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Патент USA US2124046

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July 19, 1938.
'
E. M_ ALLEN
2,124,046
CONTROLLING APPARATUS FOR HIGHWAY CROSSING SIGNALS
Filed May 3, 1955
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INVENTOR
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H'IS' - ATTORNEY
July 19, 1938-
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E. M. ALLEN‘
2,124,046
CONTROLLING APPARATUS FOR HIGHWAY CROSSING SIGNALS
Filed May a, 1955
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Patented July 19, 1938
UNITED STATES PATENT OFFWE
2,124,046
CONTROLLING APPARATUS FOR HIGHWAY
CROSSING SIGNALS
Earl M. Allen, Edgewood, Pa“, assignor to The
Union Switch 62 Signal Company, Swissvale,
Pa., a‘ corporation of Pennsylvania
Application May 3, 1935, Serial No. 19,696
29 Claims.
My invention relates to controlling apparatus
for highway crossing signals, that is, to means for
the control of signals which are placed at inter
sections of railways and highways for the purpose
5
of warning users of the highway when a train is
approaching.
Two features of my invention are (1) the pro
vision of means for controlling a highway cross
ing signal for a track on which trains move in
10 both directions in such a manner as to cause the
operation of the signal should the track circuit
apparatus controlling the signal fail to return to
its normal condition after a train receding from
the crossing has cleared the control limits. That
is, the signal may be caused to operate either in
response to traffic conditions in the regular man
ner or to certain trackway conditions, or both;
and (2) a controlled ringing time governed auto
matically by the speed of a train approaching
the crossing.
I will describe several forms of apparatus em
bodying my invention, and will then point out the
novel features thereof in claims.
'
In the accompanying drawings, Figs. 1, 2, and
3 are diagrammatic views illustrating three forms
of apparatus, each embodying my invention.
Figs. 4 and 5 are diagrammatic views illustrating
modi?ed forms of the apparatus shown in Figs.
2 and 3, respectively, and each also embodying my
invention.
Similar reference characters designate similar
parts in all ?ve views.
Referring now to Fig. 1, the rails I and IA of
a stretch of railway track X are divided by in
sulated joints 2 into one relatively short section
A—B and into two relatively long sections B—0
and C-D.
Each section is provided with a track
circuit including a track relay, designated by the
reference character R with a distinguishing Sll?lX,
connected across the rails I and IA at one end of
the section. and with a track battery 3 connected
across the rails at the other end of the section.
The track X is intersected adjacent the isolated
end of section C—~D by a highway designated by
the reference character H. The highway crossing
H is protected by a signal S, of any suitable type
such, for example, as a bell or a light signal or a
combination of both, which signal is controlled by
a signal control relay designated by the reference
50 character Y3.
The points B and C usually will be so located as
to provide adequate warning at the crossing for
trains traveling at high and low speeds, respec
tively. The section A—B may be any convenient
length and, as will be explained hereinafter, may
(01. 246-130)
be utilized for determining the speed of trains
approaching ‘the crossing or may be utilized in
conjunction with‘ certain relays as a device for
at times initiating the operation of the signal for
trains receding from the crossing.
Associated with each track relay R1 and R2 is
a repeating relay having a slow release slow pick
up characteristic and designated by the reference
character W with the same suffix as that used in
the reference character for the associated track
relay. As will be explained in detail hereinafter,
the slow release slow pick-up characteristics of
the relays WI and W2 are employed at times to
provide proper operation of certain relays.
The reference character V2 designates a stick
relay which, as will be explained in detail here
inafter, is normally effective to prevent operation
of the signal S when a train is receding from the
crossing but which is also effective to initiate
the operation of the signal S if the track relays 1.
controlling the signal fail to assume their normal
condition after a train receding from the cross
ing has cleared the track sections controlling such
relays.
The reference character TE designates a timing v‘25
device which is here shown as a time element re
lay. The relay TE is provided with a contact 5
which is closed only when the relay TE is in its
initial deenergized condition and with contacts 6
and l which are closed only when the relay TE,
after a predetermined operating time, has at
tained its operated condition from. energy that
is applied to its operating winding.
The reference character 4 designates a source
of energy which is here shown as a battery.
35
The signal S is controlled only by a back con
tact 8 of relay Y3. Signal S, therefore, will be
operated when relay Y3 is released and back
contact 8 becomes closed.
The signal control relay Y3 is provided with
two pick-up circuits and one stick circuit.
The
first pick-up circuit passes from battery 4 through
front contacts 9 and ll! of track relays R2 and
R3, respectively, and thence through relay Y3
back to battery 4. The second pick-up circuit
passes from battery 4 through contact 7 of relay
TE, front contact I0 of relay R3 and relay Y3
back to battery 4. The stick circuit passes from
battery 4 through contact 5 of relay TE, front
contact ll of relay V2, front contact l2 of relay 50
Y3 and relay Y3 back to battery i. The circuits
controlling relay Y3, therefore, provide that if its
stick circuit is opened by the releasing of relay V2,
the relay Y3 will be released when relay R3 be
comes released, or when relay R2 becomes re
2
2,124,046
leased provided relay TE is not in its operated
condition. The contact 5 of the relay TE is in
cluded in the stick circuit for relay Y3 as a means
of checking the operation of relay TE.
That is,
if relay TE fails to assume its initial condition
after being operated, the relay Y3 will become
deenergized for trains receding from the crossing.
The repeating relay WI is controlled over the
front point of contact I3 of track relay RI.
10 Likewise, the repeating relay W2 is controlled
over front contact I4 of track relay R2. Relays
WI and W2, therefore, will be energized or de
energized depending upon the condition of relays
RI and R2, respectively.
The stick relay V2 is provided with two pick
15
up circuits and two stick circuits. The ?rst pick
up circuit passes from battery 4 through front
contact I5 of relay WI, front contact I6 of relay
R2 and-relay V2 to battery 4. The second pick
20 up circuit passes from battery 4 through the back
R2 and R3 are all energized and the repeating re
lays WI and W2, as well as the stick relay V2 and
the signal control relay Y3, are also all energized.
The time element relay TE is in its initial deen
ergized condition. I shall now assume that an
eastbound train, that is, a train moving toward
the right as shown in the drawings, enters section
A—B while traveling at high speed and causes
the deenergization of track relay RI. This opens
the front point of contact I3 of relay RI. The
opening of the front point of contact I3 causes
the repeating relay WI to become released. The
releasing of relay WI causes the stick relay V2
to become released. The operation of the time
element relay TE will be initiated by the closing 15
of its control circuit over back contact I9 of
relay WI, back contact 20 of relay V2 and front
point of contact 2I of relay R2. The length of
section A—B and the timing of relay TE usually
will be so chosen that a train traveling at high 20
point of contact I3 of relay RI, back contact I‘!
of relay W2, front contact I6 of relay R2, and
relay V2 to battery 4. The stick circuits for re
lay V2 are identical to the pick-up circuits just
traced except that the stick circuits include front
contact I8 of relay V2 instead of front contact
I6 of relay R2. With all apparatus in its normal
speed will enter section B——C before the relay TE
attains its operated condition.
