Патент USA US2106683код для вставки
Jan. 25, 1938. v 2,106,683 J. E. WILLING -HIGHWA¥ CROSSING SIGNALING SYSTEM - Filed Feb.’ 28, 1936 INVENTO ‘ BY ;' i MTbéNEY Patented Jan. 25, 1938 2,106,683 UNITED STATES PATENT OFFICE 2,106,683‘ HIGHWAY CROSSING SIGNALING SYSTEM ~Joseph E. Willing, Rochester, N. Y., assignor to General Railway Signal Company, Rochester, N. Y. Application February 28, 1936, Serial No. 66,233 6 Claims. (Cl. 246-130) This invention relates in general to signaling A portion of a railway track having an indi systems, and more particularly to a signaling sys cated direction of traffic from left to rightis illusg tem for highway crossings on railroads, which trated as crossing a highway represented by HW invention is of later origin than the invention in the drawing. The portion of the railway to _ disclosed in the application of Mackey Ser. No. the left of highway HW, or the approach por 66,232 ?led February 28, 1936 and the later ?led tion is divided into track sections I through 4 by 5 applications of Reichard Ser. N 0. 74,924 ?led April insulating joints J, each section having the usual 17, 1936, and Field and Willing Ser. No. 66,422 track circuit comprising a battery B (with cor ?led February 29, 1936, and no claim is made responding exponent) and a track relay T (also 10 herein to anything disclosed in said Mackey, with corresponding exponent). 1O Reichard or Field and Willing applications. A normally energized highway signal control It is proposed in accordance with the present ling relay CG is provided which may govern the invention to provide a signaling system for pro operation of any desired type of warning device tecting highway tra?ic crossing railroads, where at highway HW such as ?ashing light signals, in the speed of a train approaching the highway bells, crossing gates or the like, but for simplicity determines the point at which the highway warn the relay CG has herein been shown as control ing is started to thereby provide a warning for a ling the energization of a signal lamp HG. The substantially uniform time prior to the actual signal I-IG is shown as deenergized in accordance arrival of the train at the highway. More spe with the energization of relay CG over an obvious 20 ci?cally, it is proposed to provide a plurality of circuit including front contacts 8, 3 and In of 20 track sections in the railroad approaching the track relays T2, T3 and T4 respectively, and relay highway crossing, a ?rst section being employed IS U: to detect train speeds whereby a condition of certain controlling apparatus is established in ac cordance with train speeds within different pre determined limits, thus dividing all train move ments into a pluraltiy of different classes accord ing to their speed. It is then proposed to control the highway warning signal in accordance with the condition of the controlling apparatus thus established in such a manner that trains in dif ferent speed classes start the highway warning upon entering different sections whereby trains in all speed classes may arrive at the highway a substantially uniform time after the warning has been started. . Other objects of the present invention include the provision of such a highway signaling system wherein a failure of the control apparatus to properly return to a normal condition upon the completion of a train movement results in the display of a restrictive railway signal indication, whereby to indicate to a train subsequently ap proaching the highway that the apparatus is not functioning properly and allowing such precau tion to be taken as will prevent an accident until the system can be restored to its normal oper~ ating condition. Still other objects, purposes and characteristic features of the present invention will be obvious as the description thereof progresses, during which references will be made to the accompany ing drawing which illustrates in a diagrammatic and conventional manner one speci?c embodi 55 ment of the present invention. CG may also, be energized by auxiliary circuits controlled in accordance with train speeds as detected in track section‘l. ‘ ' The diiferent train speeds are detected in sec tion I in the present embodiment by two timing 25 devices ITD and ZTD with respective stick re— peating relays IS and 2S. The timing devices I TD and 2TD “may be of various types, but have herein been shown diagrammatically as thermal . relays which may, for example, be constructed as shown in Patent No. 1,902,793 granted to J. E. Willing, March 21, 1933. ' The ?rst section is employed as a timing sec tion or that is, the timing devices I TD and ZTD are conditioned during the length of time re quired by' various trains to traverse section I, which time is a measure of the train speed. In other words, when a train enters section I a cir cuit is completed from the (+) terminal of a suitable source of energy, through back contact l2 of relay T1, front contact I3 of relay T2, back contact I4 of relay IS, through heating element I5 of thermal relay ITD and through a variable resistor I6, to (—). It will be clear that the above circuit is completed only during the time in which a train is traversing section I as the entrance of the train into section 2 drops relay' '1‘2 to open the circuit at front contact I3, and consequently the length of time in which a circuit 50 is completed through