close

Вход

Забыли?

вход по аккаунту

?

Патент USA US2129822

код для вставки
' > Sept. 13, 1938.
w, H, CLAUS '
2,129,822 ‘
APPARATUS FOR CONTROLLING HIGHWAY CROSSING SIGNALS
Original Filed March 5, 1956
.
.D
5,5
‘ 2 Sheets-Sheet l
H
’
1.5-»?
CR1
.__i
1
0.4
~
'
A
L,_r14’b
1511
.__i
_._,..F14b
._._.t'
10M"
?
11b #1512 I‘
+
12 1"
.__t
Q
.Fkgb
‘t
:15,‘
.
1
._..i
a i‘ a
156-; {,140 .1361 H413 15\ L144
1150
{151)
175“
1129.1. ‘
INVENTOR
William
‘
Claw’.
.
HIS
ATTORNEY
‘
Sept. 13, 1938.
2,129,822
w. H. CLAUS
APPARATUS FOR CONTROLLING HIGHWAY CROSSING SiGNALS
Original Filed March 3, 1956.
2 Sheets-Sheet 2
INVENTOR
William H laar.
BY
HIS
ATTORNEY
2,129,822
Patented Sept. 13, 1938
UNITED STATES PATENT OFFICE
2,129,822
APPARATUS FOR CONTROLLING HIGHWAY
CROSSING SIGNALS
William H. Claus, Downers Grove, 111., assignor to
The Union Switch & Signal Company, Swiss
vale, Pa., a corporation of Pennsylvania
Original application March 3, 1936, Serial No.
66,835. Divided and this application June 3,
1937, Serial No. 146, 237
6 Claims.
My invention relates to apparatus for con
trolling highway crossing signals.
(Cl. 246-130)
these conditions the contact ?ngers [0%, Ha, l2a,
and I3a each engage an associated ?xed contact
member Me to close front contacts lila—l4a,
Ila-491e, l2a—Ma, and I3a—-illa. When, how
pending application, Serial No. 66,835, ?led on
ever, the electromagnet A is deenergized, the UL
March 3, 1936, for Interlocking relays.
I shall describe one form of apparatus em- 4 armature 9a drops downwardly under the in
bodying my invention, and shall then point out ?uence of gravity, and except under certain condi
The present application is a division of my co
the novel features thereof in claims.
In the accompanying drawings, Fig. 1 is a dia
) grammatic view showing one form of apparatus
embodying my invention. Fig. 2 is a view, partly
diagrammatic and partly in isometric projec
tion, showing the mechanical construction of the
relay R1 shown in Fig. 1.
Similar reference characters refer to similar
parts in both views.
'
Referring ?rst to Fig. 1, the reference char
acters 32 and 33 designate the track rails of a
stretch S of railway track over which traf?c nor
imally moves in both directions. The rails 32
and 33 are divided, by means of insulated joints
34, to form three adjacent track sections D—E,
E-F, and F-G, the middle section E—IF being
relatively short and being intersected by a high
way H.
Associated with the track sections D—E, E-F,
and F-G is a track relay R1 which, as best seen
in Fig. 2, comprises three electromagnets A, B,
and C mounted end for end on a top plate I of
suitable insulating material, such for example,
as a phenol condensation product. The electro
magnets A, B, and C are similar, and the corre
sponding parts of each are designated by the
same reference characters with the distinguish
vu ing exponents a, b, and 0 added ‘thereto. It is
believed, therefore, that a description of one
electromagnet will suffice for all. Referring par
ticularly to the electromagnet A, this electro
magnet comprises two parallel cores 2a connected
vtogether at their upper ends by a back-strap 3a,
and provided at their lower ends with enlarged
pole pieces 48» located on the underside of the top
plate I.
The cores 2a each carry a winding or
coil 5%, which windings are intended to be con
nected in series in the usual and well-known
manner.
A non-magnetizable bracket 6“ is attached to
the rear sides of the pole pieces 4*‘, and pivotally
supported on trunnion screws ‘l8L mounted in de
) pending lugs 8a provided on the ends of the
bracket 6a is a tractive armature 98L which carries
a plurality of contact ?ngers Illa, Ha, He, and
)
Be. When the electromagnet A is energized, the
armature 9a is drawn upwardly to the position in
which it is shown in the drawings, and under
tions which will be described hereinafter, the con
tact ?ngers lee, Ha, 82a, and we then each en
gage an associated ?xed contact member [5a to
close back contacts I0a—l5@~, Ila-45a, l2a--l5a,
and Mia-45a.