When the train enters section B—C‘, relay R2
will become released. Thus, the front point of
contact 2| of relay R2 will become opened so 25
that relay TE will return to its initial condition,
and front contact 9 of relay R2 also will become
condition, the relay V2, therefore, will be released
opened thereby opening the pick-up circuit for
the relay Y3. The relay Y3 will then become
released since its stick circuit is already opened 30
by the deenergization of relay V2. The control
circuit for the signal S will become established
by the closing of contact 8 of relay Y3. The
when relay WI is released in response to
30 the deenergization of relay RI by the entrance
of a train into section A—B proceeding to
wards the crossing and will be maintained in
that condition by the deenergization of relay
R2 until such time as the train clears sec
Re
lay V2 will not be released by a train receding
signal S, therefore, will operate to warn users of
35 tion B—C and relay R2 is again energized.
the highway H of the approaching train. When 35
the train enters section C—D, the relay R3 will
from the crossing until such train clears section
B—C and relay W2 picks up. When relay W2
picks up, relay V2 will become deenergized and
40 will remain deenergized until the rear of the train
clears section A—B and relay WI again becomes
become released so that the pick-up circuit for
relay Y3 will be held open thereby continuing
the operation of the signal S until the train clears
section C-D.
45
50
55
60
It will be noted that since relay W2 has a slow
energized.
release characteristic, this relay will be delayed in
The time element relay TE is provided with one
operating circuit and with two stick circuits.
The operating circuit passes from battery 4
through back contact I9 of relay WI, back con
tact 20 of relay V2, front point of contact 2I of
relay R2 and relay TE to battery 4. The ?rst
stick circuit passes from battery 4 through back
contact I9 of relay WI, back contact 20 of relay
V2, contact 6 of relay TE, and relay TE to bat
tery 4. The second stick circuit passes from
battery 4 through back point of contact 2I of
relay R2, contact 6 of relay TE and relay TE
to battery 4. The relay TE, therefore, will be
operated when the relay WI and the relay V2 are
both released provided relay R2 is in its ener
gized condition, and when the relay TE attains
its operated condition, it will be maintained in
that condition when the relay R2 becomes de
assuming its released condition a predetermined
interval of time after the release of relay R2.
The purpose of this delayed release is to insure the
energized or as long as relay WI and relay V2
both remain deenergized. That is, with all appa
ratus in its normal condition the operation of the
relay TE will be initiated when the relay WI and
65 the relay V2 both become released in response to
the entrance into section A—B of a train pro
ceeding towards the crossing, and the relay TE
will be either returned to its initial condition or
retained in its operated condition, depending upon
70 the speed of the train, when such train enters sec
tion B—C and relay R2 becomes released.
Having thus described the various parts of the
apparatus embodying my invention illustrated in
Fig. 1, I will now explain their operation.
Under normal conditions, the track relays RI,
76
deenergization of relay V2 even if a train ap
proaching the crossing traverses section A—B at
a speed sufficient to cause the release of relay R2
before the relay WI becomes released. It is obvi
ous that under this condition relay V2 may be _
stuck up over its stick circuit including the back
point of contact I3 of relay RI and back contact
I? of relay W2 if the relay W2 were permitted to
release immediately after the release of relay R2.
The purpose of the slow pick-up characteristic of
relay W2 will be explained more in detail herein
after.
I shall next assume that with all of the appa
ratus in its normal condition, a slow moving train
enters section A—B from the left. When the 60
train enters section A—B, the operation of the
time element relay TE will be initiated in a man
ner similar to that just described for a high speed
train. That is, the releasing of relay RI will cause
the release of the relay WI which will in turn 65
cause the release of the relay V2 so that the oper—
ating circuit for the relay TE becomes closed.
Since the train is traveling at slow speed, the re
lay TE will attain its operated condition before
such train enters the section B——C. When the 70
train enters section B—C, the relay R2 will be
come released so that the time element relay TE
will be held in its operated condition by the stick
circuit which includes its own contact 6 and the
back point of contact 2I of relay R2. The relay 75
3
2,124,046
tion by the closing of contact ‘I of relay TE even
if front contact 9 of relay R2 and the stick circuit
. cuit for relay Y3 so that the signal S may operate
falsely until such time as the relay R2 reaches its '
picked-up condition so as to establish again the
for relay Y3 are both opened. The signal S,
therefore, will not operate when the slow moving
pick-up circuit for relay Y3. Since, however,
relay W2 does not pick up immediately after the
train enters section B—C. When the train en
ters section C—D the relay R3 will become re
leased so that the pick-up circuit for relay Y3
energization of relay R2, the stick circuit for re
lay BZ remains closed a predetermined interval
of time after the energization of relay R2 so that
will become opened and relay Y3 will thereby be
the pick-up circuit for relay Y3 becomes closed
come released to cause the operation of the sig
nal S. When the train clears section C—D, the
leasing of relay V2.
Y3, therefore, will be held in its energized'condi
relay Y3 will again become energized and the
signal S will cease its operation.
.
From the foregoing description of the operation
15 of the apparatus shown in Fig. 1, it is apparent
that the operation of signal S will be initiated at
point B for a fast moving train and at point C for
a slow moving vtrain. That is, the length of time
of the operation of signal S will be substantially
the same for a high speed train as for a low speed
train.
I shall next assume that a westbound train,
that is, a train moving from right to left enters
section C—D so that relay R3 becomes released.
25 It is readily apparent that although the pick-up
circuit for relay Y3 will become opened by the
opening of front contact Iii of relay R3, the relay
Y3 will be maintained in its energized condition
by its stick circuit which passes over its own front
30 contact I2, front contact ii of relay V2 and con
tact 5 of relay TE. The signal S, therefore, will
not operate for a train in section C'—D receding
from the crossing. Likewise, relay Y3 will be
maintained in its energized condition by virtue
35 of its stick circuit when the train enters section
B—C and causes the releasing of relay R2. That
is, the relay TE will be maintained in its normal
condition because its operating circuit will be
come opened by the opening of the front point of
40 contact 2i of relay R2 and the relay V2 will be
maintained in its normal condition because
its stick circuit will remain energized over front
contact I5 of relay WI. Since both relays TE and
V2 will be maintained in their normal condition,
the stick circuit for relay Y3 will remain closed
so that relay Y3 will not become deenergized
while the train traverses section B—C. When the
train enters section A—B, the releasing of relay
Bl will close the back point of its contact l3
which will complete the Stick circuit for relay V2
over back contact I? of relay W2, so that relay
V2 will not become released. When the train
vacates section B-C, the energization of relay
R2 will cause the energization of relay W2 which
55 will in turn open the stick circuit for the relay
before its stick circuit becomes opened by the re
It will be noted that relay Wl has a slow
release slow pick-up characteristic. The slow
release characteristic insures that one stick cir
cuit for relay V2 will become closed before the
other stick circuit becomes opened when a train
receding from the crossing enters section A—B.
