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Патент USA US2113983

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April 12, 1938.
I
R M. GILSON
2,113,983
RAILWAY TRACK CIRCUIT APPARATUS
Filed March 31, 1937
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2,113,983
Patented Apr. 12, 1938
PATENT OFFICE
unit-so STATES
2,113,983 ‘
RAILWAY TRACK CIRCUIT‘ APPARATUS
. Robert M. Gilson, Pittsburgh, Pa., assignorto
The Union Switch 8; Signal Company, Swiss
vale, Pa., a corporation of Pennsylvania
‘ Application March '31, 1937, Serial No. 134,148
.
8 Claims.
(01. 246-430)
My invention relates to railway track circuit
apparatus and has for an object the provision of
a simple form of track circuithaving relatively
high shunting sensitivity. A further object of
my invention is the provision in apparatus of
this character of means for providing improved
‘highway crossing protection.
I shall describe one form of railway track cir
cuit apparatus embodying my invention, and
shall then point out the novel features thereof in
it
claims.
7
‘
'
~
g p The accompanying drawing is a‘diagrammatic
‘view showing one form of track‘circuit apparatus
"15
‘ embodying my invention, as applied to the control
of apparatus at a highway crossing.
,
Referring to the drawing, the reference char—,
acters E‘ and to designate the track rails of a
stretch of ‘railway track intersected by a highway
‘ H.
Trains may move over this stretch in either
direction. vTherails of this stretch of track are
divided by insulated joints 2 to form rail sections
.o
C—E and E—F in the upper rail and rail sections
IC—~D and D—F in the lower rail. Connected
‘across the rail sections C—E and D—-F through
'a current limiting device 41, is a source of current
3, conveniently illustrated as a battery. Con
nected across the rails‘ at the one end of the
. stretch is a track relay Ta, and connected across
the rails at the other end of the stretch is a second
track relay Tb. Between rail sections E-—F and
C--D is connected a jumper ‘I which completes
the current path from source 3 to the track relays
‘ To and Th.
It will be noted that the apparatus thus far
described comprises a single track circuit which
35
may be traced from one terminal of source 3,
limiting resistor 4, wire 6, rail l, track relay Ta,
rail la, jumper ‘l, rail l, track relay Tb, rail Ia,
and wire 8, to the other terminal of the source.
40 By locating the rail joints 2 on opposite sides of
the highway, certain advantages with respect to
the operation of the highway crossing apparatus
are obtained.
These advantages will become ap
parent as the description progresses.
45
Track relays Ta and Tb control an interlock
ing relay B of the usual and well-known type.
When one or the other of these track relays is
deenergized, the circuit for the respective magnet
Ra or Rb of the interlocking relay R is inter
rupted and an energizing circuit for a suitable
highway crossing signal S becomes closed at back
contact 9 or M of the interlocking relay.
When a train moving toward the right enters
section C—-D, track relay Ta will be released by
55 the train shunt and will initiate operation of the
crossing signal S through the closing of back con
tact 9 of magnet Rd.‘ The signal will continue
to operate even aiter the rear end of the train has
passed the rail joint at location D because-‘the
train shunt will continue to remain effective 5
across the source 3 during the time that the train
is occupying the highway intersection, as will be
obvious from the drawing. It will be apparent,
therefore, that a warning at the crossing will be
provided during the full time that any part of 10'
the train occupies the highway intersection.
When the train passes beyond the rail joint at
location B and completely clears the crossing,
enery will be re-applied to track relay Ta. over a
circuit which may be traced from one terminal 15
of source 3, resistor 4, wire 6, rail‘ I, track relay
Ta, rail la, jumper ‘I, the train shunt from rail
'l to la, and wire 8, back to the other terminal
of the source. It should be pointed out, of course,
that the entry of the train into section E-F 0
causes the track relay Tb to become deenergized,
andthat this will usually take place before relay
Ta' picks up. ‘Accordingly, back contact 9a will
be prevented from closing due to the presence of
the well-known mechanical interlocking (not
-shown)' between the armatures of magnets Ba
and Rb.
_
.
I Toavoidthe possibility of relay Ta. picking up
before'relay Tb releases, due, for example, to the
passage of a fast, light weight car through the
highway intersection, the track relays may be
made slow pick-up in character to prevent pro
longed operation of signals under this condition.
After the train clears section E-—F, relay Tb will
become‘ energized and all of the apparatus will 35
be'restored to the condition'in which it is illus
trated.
‘
~
The operation for a train entering section E-F
from right to left will be similar in all respects
to that just described.
40
_The high shunting sensitivity of the track cir
cuit herein disclosed results from the fact that
when a train enters the section, thev ?ow of rail
“current is limited ‘not only by the limiting re
sistor 4 but'also by the resistance of the winding
of the distant track relay.
‘
It will be clear that the apparatus herein de
scribed is not limitedvto the control of highway
crossing apparatus, as the track circuit embody
ing my invention may be employed Wherever a
track circuit of the center-fed type is desired.
