contacts

12 and 13 thereof, as will be further explained.

Should the train have been assumed to arrive from the other direction, the reverse direction transducer 22 in FIG. 1 would have caused movable contact 142 to pick up, breaking the normally closed circuit and making the circuit with the upper contact, the latter being connected to TBS-9 and the reverse direction solenoid operated valve 120 in FIG. 4. Otherwise, the presence of the train at the station, traveling in the reverse direction, would produce the same results as described in connection with the normal approach.

Upon the detection of a fault in the train passing the detector station, one of the sets of

contacts

138 and 140 in FIG. 5 will be closed to initiate the circuit operation leading to spray marking and illumination of an appropriate lamp in the indicator array. Let it be assumed that contacts 138 are closed by the presence ofa train fault, resulting in the closing of the circuit between TB3-l5 and TB3-17, the latter being a common or ground circuit. As may be seen in FIG. 6, the now completed circuit from ground to TB3-l5 is connected through rectifier 146 to jet time relay 144. Further, this now completed circuit from ground through TBS- is also connected to the coil of relay 150 in FIG. 7. Had the contacts 140 in FIG. 5 been closed in response to a fault on the other side of the passing train, a circuit would have been completed between TB3-18 (common or ground) and TBS-16, the latter also being connected through rectifier 148 to the jet time relay 144, as well as to the coil of relay 152 in FIG. 7.

The grounding of either circuit through

rectifier

146 or 148 in FIG. 6 completes an energizing circuit for jet time relay 144 to the 24 volt DC source indicated, resulting in the operation of the relay 144 with consequent closing of the circuit between TB31 (one hot side of the AC source) and TBS-13 and TB3-8, to the coil of the spray control valve 106, the other side of this coil being connected to AC common through TB4-3 and TB34. As was previously described, operation of the spray control valve 106 interrupts the recirculating flow of marking fluid, resulting in an almost instantaneous spray from the selected manifolds.

The time period during which jet time relay 144 remains energized in order to assure a proper spray function at the selected manifolds is controllable by the adjustment of variable resistor 164, which governs the rate of discharge of capacitor 166, which was previously charged from the 24 volt DC source through normally closed

contacts

5 and 6 of jet time relay 144. Thus, the capacitor 166 serves as a holding source for the jet time relay 144, in accordance with the RC discharge time determined by the setting of variable resistor 164.

The aforementioned closing of a circuit from the ground or common line through contacts 138 and TB3-l5 to the coil of alarm repeater relay 150 in FIG. 7 results in the actuation of that relay by means of the 24 volt DC source shown. The resulting closure of the normally opened

contacts

12 and 13 of relay 150 results in the brief application of the 24 volt DC source through a shaping circuit including the diode 168, resistor 170, diode 172, capacitor 174 and voltage-dividing

resistors

176 and 178, the center tap between which is applied to the controlling element of SCR 154. The SCR 154 accordingly becomes conductive, establishing a path from the ground or common circuit through the SCR, the normally closed

contacts

6 and 5 of relay lHBR-l, the normally closed

contacts

9 and 8 of relay 2HBR1 and through the coil of relay lHBR-l to the 24 volt DC source. In this manner, relay lHBR-l is energized, and all of the contacts associated therewith pick up.

The energization of the first hotbox or other fault relay lI-IBR-l results in the opening of its normally closed

contacts

14 and 15 in the holding circuit for alarm stick relay 158 in FIG. 6, and this relay 158 is thereupon de-energized, with all of the movable contacts thereof moving to their lower stationary contacts. Further, the normally

open contacts

12 and 13 of lI-IBR-l are now closed, completing a holding circuit through the coil of lI-lBR-l to ground through the now closed

contacts

8 and 9 of alarm stick relay 158 in FIG. 6. Thus, relay lI-IBR1 is held energized as long as the train is passing the detector station, being de-energized only upon the opening of

contacts

8 and 9 of the alarm stick relay 158, a result of the reenergization of that relay through TBS-19,

contacts

160 and 162 of motor control relay 134 and ground through TB3-l7 when the motor control relay 134 is again de-energized as the train presence contacts 135 open.

Energization of relay ll-lBR-l opens normally closed

contacts

5 and 6 thereof, connecting movable contact 6 with stationary contact 7 to complete a circuit from SCR 154 to relay ll-IBR-Z through normally closed

contacts

5 and 6 of lHBR-Z and normally closed

contacts

9 and 8 of 2I-IBR-2, thus readying the circuit for indication of a second fault on this side of the train.