That is, the slow release characteristic insures
that front contact I5 of relay WI will not become
open-ed until a predetermined time interval after 20
the closing of backpoint of contact [3 of relay
RI, so that relay V2 will be maintained in its
energized condition while such train occupies
both sections A—B and B—C. The slow pick-up
characteristic of relay WI insures a predeter
mined time interval between the opening of one
stick circuit and the closing of the other stick
circuit for relay V2 when a receding train va
cates section A—B so that if relay R2 fails to
assume its normal condition after such receding 30
train has cleared the section B—C, the relay V2
will become released. That is, when the train
clears section A—B so‘ that relay Rl becomes
energized, one stick circuit for relay V2 will be
come opened by the opening of back point of
contact l3 of relay Bi and the other stick circuit
will not become closed until relay Wl becomes
picked up and its front. contact i5 becomes
closed. This momentary releasing of relay V2
thus opens the stick circuit for relay Y3 so that 40
relay Y3 may become deenergized if track relay
R2 fails to assume its normal condition after the
train clears section B—C. Therefore, if relay
R2 fails to return to its energized condition
when the train moving from right to left clears
section B—C, the relay Y3 will become released
when the train vacates section A—B and will
remain released until such time as the relay R2
is restored to its normal condition. Likewise, if
relay R3 fails to assume its energized condition 50
after the train receding from the crossing va
cates section C—D, the momentary opening of
relay V2 when the train clears section B—C will
open the stick circuit for Y3 which will in turn
cause the deenergization of relay Y3 since its 55
The resulting deenergization of relay V2,
picklup circuit is already opened by relay R3
however, will not cause the release of relay Y3
because its pick-up circuit will be closed over
being in the deenergized condition. The signal
S, therefore, will operate for a train receding
from the crossing if the track relays controlling
V2.
10
'
front contact 9 of relay R2 and front contact In
of relay R3. When the train departs from sec- . the signal fail to assume their normal condition
tion A—B, the energization of relay R! will in after such train has cleared the associated sec
turn energize relay WI so that the relay V2 will tions.
The section A—B thus serves as a timing sec
again become picked up. This momentary re
leasing of the relay V2, as will be explained more tion for determining the speed of trains ap
65 in detail hereinafter, is utilized to initiate the proaching the crossing and also, in conjunction
operation of the signal for a train receding from with certain relays, as a device for initiating the
the crossing if the relay R3 fails to pick-up when operation of the signal for a train receding from
the crossing if the track relays governing the
such train vacates section C—D.
The slow pick-up characteristic of relay W2 signal fail to assume their normal condition
70
70 insures against the possibility of the relay V2 after the passage of such receding train.
While for the sake of simplicity I have shown
releasing momentarily when relay R2 becomes
energized in response to the clearing of section apparatus extending only in one direction from
B—C by the train receding from the crossing. It the highway H, it is understood that exactly
similar apparatus both as to design and opera
is obvious that under this condition a momen
tion and- extending in the opposite direction from 75
tary releasing of relay V2 may open the stick cir
2,124,046
point D will be provided for the control of signal
S. The manner in which the control for the
signal S may be extended in the opposite direc
tion from the highway H will be readily apparent
to those skilled in the art and, therefore, I am
making no further detailed explanation herein.
Referring now to Fig. 2, the rails l and IA of
track X are divided by insulated joints 2 into
sections Al-Bi, BI—CI, Cl-—DI and Dl--El.
10 The highway H intersects the track X adjacent
and with a stick circuit passing from battery 4
through front contact 29 of relay R3, front con
tact 30 of relay J2, and relay J2 to battery 4. The
relay J2, therefore, will become released only
when both relays R2 and R3 are released and
will become energized only when relay R2 is en
ergized. The stick relay J3 is provided with a
pick-up circuit passing from battery 4 through
contact 3| of relay R3 and relay J3 to battery 4,
and with a stick circuit passing from battery 4 10
through contact 32 of relay R2, front contact 33
of relay J3 and relay J3 to battery 4. The relay
the point CI. Each section is provided with the
usual track circuit including a track relay, des
ignated by the reference character R with a dis
J3, therefore, will become released only when
tinguishing su?ix, connected across the rails at ‘ both relays R2 and R3 are released and will be
come energized only when relay R3 is energized.
15 one end of the section and the track battery 3
connected across the rails at the other end of
The signal control relay Z2 is provided with a
the section. The signal S for warning users of pick-up circuit and two stick circuits. The pick
the highway of approaching trains is controlled up circuit passes from battery 4 through front
jointly by track relay R2 and a signal control contact 34 of relay Ul, front contact 35 of re
20 relay Z2 for trains approaching the highway in lay R2, and relay Z2 to battery 4. The ?rst stick
one direction and by track relay R3 and a sig
circuit passes from battery 4 through front con
nal control relay Z3 for trains approaching from tact 34 of relay Ul, front contact 36 of relay
the opposite direction.
Z2 and relay Z2 to battery 4. The second stick
The points BI and DI ‘usually will be so located circuit passes from battery 4 through the back
point of contact 26 of relay RI, back contact 31
25 as to provide adequate warning at the intersec
tion for trains traveling at maximum speed. The of relay J2, front contact 36 of relay Z2 and relay
sections AI—B| and Dl-_E| may be any con
Z2 to battery 4. The relay Z2, therefore, will be
venient length and are provided for controlling come released When relay Ul is released by the
certain relays, as will be described hereinafter, entrance into section AI-Bl of a train ap
preaching the crossing and will become energized 30
30 in such a manner as to initiate at times the op
eration of the signal S for trains receding from again only when such train clears section Bil-Cl,
the crossing.
.
but will be prevented from being released by a
Associated with each track relay RI and R4 train receding from the crossing until the reced
is a repeating relay having a slow release char
ing train clears section B|——Cl when relay Z2
will become momentarily deenergized while the 35
35 acteristic and designated by the reference char
acter U with a suitable distinguishing suffix.
rear of the train is traversing section A|—Bl.
Associated with each signal control relay Z2
The signal control relay Z3 is also provided
and Z3 is a stick relay designated by the refer
with a pick-up circuit and two stick circuits.
ence character J with .a suitable distinguishing The pick-up circuit passes from battery 4
through front contact 38 of relay U4, front con 40
40 suf?x.