back contact I2 and front contact I3 of track relays T1 and T2 respectively is inversely proportional to the speed of a train traversing section I. ' The‘ variable resistor I6 of thermal relay ITD 55 2 $106,683 may now be adjusted so that the time required by a train to traverse section I at a certain inter mediate rate of speed is just sufficient for actu ating member I8 of thermal relay ITD to engage a movable contact I9 with a-?xed contact 20 thereby picking up relay IS over an obvious cir cuit. In this manner a high speed train can traverse section I without picking up relay IS while all slower speed trains will cause relay IS 10 to pick up, and the picking up of relay IS deen ergizes the heating element I5 of relay ITD at back contact I4 and completes an energizing cir cuit for relay 2TD from (+),. back contact I2 of relay T1, front contact I3 of relay T2, front contact I4 of relay IS, back contact 22 of relay, 28, through heating element 23 and through a variable resistor 24, to (—). In this manner the slower speed trains con sume a time in traversing section I which is longer than that required to operate thermal re lay ITD, and the variable resistor 24 of relay 2TD may now be adjusted so that this additional time required by trains below a certain slow rate of speed is just sufficient for actuating ele 25 ment 26 to engage movable contact 21 with a ?xed contact 28 thereby energizing relay 28 over an obvious circuit. Intermediate speed trains then traverse section I in a time sufficient to pick up relay I8 but insufficient to pick up relay 30 2S while slow speed‘ trains consume a longer time in traversing section I which is suf?cient to pick up both relays IS and 2S. Relays ITD and 2TD with their repeating re lays IS and 28 then comprise a speed responsive 35 organization when controlled in this manner by the occupancy of section I, whereby all train movements are divided into three classes by the condition of these relays established according to the time required by a train to traverse section 40 I. In other words, high speed trains do not pick up either relay IS or 2S, intermediate speed trains pick up relay IS only, while slow speed trains pick up both relays IS and 28. This speed responsive means is now employed to select which one of sections 2, 3 or 4 is to start the warning 45 at highway HW, or that is, high speed trains are then starts the warning upon entering section 3 by deenergizing relay CG at front contact 9 of relay T3 and thereafter maintains the warning upon entering section 4 by holding relay CG deenergized at front contact ID of relay T4. A slow speed train as previously described picks up both relays IS and 2S while traversing section I, relay 2S being held up while sections I, 2 and 3 are occupied by a stick circuit including its front contact 31 and a front contact 38 of relay IS 10 in multiple with a back contact 39 of relay T3. Consequently relay CG is maintained energized while this slow speed train traverses section 2 and section 3. over a circuit including front contact 40 of relay 2S and front contact II] of relay T4, which circuit obviously is opened when this slow speed train enters section 4 at front contact III of relay T4, thereby starting the warning at this point. In this manner the system can be so organized 20 that the maximum speed train which starts the warning upon entering each of the sections 2,3 and 4 will reach the highway I-IW only after a period of time which is considered to be the time necessary to warn highway traflic prior to the 25 actual arrival of the train. In. other words, the distance traveled by the maximum speed train in the required warning time should bethe dis tance from the entrance end of section 2 to the highway, the distance traveled by an intermediate 30 speed train in the same time should be the dis tance from the entrance end of section 3 to the highway, and likewise the distance traveled by a slow speed train in this same time shouldbe the distance from the entranceend of section 4 to the highway. During the time in which a slower speed train occupied section I, the thermal relays ITD and 2TD are operated as previously described to pick up the respective stick relays IS and 28, where 40 upon the heating elements of the thermal relays are-deenergized by contacts of the sticky relays, the stick relays being held up by their stick cir cuits until the train, has started the highway warning signal as previously described. However, in the event the actuating element of either of the thermal relays fails to properly return to its to start the warning upon entering section 2, in termediate speed trains upon entering section 3 normal position after the completion of a train and slow speed trains upon entering section 4. movement, it will be clear that the operating time A high speed train as previously described of the' thermal relay would be considerably re 50 50 traverses section I in a time insuflicient to pick duced which might permit a high speed train to up either relay IS or 28 and consequently upon establish ‘a condition of the relays IS and 2S ordinarily corresponding to a slow speed move entering section 2, this high speed train deener gizes the control relay CG at front contact‘ 8 -ment. Such a conditionwould of course withhold the warning at the highway until the high speed 55 of relay T2 and the warning signal I-IG is ener gized through back contact 30 of relay CG. This train had reached section 3 or 4 so that a warn energizing circuit for relay CG is maintained ing time for a dangerously short period would open until the train has passed the highway I-IW result. In order to prevent such a dangerous condi by open front contacts 9 and ID of relay T3 and tion from arising due to the failure of the thermal T4 respectively. 