The contact ?ngers Illa lie, l2a,
and we are secured to the armature 9a by means
of insulating supports His, and it will be ap
parent, therefore, thatthese contact ?ngers are 15
insulated from the armature and from each other.
The electromagnets l3 and C control armatures
9b and 9°, respectively, which armatures are piv
otally supported in a manner similar to the arma
ture 9e, andeach of which carries contact ?ngers 20
which cooperate with ?xed front and back con
tact members to close front and back contacts in
the same manner that the contact ?ngers Illa,
Ila, I22, and I32L carried by the armature 95* co?
operate with ?xed front contact members Ill‘1 and 25
back contact members I 5‘L to close front and back
contacts.
The armatures 9a and 9b are interlocked by in
terlocking mechanism comprising two arms 361
and 3l1 which are attached, respectively, to these 30
armatures, and which cooperate with a locking
dog I11 pivotally mounted on a shaft I81. The
dog I'll ‘is provided, with a horizontal arm I91 and
a vertical arm 261, and is biased to rotate, in a,
counterclockwise direction, to an inoperative, 35
position in (which the vertical arm 201 engages a
stop arm 3811, by a counterweight M1 which is
secured to the outer end of the horizontal arm N31.
The inner end of the arm I91 is provided with an
upstanding projection 221 which cooperates with
40
a resilient strip 231 attached to the interlocking
arm‘ 3|1. When the armature 9b is released and
drops, the ?exible strip 231 engages the projection
221 of the horizontal arm I91 of the dog ill shortly
after the armature passes its mid-stroke position, 45
and during the remainder of the downward stroke
of the armature, the dog I'll is rotated in a clock
wise direction, in opposition to the bias exerted by
the counterweight 2 II, to an operative position in
which thevupper end of the vertical arm 261 is in 50
the path of downward movement of an offset por
tion 241 forming a part of the arm 301. If arma
ture 9a is then released, the downward move
ment of this armature will be limited‘ by en
gagement of the offset portion 241 with the upper
2
end of the vertical arm 201.
2,129,822
The parts are so
proportioned that when the oifset portion 241 en
gages the vertical arm 201 in this manner, the
armature 9a will be held at approximately its
mid-stroke position, and both the front and back
contacts controlled by the armature 9a will then
be open. Furthermore, when the offset portion
241 engages the vertical arm 201 in this manner,
a tip 251 formed on the end of a retaining spring
10 261 attached to the arm 301 extends downwardly
past the outer edge of the upper end of the ver
tical arm 201, thus holding the dog in place
into the path of movement of the associated off
set portion 241 or 242 and past the tips 251 and 252
of the retaining springs 261 and 262.
It will be seen that with a relay constructed
in the manner described, if either electromagnet
A or electromagnet C becomes deenergized before
electromagnet B, the armature 9a or the arma
ture 9°, as the case may be, will drop to its lower
most position in which the associated back con
tacts are closed, but that, if either electromagnet
A or electromagnet C becomes deenergized sub
sequently to electromagnet B, the armature 9a or
the armature 9°, as the case may be, will be pre
insuring that armature 9a cannot move to the _ vented from dropping past the position in which
15 position in which it back contacts are closed.
the associated front and back contacts are all 1
When electromagnets A and B again both become open.
energized, so that the armatures 9a and 9b are
Referring now again to Fig. 1, section D-E is
both moved to their upper positions, the counter
provided with a track circuit comprising a battery
weight 2l1 returns the dog H1 to its inoperative 35, connected across the rails adjacent the end of
position against the stop rod 381, in which posi
the section which is farthest away from the high
tion the vertical arm 201 is out of the path of way H, and the magnet C of interlocking relay R1
movement of the offset portion 241. If armature connected across the rails, at the end nearest the
9a is released and drops before armature 9b, highway H, in series with front contact “lb-Mb
the offset portion 241 will move downwardly past of relay R1. Section F~G is provided with a sim
the upper end of the arm 201 of the dog I'll, but ilar circuit which includes a battery 36, the rails
the tip 251 of the retaining spring 261 will en
of the section, magnet A of relay R1, and front
gage the upper end of the arm 201. The retain
contact I lb—l 4b of relay R1. Section E—F is pro
ing spring 261, however, is very ?exible, and it vided with a track circuit which includes a bat—
will be apparent, therefore, that it will offer very tery 31 connected across the rails at one end of the
little resistance to the downward movement of section, and the magnet B of relay R1 connected
the armature 9%, so that the armature will close across the rails at the other end of the section.