‘The repeating relays UI and U4 are effective tact 39 of relay R3 and relay Z3 to battery 4.
at times to prevent the release of the signal con
The ?rst stick circuit passes from battery 4
trol relays Z2 and Z3 for trains receding from through front contact 38 of relay U4, front con
the crossing. The stick relays J2 and J3, like
tact 40 of relay Z3 and relay Z3 to battery 4.
The second stick circuit passes from battery 4 45
45 wise, are effective at‘ times to prevent the re
lease of the signal control relays for trains re
through the back point of contact 2'! of relay
ceding from the crossing. The relays UI and R4, the back contact 4| of relay J3, front con
U4 together with relays J2 and J3, however, as tact 40 of relay Z3 and relay Z3 to battery 4.
will be explained more in detail later, are effec
Since the relay Z3 is provided with control cir
50 tive for initiating the operation of the signal S cuits similar in all respects to those for relay Z2, 50
for a train receding from the crossing if the the relay Z2 will function for trains moving in the
track circuit apparatus controlling the signal opposite directions in a manner similar to that
fails to return to its normal condition after the just described for relay Z2.
train clears such control sections.
Having thus described the various parts of the
The battery 4 supplies current for the opera
apparatus shown in Fig. 2, I will now describe 55
55
tion of the signal S and all relays other than the their operation.
track relays.
I shall ?rst assume that an eastbound train
The signal S‘ is provided with two control cir
enters section A|—Bl thereby causing the re
cuits. One control circuit includes back contact lease of relay RI. When relay RI becomes re»
leased the relay U! will also become released 60
60 22 of relay R2 and back contact 23 of relay Z2
and the other control circuit includes back con
thereby opening the pick-up circuit for relay
tact 24 of relay R3 and back contact 25 of relay Z2 so that relay Z2 becomes released. When the
Z3. The signal S, therefore, will be caused to train enters section BI—-Cl, the relay R2 will be
operate when relays R2 and Z2 are both deen
come released so that a circuit for the operation
of the signal S will become closed over the back 65
65 ergized or when relays R3 and Z3 are both de
energized.
.
contact 22 of relay R2 and back contact 23 of
The repeating relays UI and U4 are controlled relay Z2. The signal S, therefore, will operate
over the front point of contacts 26 and 21 of re
to warn users of the highway of the approaching
lays RI and R4, respectively. The relays UI and train. When the train enters section Cl-Dl
70 U4, therefore, will be energized or deenergized so that relays R2 and R3 are both released, the 70
depending upon the condition of the controlling stick relays J2 and J3 will both become released.
track relay.
,
.
When the train clears section BI—C|, the re
The stick relay J2 is provided with a pick-up lay R2 will become energized so that relay Z2
circuit passing from battery 4 through front con
will become energized and the circuit for the op
75 tact 28 of relay R2 and relay J2 to battery 4, eration of the signal S will become opened to‘ 75
2,124,046
prevent further operation of the signal. The
over a front contact 50 of relay RI or front contact
energization of relay R2 will also close the pick
44 of magnet P2.
up circuit for relay J2 so that relay J2 will become
released only when contacts 50 and 44 are both
energized. When the train enters section
DI--El, the relay R4 will become released so- that
a stick circuit for the relay Z3 will become closed
over the back point of contact 21 of relay R4,
back contact 4! of relay J3 and front contact
43 of relay Z3. The relay Z3, therefore, will re
10 main in its energized condition. When relay R4
becomes deenergized, the relay U4 will also be
come deenergized. It will be noted, however,
that due to the slow release characteristic of
relay U4, a stick circuit for the relay Z3 will re
15 main closed momentarily over front contact 38
of relay U4 so that relay Z3 will be maintained
Thus, relay QI will become
opened and may become energized when either
contact is closed.
The battery 4 supplies current for all apparatus
except the track relays and may also at times
furnish current for the energization of magnets
P2 and P3.
Associated with the magnets P2 and P3 are two 10
resistors designated by the reference character T
with a suitable distinguishing su?ix. The re
sistors T2 and T3 are effective at times to limit the
current applied to magnet P2 and P3, respectively.
That is, the resistors T2 and T3 are provided to 15
prevent excessive energization of the magnets P2
in its energized condition while relay R4 is mov
and P3 when, as will be explained more in detail
ing from its picked-up to its released condition.
hereinafter, these magnets are energized by bat
tery 4, since the voltage of battery 4 usually will
When the train clears section Cl—Dl, the relay
20 R3 will again become energized so that relay J3
will become energized. When relay J3 is en
ergized the stick circuit for relay Z3 will become
opened so that relay Z3 will become released.
The signal S, however, will not operate because
25 its operating circuit has been already opened
by the picking up of relay R3. When the train
clears section DI—EI, the relay R4 will become
picked up which will in turn pick up relay U4
so that relay Z3 will again become energized.
If, when the train clears section Cl-—DI, the
30
relay R3 fails to return to its energized condition
then a circuit for the operation of signal S will
be closed by the release of relay Z3 in response to
energization of relay R4 when the train vacates
35 section DI—E| and prior to the picking up of
relay U4. That is, if relay R3 fails to assume its
normal condition after the passage of the train
through section C l-Dl, the signal S will be caused
to operate and will continue to operate until relay
R3 is restored to its energized condition.
Referring now to Fig. 3, the track X is again
divided into sections Al—-Bl, Bl-Cl, Cl-Dl and
D|-—El. Each section AI—B| andDl-E'l is pro
vided with the usual track circuit including the
45 track relay designated by the reference character
R with a suitable suffix and the track battery 3.
Each section Bl-Cl and CI—DI is also provided
with the usual track circuit including a track relay
designated by the reference character P with a
50 distinguishing su?ix and the track battery 3.
The relays P2 and P3 are here shown as magnets
of an interlocking relay designated by the refer
ence character K.
,
The magnet P2 of the interlocking relay K is
55 provided with a “?agman” contact 43 and the
usual front and back contacts 44 and 45, respec
tively. Likewise, the magnet P3 is provided with
a “?agman” contact 46 and the usual front and
back contacts 41 and 48, respectively.
60
5
The signal S may be controlled over back con
tact 45 of the magnet P2 or back contact 48 of the_
magnet P3.
Thus, signal S will be operated when
either magnet P2 or P3 is in its full released con
dition but will not be operated when the magnets
65 are in their locked condition.
Associated with the track relay R4 is a slow
pick-up relay designated by the reference char
acter Q4.
The relay Q4 may be picked up over
a front contact 49 of relay R4 or front contact 4'!
70 of magnet P3. Thus relay Q4 will become released
only when contacts 49 and 47 are both opened and
may become energized when either contact is
closed. Associated with the track relay RI is a
slow pick-up relay designated by the reference
75 character Ql. The relay Ql may be picked up
be considerably in excess of the voltage of track 20
battery 3 from which these magnets are normally
energized.