60 An intermediate speed train, however, in relays ITD and 2'I'D to be in their normal posi traversing section I picks up relay IS which is tions when a train enters section I, it is contem plated to indicate such an abnormal condition held up as long as section I or section 2 is occu to an approaching train whereby the trainspeed pied over a stick circuit including its front con may be reduced’ or ‘extra precautions may be 65 tact 32 and multiple back contacts 33 and 34 of relays T1 and '1‘2 respectively. This intermediate taken which are unnecessary during normal op speed train does not deenergize relay CG upon eration of the highway. signaling system. The illustrated means for providing such a entering section 2 as it may be seen on the ac companying drawing that a front contact 35 of relay IS shunts around front contact 8 of relay '1‘2 70 in a manner to maintain relay‘ CG energized after relay ‘I’2 drops, or that is, relay CG is then ener gized over a circuit including front contact 35 of relay IS, front contact 9 of relay Tiand front con 753 tact II] of relay TH This intermediate speedwtrain check on the normal position of the thermal relays comprises contacts “~45 on the thermal relay I'I'D and‘similar- contacts 48'—49 on relay 2TD, which contacts are only‘ closed when the respective actuating elements I8 ‘and Marc in theirrinormal positions; These contacts‘ “+45 and 48-49 are indicatedasiincluded.intseriesv 2,106,683 3 with-the energizing circuit 50 of the usual home multiple with a back contact of a third track control relay H which is indicated diagrammati relay, a highway crossing signal, and means'start cally as controlling a wayside railway signal RG by Contact 52 in'the usual manner. "The home relay H is normally energized asshown to pro vide a clear or proceed signal indication in ac cordance with forward tra?ic conditions, and it will then be’clear that this relay H will be deen ergized by contacts 44—45 or contacts 48-49 10 to provide a restrictive signal indication unless the actuating .elements or relays ITD and 2TD are both in their normal deenergized ‘positions. ‘A highway signaling system is thus provided wherein a plurality of time responsive means are 15 distinctively conditioned in accordance with the time required for trains 'to traverse a ?rst track section, whereby the condition of these timing means selects which one of several other track sections will be effective to control the starting 20 of the highway warning. The control track sec tions are located at different distances from the highway, and a section is then selected by the condition of the time responsive means which is located a distance from the highway propor 25 tional to the train speed, thus permitting all trains regardless of size variations in speed to arrive at the highway a substantially uniform time after the warning has been started. The present system also checks the proper return of the time responsive means to a normal condition at the completion of a train movement whereby to restrict railway traf?c until a normal condi tion is restored, thereby permitting the engineer of an approaching train to proceed with such precaution as will supplement any insu?icient automatic warning which may result from this improper condition of the time responsive means. In describing the present invention, attention has been directed to one speci?c embodiment 40 thereof without attempting to point out the var ious alternate or optional features of construc tion or the various organizations or combinations that may be employed. For example, the pres ent system is not limited to the use of two tim 45 ing devices as shown but could be organized in a very similar manner with a different number of timing devices whereby to divide train move ments into a larger or a smaller number of speed classes with the number of controlling track sec 50 tions provided to correspond therewith. It is also to be understood that various timing devices other than thermal relays could also be employed. In other words, the particular embodiment of the present invention has been selected to facili— ing operation of the signal when a train ap proaching the highway enters the secondor the third or a fourth track section in accordance with the condition of the ?rst and second repeat ing relays. 