US1726098A - Controlling apparatus for highway-crossing signals - Google Patents

Description

Aug. 1929- c. A. BROOKS 1,726,098

CONTROLLING APPARATUS FOR HIGHWAY CROSSING SIGNALS Filed April 17. 1928 2 Sheets-Sheet. 1

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Aug. 27, 1929. c, BROOKS 1,726,098

I CONTROLLING APPARATUS FOR HIGHWAY CROSSING sIGNALs Filed April 17, 1928 2 Sheets-Sheet 2 Fig.5.

2 Fig.2.

INVENTORI Cfi- Brno/ Patented Aug. 27, 1929.

STATS CHARLES A. BROOKS, 0F SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNEQN "rear Pr ce.

SWITCH d: SIGNAL COMPANY, 0F SXVISSVALE, PENNSYLVANIA, A CORPOEATIGN 01 PENNSYLVANIA.

CONTROLLING APPARATUS FOR I-IIGHW'AY-CROSSING' SIGNALS.

Application filed April 17, 1923.

My invention relates to controlling apparatus for highway crossing signals, that is, to means for the control of signals which are placed at intersections of railways and highways for the purpose of warning users of the highway when a train is approaching a crossing.

One feature of my invention is the provision of a polarized relay in place of the interlocking relay ordinarily used in such apparatus.

1 will describe three forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view illustrating one form of apparatus embodying my invention as applied to a crossing bell. Fig. 2 is a View showing a modified form of the apparatus of 1 applied to an automatic iiagman of the wig-wag type and also embodying my invention. Fig. 3 is a view showing another modified form of the apparatus of Fig. 1 applied to a flashing light signal and also embodying my invention.

Similar reference characters refer to simi lar parts in each of the three views.

Referring first to Fig. 1, reference characters 1 and 1 designate the track rails of a stretch of railway track intersecting a highway H. Insulated joints 2 divide the track rails 1 and 1 into two insulated track sections A-B and B-C, the junction B being located at or near the highway crossing H. A signal S, of the crossing bell type, is placed adjacent to the highway.

Current is supplied to each track section A-B and B-C by a battery 3 which is connected in series with the usual impedance device 4. Track relays R and R are located at the junction 13 of the two track sections A-B and B-C, the operating coils of these relays being connected across the rails of the two sections respectively.

A signal relay R responsive to the polarity of current supplied to its winding, is located in the vicinity of hell S and is controlled by circuits through contacts of track relays R and R in series with contacts of said signal relay B A first pick-up circuit, of normal polarity, for signal relay R is from battery 5, through wire 25, contact 7 of relay R wire 27, contact 11 of relay R wire 40, contact 17 of relay R wire 38 wind- SeriaI No. 270,615.

ing of relay R and wire 37 to battery 5. A first stick circuit, of normal polarity, for signal relay B is from battery 5, through wires 25, 36 and 3 1, normal contact 20 19 of relay R wires 33 and 32, contact 9 of relay R wire'29, contact 15 of relay it wire 38, winding of relay R and wire 37 to battery 5. A portion of this circuit, consisting of wire 32 and contact 9, is in multiple with a path through wire 31 and contact 13 of relay R A second pick-up circuit supplies current to signal relay R in reverse direction to that of the first or normal circuit. This sec ond pick-up circuit is from battery 6,

through wire 37, winding of relay R wire 38, contact 16 of relay R wire 15, contact 8 of relay Ri wire 28, contact 12 of relay R", and wires 42 and 26 to battery 6. A second stick circuit is of the same polarity as the second piclr-up circuit and is from battery 6, through wire 37, winding of relay R wire 38, contact 15, wire29, contact 13, wires 31 and 33, contact 19-21 of relay B and wires 41, 42 and 26 to battery 6. A portion of this second stick circuit, consisting of contact 13 and wire 31, is in multiple with a path through contact 9 and wire 32.

In addition to back contacts 16 and 17 of relay R which are included in the pick-up circuits thereof, and front contact 15 as well as normal contact 19-20 and reverse contact 19-21 which are included in the stick circuits thereof, relay R has a front contact 18, a normal contact 22-23, and a reverse contact 22-2-1 which contacts are included in the operating circuits of signal S.

One operating circuit for signal S includes batteries 5 and 6 in series with each other, and is from battery 5, through wires 25, 36 and 35, contacts 18 and 22-23, wire 46, contact 1 0 of relay R wire 14, bell S, and wires 43 and 26 to battery 6. A second operating circuit of signal S includes batteries 5 and 6 in series, and is from battery 5, through. wires25, 36 and 35, contacts 18 and 22-2 1, wire 39, contact-14L of relay R wires and 4A, bell S, and wires 43 and 26' to battery 6.

As shown in the drawing, all of the parts of the apparatus occupy the positions corresponding to the normal or unoccupied condition of the sections A-B and B-(). Contact-s 19-20 and 22-23 are shown closed as they would be if the last previous train had proceeded in the direction from A toward C.