The magnet P2 is normally energized by its
track battery 3 but may also be energized by a
pick-up circuit which passes from battery 4 25
through front contact 50 of relay RI, back contact
5| of relay Ql, resistor T2, ?agman contact 43 of
magnet P2, magnet P2, and back contact 52 of
relay Q! to battery 4. The magnet P3 is nor
mally energized by its track battery 3 but may 30
also be energized by a pick-up circuit which passes
from battery 4 through front contact 49 of relay
R4 and back contact 53 of relay Q4, resistor T3,
flagman contact 46 of magnet P3, magnet P3, and
back contact 54 of relay Q4 to battery 4.
35
Having thus described the various parts illus
trated in Fig. 3, I will now explain their operation.
I shall ?rst assume that an eastbound train hav
ing already entered section AI—BI so that relay
Rl becomes released now enters section Bl—-C|. 40
When the train enters section B l-C l , the magnet
P2 becomes released so that a circuit for the op
eration of signal S becomes closed. Thus signal
S, therefore, operates to warn users of the high
way of the approaching train. When the train 45
clears section Bl-Cl, the magnet P2 will again
become energized so that operation of signal S
is discontinued. When the train enters section
Cl—DI, the magnet P3 becomes released. Due
to the interlocking character of the relay, the 50
flagman contact 46 will not become opened.
Front contact 41, however, will become opened but
back contact 48 will not become closed. While
the train occupies section Cl—-Dl, therefore, the
control circuit for the signal S will not become 55
closed. When the train enters section D.I—-EI~,
the relay R4 becomes deenergized thereby open- ‘
ing its front contact 49 so that relay Q4 becomes
deenergized because its other pick-up circuit is
already open at front contact 41 of magnet P3. 60
When the train clears section C l-—Dl, the magnet
P3 will again become energized and when the
train clears section Dl—El, relay R4 and relay Q4
will become energized so that all apparatus will be
again in the normal condition.
65
If, when the train clears section C‘I--Dl the
magnet P3 fails to assume its picked-up condition
so that the interlocking feature of the relay K
remains effective, the relay Q4 will remain de
energized to establish the pick-up circuit for mag 70
net P3 as soon as the train clears section DI——E|
and relay R4 becomes energized. Due to the
slow pick-up characteristic of relay Q4, the mag
net P3 will be momentarily energized so that the
interlocking feature of the relay K will be re 75
6
2,124,046
leased thus allowing the magnet P3 to assume its
released condition as soon as relay Q4 becomes
energized in response to the energization of relay
R4. The signal S, therefore, will be caused to op
erate by the closing of back contact 48 of magnet
P3, and will continue to so operate until such time
as the magnet P3 is restored to its normal condi
tion.
Referring now to Fig. 4, which is a modi?cation
10 of Fig. 2, the track X is divided into sections
BI-CI and CI—DI. The sections BI-—CI and
CI—DI are provided with the usual track relays
R2 and R3 each energized by the usual track bat
tery 3. The sections AI-BI and DI—EI are
15 eliminated and their functions performed by
track instruments designated by the reference
characters M and N with a suitable distinguish
ing suf?x.
The track instruments MI and M4 are pro
20 vided with normally closed contacts 56 and 51,
25
30
35
40
respectively, which may be opened by trains pass
ing over the instruments in either direction. The
track instruments NI and N4 are provided with
normally open contacts 58 and 59, respectively,
which may be closed only by trains receding from
the crossing. The instruments MI and M4 usually
will be termed non-directional instruments since
they function for trains moving in either direc
tion, and the instruments NI and N4 usually will
be termed directional instruments since they
function for trains moving in one direction only.
No further detailed explanation is required here
regarding the track instruments since such de
vices are well known to those skilled in the art.
The signal control relay Z3 is provided with a
pick-up circuit and with two stick circuits. The
pick-up circuit for relay Z2 includes only front
contact 60 of relay R2. The first stick circuit for
relay Z2 includes its own front contact BI and
normally closed contact 56 of instrument MI,
The other stick circuit includes its own front con
tact 6i and normally open contact 58 of instru
ment NI. The relay Z2, therefore, may be re
leased when front contact 60 of relay R2 becomes
45 opened provided contact 56 is also opened, and
may be prevented from releasing if either contact
56 or 58 is closed even if front contact 60 is
opened. The signal control relay Z3 is also pro
vided with a pick-up circuit and with two stick
50 circuits. The pick-up circuit for relay Z3 in
cludes front contact 62 of relay R3. The ?rst
stick circuit for relay Z3 includes its own front
contact 63 and normally closed contact 51 of in
strument M4. The other stick circuit includes
55 front contact 63 and normally open contact 59
of track instrument N4. The relay Z3, there
fore, may be released when contact 62 of relay
R3 becomes opened provided contact 5'! is also
opened, and may be prevented from releasing if
60 either contact 5'! or 59 is closed even if front con
tact 62 is opened.
The signal S may be controlled by a circuit
including back contact 64 of relay R2 and back
contact 65 of relay Z2, or by a circuit including
back contact 66 of relay R3 and back contact
61 of relay Z3. The signal S, therefore, will oper
ate when both relays R2 and Z2 are released or
when both relays R3 and Z3 are released.
Having thus described the various parts of Fig.
70 4, I will now describe their operation.
I shall assume that an eastbound train having
already passed over track instruments MI and
NI enters section BI-CI so that relay R2 be
comes released.
When the train passed over
75 instruments MI
and NI, contact 56 became
opened but contact 58 did not become closed,
therefore, the stick circuit for relay Z2 became
opened so that relay Z2 will be released when its
pick-up circuit becomes opened by the releasing
of relay R2. When relay R2 and relay Z2 both
become released, the signal S will be caused to
operate and will continue to operate as long as
the train occupies section BI-CI. When the
train enters section CI—DI, the relay Z3 does
not become released because one of its stick cir 10
cuits remains closed over contact 51 of instru
ment M4 even though its pick-up circuit becomes
opened by the releasing of relay R3. When the
train passes over the track instrument N4 the
other stick circuit for relay Z3 becomes closed 15
by the closing of contact 59 so that when the
train passes over instrument M4 and opens con
tact 51, the relay Z3 will not become released.
When the train clears section CI—DI, the relay
R3 will again become energized which in turn 20
will close the pick-up circuit for relay Z3 so
that this relay will not be released even if both
its stick circuits become opened by the opening
of contact 51 of instrument M4 during the time
the rear of the train passes from instrument N4 25
to instrument M4.
If, when the train clears section CI—-DI, the
track relay R3 fails to assume its normal condi
tion, then when the rear of the train passes off
instrument N4 so that contact 59 again becomes
opened before contact 51 closes, the relay Z3
will become released because its pick-up circuit
is already opened at front contact 62 of relay
R3 and its other stick circuit is broken by the
opening of contact 51 of instrument M4. When 35
relays R3 and Z3 both become released, the sig
nal S will be caused to operate and will continue
to operate until relay R3 is restored to its ener
gized condition.
