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Патент USA US2106683

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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.
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