The connections 6 and 8 from source 3 and the
rail joints at locations D and E need not be
staggered provided that the source 3 is connected
across non-adjacent rail portions, such as por- 55
2 "1,
2,113,983
tion C—E of the upper rail and D—F of the lower
rail. There is, however, an advantage in stag
gering the rail joints at D and E even though
the track circuit is not used in conjunction with
highway crossing protection. This is because a
single car, high speed train passing from one
section to the other will then be able to shunt
the track relay for the leaving end of the track
circuit before releasing the shunt on the track
relay at the entering end of the track circuit, thus
making more certain that the entering track relay
will not pick up before the leaving track relay has
had an opportunity to release.
An advantage of apparatus embodying my in
vention is that a simple form of track circuit hav
ing high shunting sensitivity has been provided
which, when applied to highway crossing pro
tection, provides improved operation of the high
way crossing apparatus.
Although I have herein shown and described
only one form of apparatus embodying my in
vention, it is understood that various changes and
modi?cations may be made therein within the
scope of the appended claims without departing
from'the spirit and scope of my invention.
Having thus described my invention, what I
claim is:
1. In combination with a stretch of railway
track intersected by a highway, an insulated
joint inone rail at one side of the highway,
an insulated joint in the other rail at the other
side of the highway, said two joints de?ning
a right-hand and a left-hand track section, a‘
source of current connected across the two rails
from one rail of said left-hand section to the
other rail of said right-hand section, an electri
cal connection joining said one rail of the: right
hand section with said other rail of the left
hand section, two track relays connected respec
tively across the two rails adjacent the two
ends of said stretch, and highway crossing ap
paratus controlled by said two track relays.
2. In combination with a stretch of railway
track, a ?rst insulated joint in one rail of said
section, a second insulated joint in the other
rail of said section and in staggered relation with
said ?rst insulated joint, said two joints de?n
ing a right—hand and a left-hand track section,
a source of current connected across the two rails
from one rail of said left-hand section to the
other rail of said right-hand section, an elec
trical connection joining said one rail of the
right-hand section with said other rail of the
left-hand section, two track relays connected
- respectively across the two rails adjacent the
two ends of said stretch, and signaling appa
ratus controlled by said two track relays.
3. A track circuit comprising, in combination,
a section of railway track, a ?rst insulated joint
in one rail of said section, a second insulated
joint in the other rail of said section, means
for impressing a track voltage across the two
rails of said section on opposite‘ sides of. said two
insulated joints, means for electrically connect
ing the two rails on the remaining sides of said
two insulated joints, a ?rst track relay receiving
energy from the two rails to the left of said
two insulated joints, and a second track relay
receiving energy from the two rails to the right
of said two insulated joints.
'
4. A track circuit comprising, in combination,
a section of railway track divided by an insu
lated joint in one rail and an insulated joint
in the other rail to form a left-hand and a
right-hand rail section, means for impressing
a track voltage from one rail of. said left-hand
section to the other rail of said right-hand sec
tion, means for electrically connecting said one
rail of the right-hand section with said other
rail of the left-hand section, a ?rst track relay
receiving energy from said left-hand rail sec
tion, and a second track relay receiving energy
from said right-hand rail section.
5. In combination, a section of railway track,
10
an insulated joint dividing one rail of said sec
tion into a ?rst and a second rail portion, an 15
insulated joint dividing the other" rail of said
section into a third and a fourth rail portion, an
electrical connection between said second and
said third rail portions, two track relays one for
each end of said section, a source of current; 20
and a track circuit for said section including said
source, said connection, said four rail portions,
and said two track relays all in series.
6. In combination, a section of railway track,
a ?rst insulated joint dividing one rail of said
section into a ?rst and a second rail portion, a
second insulated joint in staggered relation with
said ?rst insulated joint and dividing the other
rail of’ said section into a third and a fourth
rail portion, an electrical connection between 30
said second and said third rail portions, two
track relays one for each end of said section, a
source of current; and a track circuit for said
.section including said source, said connection,
said four rail portions, and said two track re 35
lays all in series.
7. In combination with a stretch of railway
track over which traffic may move‘ in either di
rection and a highway intersecting said track
section, an insulated joint in one rail at one side 40
of the highway, an insulated joint in the other
rail at the other side of the highway, said two
joints de?ning a right-hand and a left-hand
track section, means for impressing a track
voltage across the two rails from one rail of
said left-hand section to the other rail of said "
right-hand section, means for electrically con
necting said one rail of the right-hand section
with said other rail of the left-hand section, a
first track relay receiving energy from the rails
at one end of said stretch, a. second track re
50
lay receiving energy from the rails at the other
end of said stretch, and directional means con
trolled by said two track relays.
8. In combination with a stretch of railway 55
track intersected by a highway, an insulated
joint in one rail at one side of the highway, an
insulated joint in the other rail at the other
side ofthe highway, said two joints de?ning a
right-hand and a left-hand track section, a 60
source of current connected across the two rails
from one rail of said left-hand section to the
other rail of said right-hand section, an elec
trical connection between said one rail of the
right-hand section with said other rail of the
left-hand section, two track relays each receiv
ing energy from. the rails at the respective end
of said stretch, an interlocking relay, and cir~
cuits for said interlocking relay controlled by
said two track relays.
ROBERT M. GILSON.
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