Referring now to Fig. 5, which is a modi?ca
tion of the apparatus illustrated in Fig. 3, the
track X is divided into sections BI—CI and CI—
10
DI. The sections AI—BI and DI—EI are elimi
nated and their functions performed by direc
tional track instruments designated by the ref 45
erence characters LI and L4, respectively. The
track instruments LI and L4 are provided with
normally closed contacts 10 and ‘II, respectively,
which may be opened only by trains receding
from the crossing.
50
The signal S may be operated by a circuit con
trolled over back contact 45 of magnet P2 or by
a circuit controlled over back contact 48 of mag
net P3.
Signal S, therefore, will operate when
either magnet P2 or magnet P3 is in its full re
leased condition.
The magnets P2 and P3 of the interlocking
relay K are normally energized by their respec
55
tive track batteries 3 but may also be energized
at times by the releasing of slow pick-up relays 60
QI and Q4. That is, magnet P2 also may be
controlled over a circuit which passes from bat
tery 4 through contact 10 of instrument LI, back
contact 5| of relay QI, resistor T2, magnet P2,
and back contact 52 of relay QI to battery 4; 65
and magnet P3 also may be controlled over a
circuit which passes from battery 4 through con
tact ‘II of instrument L4, back contact 53 of
relay Q4, resistor T3, magnet P3, and back con
tact 54 of relay Q4 to battery 4. Magnet P2, 70
therefore, may be energized by the track battery
2 or may be energized by battery 4 when relay
Q! is released provided contact ‘II! of instrument
Li is closed. Likewise, magnet P3 may be ener~
gized by its track battery or by battery 4 when 75
7
2,124,046
relay Q4 is released provided contact ‘H of instru
ment L4 is closed.
.
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
The relay Q! may be energized over front
contact 44 of magnet P2 or contact 10 of track
highway, a track circuit included in said stretch
and having a track relay, directional means con
instrument Li, and relay Q4 may be energized
trolled by the track relay for causing said signal
to operate when a train occupies said track cir
cuit and is approaching the intersection but for
preventing the signal from operating when a
train occupies said track circuit and is receding
over front contact 41 of magnet P3 or contact ‘H
of track instrument L4. The relay QI, there
fore, may be released if contact 10 of instrument
LI and contact fill of magnet P2 are both opened,
10 and may be energized if either of these contacts
are closed. Likewise, the relay Q4 may be ener
gized or deenergized in a similar manner by the
from the intersection, a train operated device
operable by the departure of such receding train
from a zone adjacent said track circuit but re—
trated in Fig. 5, I will now describe their
mote from the intersection, and means rendered
e?ective to cause said signal to operate if said
track relay is released when said device is 15
operation.
operated.
condition of instrument L4 and magnet P3.
Having thus described the various parts illus
I shall assume that an eastbound train having
already passed over track instrument Ll enters
section Bi—Cl so that magnet P2 becomes re
20 leased. When magnet P2 is released the signal
S is caused to operate and continues to operate
until the train clears section B|--C|. When the
train enters section Cl-Dl, the magnet P3 of
the interlocking relay K becomes released but,
due to the interlocking feature of this relay, con
tact 418 will not become closed so that signal S
will not operate. When the train clears section
C!-—Dl, the magnet P3 again becomes energized
and relay Qil also again becomes energized.
If, when the train clears section C|—Dl, the
magnet P3 fails to assume its picked-up condi
tion, then, when the train passes over track in
strument L6 so that relay Q4 becomes released,
a pick-up circuit for magnet P3 becomes momen
35 tarily closed when contact ‘ll of instrument L13
301
recloses as the train clears the instrument L4.
The slow pick-up characteristic of relay Q4
maintains this pick-up circuit closed until relay
Qli becomes picked up so that magnet P3 will be
energized momentarily which in turn will release
the interlocking pawl of relay K. When the
interlocking pawl is released, magnet P3 will be
permitted to drop to its full released condition
2. In combination, a stretch of railway track
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
highway, a track circuit included in said stretch 2O.
and having a track relay,~directional means for
causing the operation of said signal when said
track relay is released by a train approaching
the intersection in said track circuit but for
preventing the operation of said signal when said 25
track relay is released by a train receding from
the intersection in said track circuit, a device re
sponsive to the presence of a train at a point
adjacent said track circuit but remote from the
intersection, and means controlled by said device 30
for rendering said directional means ineffective
to prevent the operation of said signal if said
track relay remains released after a receding
train vacates said track circuit.
3. In combination, a stretch of railway track 35,
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
highway, an interlocking relay for controlling
said signal, a track circuit adjacent the intersec
tion normally effective to energize said interlock
ing relay, a train operated device responsive to
the presence of a train at a point adjacent said
the operation of the signal S as a warning that
the magnet P3 did not return to its picked-up
track circuit but remote from the intersection,
and means controlled by said train operated de
vice for at times energizing said interlocking
relay when a train is receding‘ from the inter
condition after the passage of the train.
section.
so that back contact 48 becomes closed to cause
While in Figs. 2, 3, 4, and 5, I have described
the operation of the apparatus illustrated
50 therein for trains moving in one direction only
it is understood that the apparatus in these
views operates in substantially the same manner
for trains moving in the opposite direction.
The apparatus embodying my invention,
therefore, provides a simple and reliable means
for operating a highway crossing signal in which
normal operation of the signal is provided for
an approaching train and in which operation of
the signal is also provided in the event of failure
601 of the track circuit apparatus controllng the
signal to assume its normal condition after the
passage of such train receding from the crossing.
in other words, the integrity of the track circuit
apparatus controlling the signal is checked each
time a train moves over such apparatus.
Although I have herein shown and described
only a few forms of apparatus embodying my
invention, it is understood that various changes
and modi?cations may be made therein within
the scope of the appended claims without de
parting from the spirit and scope of my
invention.
Having thus described my invention, what I
claim is:
1. In combination, a stretch of railway track
1
4. In combination, a stretch of railway track
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said 50
highway, an interlocking relay for controlling
said signal, a track circuit adjacent the intersec
tion normally effective to energize said interlock
ing relay, a track instrument responsive to the
presence of a train at a point adjacent said track
circuit but remote from the intersection, and
means controlled by said track instrument for at
times energizing said interlocking relay when a
rain is receding from the crossing.
5. In combination, a stretch of railway track 60
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
highway, an interlocking relay for controlling
said signal, a track circuit adjacent the intersec
tion normally effective to energize said interlock 65
ing relay, other track circuit apparatus responsive
to the presence of a train in a section adjacent
said track circuit but remote from the intersec
tion, and means controlled jointly by said inter
locking relay and by said other track circuit appa 70
ratus for at times energizing said interlocking
relay when a train is receding from the crossing.