In describing the operation of the apparatus in Fig. 1, I will first assume that an east bound train, that is, a train moving from A toward C, enters the stretch of track shown in the drawing. When the train enters the section AB, relay R becomes Clo-energized and closes its back contact 7 thereby completing the normal pick-up circuit of relay R through contact 11 of relay R and contact 17 of relay R Contact 17 then starts to open, but relay B is so constructed that contact 17 will not open until after contact has closed and completed the normal stick circuit through contacts 2019 and 9. Simultaneously with the closing of contact 15, contact 18 closes and completes the operating circuit of bell S through contacts 18, 22-23 and 10. Bell S thereupon starts to ring. when the train die-energizes relay R contact 13 drops and closes the path which is in multiple with that portion of the stick circuit which consists of wire 32 and contact 9. When the train leaves section AB, relay R again becomes energized and opens contact 10, thereby opening the operat' circuit of bell S which then stops ringin As the train continues toward point 0 after leaving section A-B, relay R continues energized by its normal stick circuit through contact 13 until the train moves out of section B-O.

The operation of the circuits for a westbound train is similar to that just described in connection with an eastbound train and will be readily understood from the drawing without further explanation.

Referring now to Fig. 2, in which an embodiment of my invention is shown in connection with an automatic flagman of the wig-wag type, track sections AB, B-C and signal relay R are the same as in Fig. 1. Signal S being of the wig-wag type, has a holding winding which, when energized, latches the pendulum in one extreme position in which the signal indicates clear. This winding, when (lo-energized, permits the operation of a motor which causes the pendulum to swing back and forth to give a warning indication. For the controlling circuits of said holding winding, front contacts 47 and 48 are provided in Fig. 2 instead of back contacts 10 and 14, respectively, of relays R and R in Fig. 1.

W hen sections A-B and B@ are unoccupied, a circuit for said holding winding of signal S will be closed through batteries 5 and 6 in series, wires 5%, 55 and 56, contact 47, wire 60, contact 48, wire 51, holding winding of signal S, and wires 50 and 26 to battery 6.

An eastbound train, entering section AB, tie-energizes relay R causing contact 47 to open and thus breaking the holding circuit of signal S Operating current is now supplied to the motor of signals by batteries 5 and 6 in series, through wires 54-. and 49, motor of signal S and wires 50 and 26 to battery 6. Signal S then begins to wig-wag to warn users of the highway that a train is approaching. When the train leaves section AB, relay R again becomes energized, closing contact 47 in a second holding circuit for signal S which is now completed through batteries 5 and 6 in series, wires 54, 55 and 56, contact 47, wires and 53, contacts 18 and 22-23, wires 52 and 51, holding winding of signal S, and wires 50 and 26 to battery 6 As soon as this holding circuit becomes closed, the automatic flagman ceases to wigwag.

The operation of the apparatus shown in Fig. 2 for westbound traffic is similar to that just described for the opposite direction and will be readily understood from the drawing. 7

Referring now to Fig. 3 in which an embodiment of my invention is shown in con nection with flashing light signals, track sections AB, BC, associated relays R and R and signal relay R are the same as in 1. To effect the operation of flashing light signals S and S a flasher relay F is provided in addition to the apparatus of Fig. 1.

Relay F is provided with two pick-up circuits, either of which, when closed, energizes alternately the operating coils of re lay F. The alternating of the energization of the two coils is accomplished by means of a contact operated by the relay itself, and which shunts the coils alternately, permitting, first, coil 62 to be energized while coil 61 1s de-energized, and then coil 61 to be energized while coil 62 is ole-energized. One pick-up circuit for relay F includes batten ms 5 and 6 in series, and is from battery 5, through wires 25, 36 and 35, contacts 18 and 22-23, wire 16, contact 10, wire 72, op erating coil 62 of relay F, contact 6365, and wires 75, 76, 4:1, 42, and 26 to battery 6. C o1l 62, upon becoming energized by this circuit, attracts armature M, thereby shiftmg the contacts of relay F to the reverse position. The path around coil 61 through contact 6365 and wire is thus opened and the current supplied to relay F is then shunted around coil 62 through the path including wires 7 3 andi l and contact 64-63 and energizes coil 61. A second pick-up circuit of relay F includes batteries 5 and 6 in series, and is from battery 5, through wires 25, 36 and 35, contacts 18 and 2224:, wire 39, contact 14-, wires 30 and 72, coil 62, contact 6365, and wires 75, 76, 4E1, 42, and 26 to battery 6. Y

The lamps of signal S and S are lighted by branch paths from the pickup circuits of relay F. One of these branch paths is from wire 72, through wires 73 and 77, contact 6668, wire 79, lamp L of signal S and wires 83 and 26 to battery 6. A second branch path is from wire 72, through wires 73 and 78, contact 69-71, Wire 80, lamp L of signal S and wires 84: and 26 to battery 6. A third branch path is from wire 72, through wires 73 and 77, contact 6667, wire 81, lamp L of signal S and wires 83 and 26 to battery 6. A fourth branch path is from wire 72, through wires 73 and 78, contact 6970, wire 82, lamp L of signal S and wires 84: and 26 to battery 6.