its back contacts under these conditions with sub
A signal L which, as here shown, is an electric
stantially the same contact pressure as would be
bell, is located adjacent the intersection of the
the case if the interlocking arm 301 were not at
highway H and the stretch S, and this signal is
tached to the armature.
provided with a circuit which includes a battery J
The armatures 9° and 9b are interlocked by in
and back contacts Bil-l5“, l3b—l5b, and I3°-—I5°
terlocking mechanism which is similar in all re
of relay R1 connected in parallel. It will be ap
spects to, and which operates in the same manner parent, therefore, that when all of the back con
as, that just described for interlocking the arma
tacts l3ai—l5a, |3b-—l5b, and l3°—l5° are open, the
tures 9a and 9b. The various parts of the mecha
bell L will be silent, but that, when any one of
nism for interlocking the armatures 9c and 9b are these contacts is closed, the bell L will ring.
designated by the same reference characters as
The operation of the apparatus shown in Fig. 1
the corresponding parts of the mechanisms for as a whole is as follows: When a train moving
interlocking the armatures Qa and 91’, but with the from right to left enters section F-G, the train
45 exponent 2 added, and it is believed, therefore,
shunt will cause magnet A to become deenergized,
that a detailed description of the mechanism for and back contact I3=‘~—I5a of relay R1 will there
interlocking the armatures 9° and 9b is unneces
fore become closed and will cause bell L to start
sary.
to ring. When the train enters section E-F,
It should be pointed out that the dogs I11 and magnet B will become deenergized and will cause
. I‘!2 are very light in weight and are loosely pivoted
the front contacts of relay R1 controlled by this
on the associated shafts I81 and I82, so that the magnet to open and the back contacts controlled
force required to drive these dogs is small. The by this magnet to become closed. The opening of
?exible strips 231 and 232 need only be sti? enough front-contact i |l?—l4b will interrupt the circuit
to drive the dogs I11 and I‘!2 without causing de
for magnet A, and will thus cause magnet A to re
55 ?ection of the strips, and it will be apparent,
main deenergized as long as magnet B remains
therefore, that'these strips may be constructed to deenergized. The opening of front contact
bend under su?iciently small pressures so that
Nib-Mb will interrupt the circuit for magnet C,
they will not prevent the armature 9*’ from closing and will thus cause magnet C to also become de
its back contacts even though one of the dogs I11 energized. The energization of this latter magnet
60 or H2 is prevented from rotating to its full opera
will cause the front contacts of relay R1 con
tive position due to the armature 9b or the arma
trolled thereby to open, but the back contacts con
ture 9° having previously been released. If de
trolled thereby will remain open due to the inter
sired, back-stops 281 and 282 of rigid material may locking mechanism. The closing of back contact
be provided to determine accurately the position l3b--l5b will close the circuit for bell L at this
65 at which the strips 231 and 232 will engage the Contact, but since the circuit for bell L is already
associated dogs I11 and I‘!2 during the downward closed at back contact l3a—l5a, the closing of
stroke of the armature 91’. Furthermore, top
back contact |3b—-|5b will have no eifect of the
stops 291 and 292 may also be provided with clear
remainder of the apparatus. As the train con
ance above the strips, so that if some unusual re
tinues to traverse the stretch S, no further change
70 sistance to the movement of the dogs should de
in the apparatus will take place untilthe rear end
velop that would cause abnormal de?ection of the of the train clears section E-—F. When this hap
strips 231 and 232, the associated topstop 291 or pens, magnet B will become energized and will
292 would engage the strips and would limit the cause the back contacts controlled thereby to
amount of de?ection of the strips so that the open and the front contacts controlled thereby to
75 ._ corresponding locking dog would still be driven close. The closing of front contact lib-44b will
underneath the o?‘set portion 241, and thereby
2,129,822
restore the circuit for magnet A, while the closing
of front contact NFL-l4b will restore the circuit
for magnet C. Magnet A will then pick up and
open its back contacts and close its front contacts,
but magnet 10 will remain deenergized due to the
train shunt. When back contact I3a-—l5a opens,
back contacts i3b-—|5b and l3°--l5° will both be
open, and as a result, the circuit for bell L will
become interrupted, so that the bell will stop
ringing. When the train departs from section
D-E, magnet C will become energized and will
cause the front contacts controlled thereby to
become closed.