6. In combination, a stretch of railway track
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
8
2,124,046
highway, apparatus for at times controlling said
signal, means for placing said signal under con
trol by said apparatus when a train is occupying
apparatus responsive to the presence of a train
in another zone more remote from the intersec
tion, and means controlled by said track circuit
a zone adjacent the intersection and is approach
apparatus for at times initiating the operation of
ing the intersection but for removing said signal
said signal when a receding train departs from
from control by said apparatus when a train is
occupying such zone and is receding from the
intersection, a train operated device responsive to
the presence of a‘train in a zone remote from the
such certain zone.
10 intersection, and means controlled by said train
operated device for at times restoring said signal
to control by said apparatus when a receding
train vacates such remote zone.
'7. In combination, a stretch of railway track
15 intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
highway, apparatus for at times controlling said
signal, means for placing said signal under con
trol by said apparatus when a train is occupying
20 a zone adjacent the intersection and is approach
ing the intersection but for removing said signal
from control by said apparatus when a train is
occupying such zone and is receding from the
intersection, track circuit means responsive to the
presence of a train in a zone remote from the
intersection, and means controlled by said track
circuit means for at times restoring said signal to
control by said apparatus when a receding train
departs from such remote zone.
8. In combination, a stretch of railway track
30
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
highway, apparatus for at times controlling said
signal, means for placing said signal under control
35 by said apparatus when a train is occupying a
zone adjacent the intersection and is approaching
the intersection but for removing said signal from
control by said apparatus when a train is'occupy
ing such zone and is receding from the intersec
40 tion, track instrument means responsive to the
presence of a train in a zone remote from the
intersection, and means controlled by said track
instrument means for at times restoring said
signal to control by said apparatus when a reced
45 ing train departs from such remote zone.
9. In combination, a stretch of railway track
intersected by a highway, a highway crossing
signal at the intersection of said stretch and said
highway, a track circuit included in said stretch
50 and having a track relay, directional means in
cluding said track relay and having a normal
condition but operable to a different condition to
cause the operation of said signal when a train is
approaching the intersection in said track circuit
55 and to another condition to prevent the operation
of said signal when a train is receding from the
intersection in said track circuit, a train operated
device operable when such receding train departs
from a zone adjacent said track circuit but remote
60 from the intersection, and means effective to cause
said signal to operate if said directional means is
in such other condition when said device is oper
ated but ineffective to cause said signal to operate
if said directional means is in its normal condition
65 when said device is operated.
,
10. In combination, a stretch of railway track,
a highway crossing signal at the intersection of
said stretch and said highway, means for initiat
ing the operatiton of said signal when a certain
70 zone adjacent the intersection is occupied by a
train approaching the intersection effective at one
point or another depending upon the speed of the
train, means for preventing the operation of said
signal when such certain zone is occupied by a
75 train receding from the intersection, track circuit
11. In combination, a stretch of railway track
intersected by a highway, a ?rst and a second and
a third section included in said stretch and each
having a track relay, a highway crossing signal 10
at the intersection of said stretch and said high
way, a signal control relay controlled in part by
the track relays for the second and third section,
a timing device controlled by the track relays for
the ?rst and second sections for causing the sig»
nal control relay to initiate the operation of said
signal when an approaching train enters said sec
ond or said third section depending upon the
speed of the train, a directional stick relay con
trolled by the track relays for the ?rst and sec
ond sections for preventing the signal control re
lay from operating said signal when a receding
train occupies the second, and third sections,
means for causing said signal control relay to
operate said signal if the track relay for the third
section is released when such receding train de
parts from the second section, and means for
causing said signal control relay to operate said
signal if the track relay for the second section is
released when such receding train departs from
the third section.
12. In combination, three successive sections
15
20
25
30
of railway track, a highway intersecting said
track adjacent the isolated end of the third sec
tion, a track circuit including a track relay for 35
each section, a signal control relay controlled at
times by the track relays for the second and third
sections, another relay controlled in part by the
track relay for the ?rst section and effective to
remove the signal control relay from control by 40
the track relays for the second and third sections
when the associated sections are occupied by a
train receding from the crossing but effective to
restore said signal control relay to control by the
track relays for the second and third sections 45
when such receding train departs from these sec
tions, and a highway crossing signal controlled
by said signal control relay.
13. In combination, three successive sections
of railway track, a highway intersecting said 50
track adjacent the isolated end of the third sec
tion, a track circuit including a track relay for
each section, a ?rst repeating relay for the track
relay for the ?rst section, a second repeating re
lay for the track relay for the second section, a 55
stick relay, one pick-up circuit for said stick re
lay including a front contact of said ?rst repeat
ing relay and a front contact of the track relay
for the second section, a second pick-up circuit
for said stick relay including a back contact of 60
the track relay for the ?rst section and a back
contact of said second repeating relay as Well as
a front contact of the track relay for the second
section, a ?rst stick circuit for said stick relay
including its own front contact and a front con
65
tact of said ?rst repeating relay, a second stick
circuit for said stick relay including its own front
contact and a back contact of said second repeat
ing relay as well as a back contact of the track
relay for the ?rst section, a signal control relay 70
controlled in part by the track relays for the sec
ond and third sections and by said stick relay,
and a highway crossing signal controlled by said
signal control relay.
14. In combination, three successive sections of 75
2,124,046
railway track, a. highway intersecting‘ said track
adjacent the isolated end of the third! section, a
track circuit including a track relay for each
section, a slow pick-up relay controlled by the
track relays for the ?rst and second sections, a
stick relay controlled by the track relays for the
?rst and second sections, a signal control relay
controlled by the track relays for‘ the second and
third sections as well as by said slow pick-up re
lay and said stick relay, and a highway crossing
signal controlled by said signal control relay.
15. In combination, three successive sections of
railway track, a highway intersecting said track
adjacent the isolated end of the third section, a
15 track circuit including a track, relay for each
and. closed only for trains receding from the in
tersection, a normally closed contact operated’ by
the non-directional instrument and opened by
trains moving in either direction, a stick relay,
a pick-up circuit for said stick relay including a
front contact of the track relay, a ?rst stick cir
cuit for said stick relay including its own front
contact and said normally open contact, a second
stick circuit for said stick relay including its own
front contact and said normally closed'contact, 10
and a highway crossing signal controlled jointly
by said stick relay and said track relay.
20. In combination, a stretch of railway track
including an intersection with a highway, a high
way crossing signal located at said intersection, 15
section, a ?rst and a second slow pick-up slow
release relay for the ?rst and second sections re
a track instrument normally in one condition but
operable to a different condition when a train
spectively, a stick relay controlled by the track
approaching said intersection passes a point re
mote from the intersection, means for initiating
the operation of said signal when such train en 20
relays for the ?rst and second sections as well as
20 by said first and second slow pick-up slow release
relays, and a highway crossing signal controlled
by the track relays for the second and third sec
tions as well as by said stick relay.