When an eastbound train enters section A-B, the first pick-up circuit of relay F becomes closed through contacts 18, 22-23 and 10 and coil 62. At the same time, lamps IF and If become lighted by the branch paths through contacts 69- 71 and 6668, respectively. Coil 62 then attract-saunature M and shifts the contacts of relay F to the reverse position, thereby opening the shunt path through contact 63-65 and wire 75, closing the path through wire 74 and contact ti l-63, opening the lighting circuits of lamps L and L and closing the lighting circuits of lamps L and L through contacts 6970 and 66-67, respectively. Coil 6-1 then attracts armature M and returns the contacts of relay F to their former position, thereby opening the lighting circuits of lamps L and L and closing. the lighting circuits of lamps L and L This alternate lighting of lamps L and L and lamps L and If continues until the train leaves section Al3, permitting relay R to lift contact 10 and so open the pick-up circuit of relay F and the lighting circuits of signals S and S The operation of the apparatus shown in Fig. 3 for westbound traffic is similar to that just described for the opposite direction and will be readily understood from the drawing.

Although I have herein shown and described only three forms of apparatus embodying my invention, it is understood that various changes and modifications 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, two adjacent sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including a track relay for each section, a signal relay responsive to the polarity of the current supplied to its winding, a pick-up circuit for said signal relay including a back contact of the track relay for the first track section and a front contact of the track relay for the second section as well as a back contact of the signal relay and said circuit including a source of current having normal polarity, a stick circuit for said signal relay including said normal source of current and a back contact of said first track relay or a back contact of said second track relay as well as a normal contact of the signal relay and a front contact of the signal relay, a second pick-up circuit for said signal relay including a back contact of the track relay for the second track section and a front contact of the track relay for the first section as well as a back contact of the signal relay and also including a source from which current flows through the signal relay in the reverse direction to that of the first pickup circuit, a second stick circuit for said signal relay including said reverse source of current and a back contact of said second track relay or a back contact of said first track relay as well as a reverse contact of the signal relay and a front contact of thesignal relay, a highway crossing signal, an operating circuit for said signal including a source of current and a front contact and a normal contact of said signal relay as well as a back contact of said first track relay, a second operating circuit for said signal including a source of current and a front contact and a reverse contact of said signal relay as well as a back contact of said second track relay.

2. In combination, two adjacent sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including a track relay for each section, a signal relay controlled by said track relays and responsive to the polarity of the current supplied to its winding and having back contacts which do not open until after its front contacts have closed, a highway crossing signal, and means including said signal relay for causing said signal to operate when either of said track relays is deenergized by a train in the one section moving toward the other section.

3. In combination, two adjacent sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including a track relay for each section, a signal relay controlled by said track relays and responsive to the polar ity of the current supplied to its winding, a stick circuit for said signal relay including a front and a normal contact thereof, a second stick circuit for said signal relay including a front and a reverse contact thereof, and a highway crossing signal controlled by said signal relay.

a. In combination, two adjacent sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including a track relay for each section, a signal relay controlled by said track relays and responsive to the polarity of the current supplied to its winding, a highway crossing signal, means including said signal relay for causing said signal to operate when the first track relay is de-energized by a train moving in one direction, and means including said signal relay for causing said signal to operate when the second track relay is de-energized by a train moving in the opposite direction.

5. In combination, two adjacent sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including a track relay for each section, a signal relay controlled by said track relays and responsive to the polarity of the current supplied to its winding, a hi hway crossing signal, means in cluding a normal contact of said signal re lay and a back contact of the first track relay to cause the signal to operate when a train is moving in one direction, and means including a reverse contact of said signal relay and a back contact of the second track relay to cause the signal to operate when a train is moving in the opposite direction.

6. In combination, two sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including a track relay for each section, a si nal relay responsive to the polarity of the current supplied to its winding, means for energizing said signal relay by current of normal polarity when the first track relay is de-energized by a train moving toward the second track section, means for keeping the signal relay so energized until said train has passed through said second section,

means for energizing said signal relay by current of reverse polarity when the second track relay is de-energized by a train moving toward the first track section, means for keeping the signal relay energized by current of reverse polarity until said train moving toward the first track section has passed through said first section, a highway crossing signal, and means including said signal relay for controlling said signal.

7. In combination, two sections of railway track, a highway intersecting said track adjacent the junction of said sections, a track circuit including atrack relay for each sec tion, a signal relay responsive to the polarity of the current supplied to its winding, means for energizing said signal relay by current of normal polarity when the first track relay is ole-energized by a train moving toward the second track section, means for keeping the signal relay so energized until said train has passed through said second section, means tor energizing said signal relay by current of reverse polarity when the second track relay is tie-energized by a train moving toward the first track section, means for keeping the signal relay energized by current of reverse polarity until said train moving toward the first track section has passed through said first section, a hi hway crossing bell, and means including said signal relay for controlling said bell.

In testimony whereof I aifiX my signature.

CHARLES A. BROOKS.

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