The energization of lI-IBR1 also interrupts the normally closed (subject to the conduction of SCR 156) circuit to 2l-IBR-l by means of the opening of

contacts

8 and 9 of IHBR-l, with the consequent closing of

contacts

9 and 10 thereof, connecting SCR 156 through normally closed

contacts

5 and 6 of 21-IBR1 and the now closed

contacts

9 and 10 of lHBR-l to the normally closed

contacts

5 and 6 of 2l-IBR-2, the normally closed

contacts

9 and 8 of lI-IBR2 and the coil of 2HBR-2 to the 24 volt source. Thus, it may be seen that upon the energization of lI-lBR-l, without simultaneous energization of ZI-IBR-l, the enabling circuit of ZI-IBR-l is interrupted, with the circuit then being enabled for 2HBR-2. As a result, if, as has been assumed, only one fault is detected at a first location on the train, resulting in the actuation of IHBR-l (and a corresponding lamp in the indicator array), a second fault observed on the same side of the train will necessarily result in the energization of 1l-IBR-2, whereas a first fault on the opposite side of the train will result in the energization of 2I-IBR-2. In other words, once only one of the first pair of HBR relays is energized, the other is thereupon disabled. Of course, if a train were passing with hotboxes on both ends of a single axle, both

contacts

138 and 140 would be closed, resulting in the operation of both alarm repeater relays and 152, along with simultaneous conduction in SCR 154 and SCR 156, resulting in simultaneous operation of lI-IBR-l and 2HBR-l. It will be understood that if ZI-IBR-l were operated initially, the ll-IBR-l relay would have similarly been disabled, since the circuitry resulting in the step-wise or sequential operation between ll-IBR-l, lHBR-Z and lHBR-3 is identical to that for 2HBR-1, 2I-IBR-2 and 2HBR-3, and the interlocking circuitry between these two strings of relays is also symmetrical.

Upon the operation of any one of the six relays bearing the HBR nomenclature, the corresponding normally

open contacts

18 and 19 thereof close to complete an energizing circuit to the corresponding lamp in the indicator array, by means of the circuits connected to terminal board T82. For example, closure of

contacts

18 and 19 of lHBR-l completes the energizing circuit through TB2-1 to the lamp labeled lHB-l in the array shown in FIG. 6, the return or common circuit passing through pin 8 of terminal board TB2, also energizing an auxiliary pilot lamp ll-lB-10.

In connection with the sequential operation of the logic circuitry including the six l-IBR relays, it should be noted that after the actuation of either of the third relays lHBR-3 or 2HBR3, the normally closed

contacts

14 and 15 thereof open, disabling the circuit from the DC source in FIG. 6 to the jet time relay 144, thus preventing subsequent operation of the jet time relay and the hydraulic system, as a safeguard against spray-marking an entire train in response to spurious signals from a faulty detector system.

An adjustable time-delay relay 180 in FIG. 6 is provided as a convenience in maintaining a given indication shown by the indicator array 46 for a time period after the passage of the end of the train past the detector station. Time delay relay 180 is energized through

contacts

5 and 6 of the alarm stick relay 158 from the 24 volt DC source connected to contact 6 thereof when the alarm stick relay is in its de-energized state, resulting in closure of contact 6 on contact 5. This application of the 24 volts through

contacts

6 and 5 of relay 158 closes a circuit between terminal 9 of adjustable time delay relay 180 and terminal 7 thereof, paralleling the holding circuit for all of the HBR relays through

contacts

8 and 9 of alarm stick relay 158. Further, the energization of time delay relay 180 closes a circuit between TB2-7 at terminal 3 of relay 180 and a 10 volt AC source at terminal 1 thereof, this 10 volt AC source also being the source for energization of the lamps in the indicator array 46. As will be remembered from a previous portion of this description, when the last car of the train leaves the detector station, the alarm stick relay 158 is once again energized, opening the HBR relay holding circuits through previously closed

contacts

8 and 9 of the relay 158, while also opening the energization circuit for the time delay relay 180. Were it not for the parallel holding circuit through

terminals

9 and 7 of relay 180, the previously actuated HBR relays would then drop out, de-energizing the corresponding lamps in the indicator array. Since it is convenient to maintain this indication for a length of time after the train passes the detector station, as a convenience to the train personnel, the time delay relay 180 continues to maintain the holding circuit for any actuated HBR relays for a preselected delay time before dropping outand de-energizing the indicator circuits. Further, upon energization of the time delay relay 180, the rotating beacon 60 (FIG. 1) is energized by means of the connection through TB2-7, and the motor for rotating the beacon, shown as a DC motor 182 in FIG. 6, is energized through the same pin 7 of terminal board TB2, by way of the rectifying circuit indicated generally at 184. Obviously, the motor 182 could be an AC motor, and the rectifier circuit 184 is then unnecessary. Incidentally, it is generally desirable to supply a brief time delay in the operation of the

train presence contacts

135 and 136 FIG. 5) as they drop out or reopen.