16. In combination, three successive sections of
25 railway track, a highway intersecting said track
at the adjacent ends of the second and third sec
tions, a track relay for each section, a slow re
lease relay controlled by the track relay for the
?rst section, a stick relay controlled by the track
30 relays for the second and third sections, a signal
control relay, a pick-up circuit for said signal
control relay including a front contact of said
slow release relay and a front contact of the track
relay for the second section, a ?rst stick circuit
35 'for said signal control relay including its own
front contact and a front contact of said slow
release relay, a second stick circuit for said sig
nal control relay including its own front contact
and a back contact of the track relay for the ?rst
40 section as well as a back contact of said stick
relay, and a highway crossing signal controlled by
said signal controlrelay.
17; In combination, a section of railway track,
a highway intersecting said track adjacent one
end of said section, a track circuit including a
track relay for said section, an auxiliary circuit
for said track relay, a directional track instru
ment adjacent the other end of said section and
operable only by a train receding from the inter
50
.9
section, means for at times energizing said aux
iliary circuit when said directional track instru
ment is operated, and a highway crossing signal
controlled by said track relay.
18. In combination, a section of railway track,
a highway intersecting said track adjacent one
end of said section, a track circuit including a
.track relay for said section, an auxiliary circuit
for said track relay, a slow pick-up relay, means
for initiating the operation of said slow pick~up
(30 relay when a train receding from the intersec
tion departs from a zone adjacent the other end
of said section, and means effective before said
ters: a certain zone extending from said remote
point to the intersection provided said track in
strument is then in such different condition, and
means 'eifective thereafter to continue the op
eration of said signal as long as such train occu 25
pies said zone.
21. In combination, a section of railway track
including an intersection with a highway adja
cent one end of said section, a track circuit in
cluding a track relay for said section, a highway 30
crossing signal at the intersection governed by
said track relay, another relay operable by a train
in a zone adjacent the other end of said section,
and an auxiliary‘ circuit including directional
means for at times energizing said track relay 35
when said other relay is operated.
22. In combination, a section of railway track
including an‘ intersection with a highway adja
cent one end of said section, a track circuit in~
cluding a track relay for said section, a highway 40
crossing signal at the intersection governed by
said track relay, another relay operable by a train
in a zone adjacent the other end of said section,
an auxiliary circuit, a source of energy, and di
rectional means included in said auxiliary cir
cuit for at times connecting said source of en
45
ergy to said track relay when said other relay
is operated.
23. In combination, a section of railway track
including an intersection with a highway adja 50
cent one end of said section, a track circuit in~
cluding an interlocking relay for said section, a
highway crossing signal governed by said inter
locking relay, another relay which becomes de
energized when a train receding from the inter 55
section occupies a zone adjacent the other end
of said section, and an auxiliary circuit for said
interlocking relay including a back contact of
said other relay.
24. In combination, a section of railway track 60
including an intersection with a highway adja
cent one end of said section, a track circuit in
slow pick-up relay completes its operation to en
cluding an interlocking relay for said section,
ergize at times said auxiliary circuit, and a high
way crossing signal controlled by said track re
a highway crossing signal governed by said in
terlocking relay, another relay which becomes de
lay.
energized when a train receding from the inter
section occupies a zone adjacent the other end
of said section, and an auxiliary circuit for said
interlocking relay including its own front con
tact and a back contact of said other relay.
70
25. In combination, a section of railway track
including an intersection with a highway adja
cent one end of said section, a track circuit in
cluding an interlocking relay for said section, a
highway crossing signal governed by said inter 75
19. In combination, a section of railway track
including a track circuit having a track relay,
a highway intersecting said track adjacent one
end of said section, a non-directional track in
strument located adjacent the other end of said
section, a directional track instrument located
between such other end of said section and said
non-directional instrument, a normally open con
75 tact operated by the directional track instrument
65
10
2,124,046
looking relay, another relay, a circuit for ener
gizing said other relay controlled by traf?c con
ditions in a zone adjacent the other end of said
section, another circuit for energizing said other
relay including a front contact of said interlock
ing relay, and means governed by said other re
lay for at times controlling said interlocking re
lay.
26. In combination, a stretch of railway track
10 including an intersection with a highway, a ?rst
track section and a second track section included
lease of said signal control relay when said second
track relay becomes released by'a train receding
from said intersection, and means governed by
said ?rst track relay effective to release said sig
nal control relay when a train receding from said 5
intersection vacates said ?rst section provided
said second track relay failed to become picked
up when such receding train vacated said second
section.
28. In combination, a stretch of railway track
including an intersection with a highway, a ?rst
in said stretch and successively occupied when
track section and a second track section included
a train is approaching said intersection, a track
circuit for each section including a ?rst track
35 relay and a second track relay respectively, a
in said stretch and successively occupied when
?rst auxiliary relay which becomes energized or
deenergized according as said ?rst track relay is
picked up or released, a second auxiliary relay
which at times becomes released when said sec
20 ond track relay is released, a signal control relay,
a pickup circuit for said signal control relay in
cluding a front contact of said ?rst auxiliary re
lay and a front contact of said second track
relay, a stick circuit for said ‘signal control relay
25 including a front contact of said ?rst auxiliary
relay, another stick circuit for said signal control
relay including a back contact of said second
auxiliary relay as Well as a back contact of said
?rst track relay, and a highway crossing signal
30 governed by said signal control relay.
2'7. In combination, a stretch of railway track
including an intersection with a highway, a ?rst
track section and a second track section included
in said stretch and successively occupied when a
35 train is approaching said intersection, a ?rst
track relay and a second track relay for said
?rst and second sections respectively, a signal
control relay, a highway crossing signal which
is caused to operate when both said signal control
40 relay and said second track relay are released,
means effective to release said signal control re
lay when either said ?rst track relay or said sec
ond track relay is released by a train approaching
said intersection but eifective to prevent the re
a train is approaching said intersection, a ?rst
track relay and a second track relay for said ?rst 15
and second sections respectively, a signal control
relay, a highway crossing signal which is caused
to operate when both said signal control relay
and said second track relay are released, means
e?ective to release said signal control relay when 20
either said ?rst track relay or said second track
relay is released by a train approaching said in
tersection but effective to prevent the release of
said signal control relay when said second track
relay becomes released by a train receding from 25
said intersection, and means including an aux
iliary relay controlled by said ?rst track relay
effective to release said signal control relay when
a train receding from said intersection vacates
said ?rst section provided said second track relay
failed to become picked up when such receding
train vacated said second section.
29. A track circuit for railroads comprising, a
track battery connected across the track rails
at one end of the track section, a relay in series 35
with said battery, a separate source of direct
current, and means for at times connecting said
separate source across the track rails at the other
end of the track section to act cumulatively with
said track battery to increase the current through
said relay and cause effective energization there
of.
EARL M. ALLEN.
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