2. In a signaling system for highway crossings on railroads, a plurality of track sections occu pied successively by a train approaching the high front contact of a second track relay in series, a ?rst repeating ‘relay controlled by the ?rst slow acting device, a stick circuit for the ?rst repeate ing relay controlled by multiple back contacts of the ?rst and second track relays, a second slow acting device controlled‘by' a back-contact‘ of the ?rst track relay, a front'contact of the sec on railroads, a plurality of track sections occu Way, a track circuit including a track relay for each section, a ?rst slow acting device controlled by a back contact of a ?rst track relay and a front contact of a second track relay in series, 65 a ?rst repeating relay controlled by the ?rst slow acting device, a stick circuit for the ?rst repeat ing relay controlled by multiple back contacts of the ?rst and second track relays, a second slow acting device controlled by a back contact 70 of the ?rst track relay, a front contact of the second track relay and a front contact of the ?rst repeating relay, a second repeating relay con trolled by the second slow acting device, a stick circuit for the second repeating relay controlled 75 by a front contact of the ?rst repeating relay in 20 ond track relay and a front contact of the ?rst repeating relay, a second repeating relay con trolled by the second slow acting device, a stick circuit for the second repeating relay controlled by a front contact of the ?rst repeating relay in 25 multiple with a back contact of a third track relay, a highway crossing signal, and means starting operation of the signal when a train approaching the highway enters the second or the third or a fourth track section according as 30 the ?rst and the second repeating relays are de-energized or the ?rst repeating relay only is energized or the second repeating relay is ener gized. > - 3. In a signaling system for highway crossings 35 on railroads, a plurality of track sections occu pied successively by a train approaching the high way, a ?rst thermal relay set into operation when a train enters the ?rst of the track sections, a ?rst stick relay energized by a complete opera. 40 tion of the ?rst thermal relay, a second thermal relay set into operation when the ?rst stick relay is energized while a train occupies the ?rst track section, a second stick relay energized by a com plete operation of the second thermal relay, a 45 normally energized signal control relay at the highway, and means for de-energizing the signal control relay When a train enters the second or the third or the fourth track sections, respec tively, according as the ?rst and the second stick 50 relays are de-energized or the ?rst stick relay only is energized or the second stick relay is ener gized. 4. In a signaling system for highway crossings 55 tate in the disclosure thereof rather than to limit _ on railroads, a plurality of track sections occu the number of forms which it may assume. pied successively by a train approaching the What I claim is:— highway, a ?rst thermal relay set into operation 1. In a signaling system for highway crossings 60 pied successively by a train approaching the high 10 way, a track circuit including a track vrelay for each section, a ?rst slow acting device controlled by a back contact of a ?rst track relay and a 55 when a train enters the ?rst of the track sec tions, a ?rst stick relay energized by a complete operation of the ?rst thermal relay, a second 60 thermal relay set into operation when the ?rst stick relay is energized while a train occupies the ?rst track section, a ‘second stick relay energized by a complete operation of the second thermal relay, a normally energized highway signal con 65 trol relay, means for de-energizing the signal control relay when a train enters the second or the third or the fourth track sections according as the ?rst and the second stickrelays are de energized or the ?rst stick relay only is energized 70 or the second stick relay is energized, a signal governing train movements toward the highway, and means controlling the signal in accordance with the condition of the ?rst and the second thermal relays. ' 75. 2,106,683 5. In combination, a portion of railway track intersected by a highway and divided into four sections traversed successively by a train ap proaching the highway, a track circuit including a track relay for each section, a highway signal for the intersection, two thermal relays arranged in cascade and serially energizable through a back contact of the ?rst track relay and a front contact of the second track relay in series, and 10 two stick relays wholly separate from said ther mal relays and distinctively’ conditioned in ac cordance with the complete operation of the thermal relays respectively for selectively start ing operation of the highway signal upon en 15 trance of a train into the second or the third or the fourth track sections. 6. In combination, a portion of railway track intersected by a highway and divided into four sections traversed successively, by a train ap preaching the highway, a track circuit including a track relay for each section, a highway signal for the intersection, two thermalrelays serially energizable through a back contact of the ?rst track relay and a front contact of the second track relay in series, two stick relays wholly sepa rate from the thermal relays and distinctively conditioned in accordance with the complete op eration of neither, or one only, or of both of the thermal relays for selectively starting operation of the highway signal upon entrance of a train into the second or the third or the fourth track sections, respectively, a railway signal governing train movements approaching the highway, and control means for the railway ‘signal including 15 contacts of the two thermal relays in series, said contacts being closed only when the thermal re lays are in their normal de-energized positions. JOSEPH E. WILLING.