The invention has been described in considerable detail, especially in connection with its application to the use of hotbox detectors adjacent a railroad track. However, it will be apparent to those skilled in this art that the apparatus of the present invention is equally applicable to other fault detectors, including loose-wheel detectors, dragging equipment detectors and the like. Further, the utilization of the apparatus of the present invention is not limited to the railroad an, since it may with great facility be adapted to observe vehicles passing a detection station adjacent any vehicular traffic path.

What is claimed is:

1. An apparatus for indicating vehicle faults observed by a fault-detecting device and a cooperating approach-detecting device, comprising means ad acent a vehicular traffic path and automatically operable in response to an output signal from an associated approach-detecting device for establishing a source of fluid under pressure,

means for directing a flow of fluid toward vehicles in such traffic path, and

means operable automatically in response to the observance of a fault in a vehicle traversing such traffic path for passing fluid under pressure in said source to said flowdirecting means, whereby a vehicle portion adjacent the observed fault is marked by the fluid issuing from said flow-directing means.

2. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 1, wherein said vehicular traffic path comprises a railroad track, and said flow-directing means comprises means mounted adjacent such track for spraying fluid at railroad vehicles traversing such track.

3. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 2, wherein said flow-directing means comprises a plurality of means mounted adjacent one side of such track.

4. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 1, wherein said means for providing a source of fluid under pressure comprises a fluid pump driven by an electrical motor.

5. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 1, wherein said means operable in response to the observance of a vehicle fault comprises a solenoid-operated fluid valve.

6. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 1, and including second means operable in response to the observance of vehicle faults to provide a display of the number and relative location of faults observed in a given vehicle.

7. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 6, wherein said display comprises a plurality of selectively energized lamps.

8. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 7,

said display including a first and a second plurality of lamps respectively associated with faults observed on first and second sides of a vehicle,

means operable in response to faults observed at a first position along a passing vehicle to selectively illuminate the first lamps of each said plurality in accordance with the presence of faults on respective sides of the vehicle at such first position,

means operable in response to faults observed at subsequent positions along such passing vehicle to selectively illuminate the respective subsequent lamps of said plurality in accordance with the presence of faults on respective sides of such vehicle at each such subsequent position, and

means operable in response to the illumination of only one of the pair of lamps corresponding to a given position along such vehicle to prevent subsequent illumination of the other of such pair until after the passage of such vehicle.

9. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 6, and including means to maintain such display for a selectable time subsequent to the passage of such vehicle.

10. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 6, wherein said display includes a rotary beacon lamp to indicate the presence of a fault on a passing vehicle.

Claims

1. An apparatus for indicating vehicle faults observed by a fault-detecting device and a cooperating approach-detecting device, comprising means adjacent a vehicular traffic path and automatically operable in response to an output signal from an associated approach-detecting device for establishing a source of fluid under pressure, means for directing a flow of fluid toward vehicles in such traffic path, and means operable automatically in response to the observance of a fault in a vehicle traversing such traffic path for passing fluid under pressure in said source to said flow-directing means, whereby a vehicle portion adjacent the observed fault is marked by the fluid issuing from said flow-directing means.

8. An apparatus for indicating vehicle faults observed by a fault-detecting device in accordance with claim 7, said display including a first and a second plurality of lamps respectively associated with faults observed on first and second sides of a vehicle, means operable in response to faults observed at a first position along a passing vehicle to selectively illuminate the first lamps of each said plurality in accordance with the presence of faults on respective sides of the vehicle at such first position, means opErable in response to faults observed at subsequent positions along such passing vehicle to selectively illuminate the respective subsequent lamps of said plurality in accordance with the presence of faults on respective sides of such vehicle at each such subsequent position, and means operable in response to the illumination of only one of the pair of lamps corresponding to a given position along such vehicle to prevent subsequent illumination of the other of such pair until after the passage of such vehicle.