All parts of the apparatus will
then be restored to the positions in which they are
shown in the drawings.
When a train traverses the stretch S from left
to right, the operation of the apparatus is similar
to that just described, and it is believed that this
operation will be apparent from the foregoing de
scription and from an inspection of the drawings
without further detailed description.
It will be seen from the foregoing that a train
approaching the crossing H in either direction
will cause the bell L to start ringing as soon as
the train enters either section D-E or F—~G,
and the bell will continue to ring until the train
has completely passed section E—F.
It will be noted that as shown in the drawings
the magnets A and C are slow releasing magnets.
The reason for making these magnets slow re
leasing is to insure that the armatures controlled
by these magnets will not drop quickly enough
to cause the interlocking apparatus to fail to
function when either of these magnets becomes
deenergized due to the previous deenergization
of magnet B. The relay will, however, usually
function in the proper manner when the mag
nets A and C are of the ordinary acting type.
It should also be noted that since the .deener
gization of magnet B causes the circuits for both
magnets A and C to become interrupted, back
contact |.'-l'r*—l52L or back contact I3°-l5° will
always be closed when contact l3‘°—l5b is closed,
and as a result, the bell L will function in the
manner described Whether or not contact I3b-—I 5b
is included in the circuit for bell L, the only
reason for including this contact in the circuit for
bell L being to provide an additional degree of
protection against improper operation of the
apparatus.
One advantage of controlling a highway cross
ing signal in the manner described above is that
the directional selection for cutting off the oper
ation of the highway crossing signal is made at
the crossing proper, thus eliminating circuit
lockouts due to train movements in sections D-—E
and F-G. This is particularly desirable where
a switch is located in either section D-—E or sec
tion F—G, since the reversal of the switch while
a train is in the other section, or the entry of a
train into the other section while the switch is
reversed, will not prevent a warning from being
given at the crossing as long as the train has
not proceeded past the crossing to the position
in which it clears section E—F.
Although I have herein shown and described
only one form of apparatus embodying my inven
tion, 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, a stretch of railway track
divided into ?rst, second, and third’ consecutive
3
track sections, a highway intersecting said second
section, an interlocking relay comprising ?rst,
second, and third armatures controlled by ?rst,
second, and third electromagnets, respectively,
said armatures being interlocked in such manner
that movement of said second armature away
from said second electromagnet restricts the sub
sequent movement of said ?rst and third arma
tures away from said ?rst and third electro
magnets, a source of track circuit current con
10
nected with each of said track sections, means
for connecting said second magnet with said sec
ond section, means for connecting said ?rst and
third magnets with said ?rst and third sections
when and only when said second magnet is ener 15
gized, and a highway crossing signal located ad
jacent the intersection of said highway and said
stretch and controlled by said interlocking relay.
2. In combination, a stretch of railway track
divided into ?rst, second, and third consecutive 20
track sections, a highway intersecting said sec
ond section, an interlocking relay comprising
?rst, second, and third armatures controlled by
?rst, second, and third electromagnets, respec
tively, said armatures being interlocked in such 25
manner that movement of said second armature
away from said second electromagnet restricts
the subsequent movement of said ?rst and third
armatures away from said ?rst and third electro
magnets; a source of track circuit current con
nected with each of said track sections, means
for connecting said second magnet with said
second section, means for connecting said ?rst
and third magnets with said ?rst and third sec
tions when and only when said second magnet 35
is energized, a highway crossing signal located
adjacent the intersection of said highway and
said stretch, and a circuit for said signal includ
ing a back contact controlled by said ?rst arma
ture connected in multiple with a back contact 40
controlled by said third armature.
3. In combination, a stretch of railway track
divided into ?rst, second, and third consecutive
track sections, a highway intersecting said second
section; an interlocking relay comprising ?rst, 45
second, and third armatures movable toward and
away from ?rst, second, and third electromagnets,
respectively, and each provided with front con
tacts which are closed when and only When such
armature is moved toward its associated electro
magnet and with back contacts which are closed
when and only when such armature is moved
its full stroke away from its associated electro
magnet, said ?rst and third armatures being
mechanically interconnected with said second 55
armature in such manner that said ?rst and
third armatures are prevented from moving their
full strokes away from the associated electromag
nets if said second armature is ?rst moved away
from said second electromagnet, a track circuit 60
for said ?rst section including said ?rst magnet
and a front contact controlled by said second
magnet, a track circuit for said second section
including said second magnet, a track circuit for
said third section including said third magnet 65
and a front contact controlled by said second
magnet, and a highway crossing signal located
adjacent the intersection of said highway and
said stretch controlled by back contacts of said
magnets.
70
4. In combination, a stretch of railway track
divided into ?rst, second, and third consecutive
track sections, a highway intersecting said second
section; an interlocking relay comprising ?rst,
second, and third armatures movable toward and 75
4-
an:
2,129,822
away from ?rst, second, and third electromag
a track circuit for said second section including
nets, fespectivelyQand each provided with front
contacts which are closed when such’ armature
is moved toward its associated electromagnet and
said second magnet, a track circuit for said third
section including said third magnet and a front
with back contacts which are closed when and
only when such armature is moved its full stroke
away from its associated electromagnet, said ?rst
and third armatures being mechanically inter
connected with said second armature in such
10 manner that said ?rst and third armatures are
prevented from moving their full strokes away
from the associated electromagnets if said second
armature is ?rst moved away from said second
electromagnet, a track circuit for said ?rst sec
15 tion including said ?rst magnet and a front con
tact controlled by said second magnet, a track
circuit for said second section including said sec
ond magnet, a track circuit for said third section
including said third magnet and a front contact
20 controlled by said second magnet, a highway
contact controlled by said second magnet, a high
way crossing signal located adjacent the inter
section of said highway and said stretch, and
an energizing circuit for said signal including a
back contact of said ?rst armature connected
in multiple with a back contact of said third
armature and a back contact of said second .
armature.
6. In combination with a stretch of railway
track which is crossed by a highway and divided
into three consecutive sections the central of
which includes the length of track which said j
crossing embraces; a protective signal associated
with said crossing; an interlocking relay compris
ing three electromagnets, an armature which
moves towards each of said magnets when the
magnet is energized and away therefrom when
crossing signal located adjacent the intersection
the magnet is deenergized, interlocking means
of said highway and said stretch, and an ener
gizing circuit for said signal including a back
contact controlled by said first armature con
25 nected in multiple with a back contact controlled
which prevent the ?rst and third of said arma
tures from moving their full strokes away from
the first and third of said magnets if the second
armature is ?rst moved away from the second
magnet, a back contact operated by said ?rst
by said third armature.
5. In combination, a stretch of railway track
divided into ?rst, second, and third consecu
tive track sections, a highway intersecting said
second section; an interlocking relay comprising
?rst, second, and third armatures movable to
ward and away from ?rst, second, and third
electromagnets, respectively, and each provided
with front contacts which are closed when such
35 armature is moved toward its associated electro
magnet and with back contacts which are closed
when and only when such armature is moved its
full stroke away from its associated electromag
net, said ?rst and third armatures being mechan
ically interconnected wth said second armature
in such manner that said ?rst and third arma
tures are prevented from moving their full strokes
away from the associated electromagnets if said
second armature is ?rst moved away from said
_ second electromagnet, a track circuit for said
?rst section including said ?rst magnet and a
front contact controlled by said second magnet,
armature, a back contact‘ operated by said third
armature, and two front contacts operated by
said second armature; means for supplying track
circuit energy to the rails of each of said sections;
a circuit through which the second magnet of said ‘
relay is at all times connected to the rails of
said central track section; a circuit including one
of said front contacts of the relay through which
said ?rst magnet of the relay is connected to the
rails of one of said two remaining track sec
tions only when said second winding is energized;
a circuit including the other of said front con
tacts through which said third magnet of the
relay is connected to the rails of the third track
section also only when said second winding is
energized; and a circuit including said two back
contacts of the relay through which said cross
ing signal is supplied with operating energy
whenever either of said ?rst and third armatures 4
of the relay is fully released.
WILLIAM H. CLAUS.
Документ
Категория
Без категории
Просмотров
0
Размер файла
745 Кб
Теги
1/--страниц
Пожаловаться на содержимое документа