US1948694A - Control system - Google Patents

Description

Feb. 27, 1934. w. 1. BENDZ 1,948,694

CONTROL SYSTEM Filed July 30. 1961 mi l-mul INVENTOR WITNESSES:

' Waldemar I Benn z RMMM ATTOR'NEY determined zone.

Patented Feb. 27, 1934 UNITED STATES w en:

PA ENT orrica CONTROL SYSTEM Application July 30, 1931. Serial No. 554,135 Claims. (Cl.246--130) My invention relates, in general, to control systems and more particularly to systems for controlling the operation of railway grade-crossing gates.

An object of my invention, generally stated, is to provide a control system for railway-crossing gates which shall be safe and reliable in operation and which may be readily and economically manufactured and installed.

A more specific object of my invention is to provided for automatically raising and lower- *ing a railway-crossing gate as a train passes the crossing.

Another object of my invention is to provide "an automatic control system for a railwaycrossing gate which will permit the gate to be manually controlled, under predetermined conditiona Other objects of my invention will be described fully hereinafter or will be apparent to those skilled in the art.

According to my invention, railway-crossing gates are automatically controlled by relays which are actuated when a train enters a pre- Manual control switches are provided which permit a brakeman, or other authorized person, to raise the gates while a trainis standing on the crossing. However, if a train approaches the crossing on another track, the gates are automatically lowered. Provision is made for automatically restoring the equipment from manual to automatic control after a predetermined interval of time, thereby preventing any person irom leaving the crossing unprotected by the automatic control system. For a fuller understanding of the nature and scope of my invention, reference may be had to the following detailed description, taken in conjunction with the accompanying drawing, the single figure of which is a diagrammatic view of a control system organized in accordance with my invention.

Referring to the drawing, 10 designates a railway-crossing gate that is disposed to guard a railway crossing 11 when a train is passing on either of the tracks 1 or 2. In order to simplify the drawing and description, only one gate is illustrated. However, it will be readily understood that as many .gates as desired may be controlled by the automatic control system herein described. It will also be apparent that the system may be expanded to provide for any number of tracks by adding additional equipment similar to that illustrated.

As illustrated, the gate 10 may be raised and transformer 32 and a rectifier 33.

lowered by means of a hydraulically-operated piston 12 that is disposed in a cylinder 13. The

piston 12 is actuated by a reversible pump" 14,

which is disposed to force the actuating fluid from one cylinder gate 10.

The pump 14 may be driven by either of two motors 15 or 16, which are connected to a 13, thereby raising and lowering the drive shaft 1'7. The motors 15 and 16 are both of In order that the operating motor may be stopped when the gate 10 has reached either its upper or lower limit of travel, limit switches 23 and 24 are provided. The limitswitches arenormally biased to their closed positions by suitable springs and. are sodisposed that the switch 23 is actuated to its open position when the gate 10 is raised to its uppermost position, and the switch 2a is opened whenthegate 10 is lowered. The limit switches 23 and 24are also-utilized to control a warning bell 25 and relays 26 and 27, which control signal lamps 28, located on the gate indicate when the gate 10 is closed.

The motor 15 and the control equipment are normally operated by alternating current supplied through conductors L1 and L2, which may be connected to an alternating-current source of power (not shown). In case the alternating;- current power, fails, the gate 10 is operated by the direct-current motor 16. A storage battery 29 is provided for operating the motor 16 and the control equipment in case the alternating-current source of power fails. r

Atransfer relay3l is so connected in the control system that the control apparatus and the motor connections are automatically transferred from the alternating-current source to the directcurrent source when the alternating-current source fails. The storage battery 29 is maintained in a charged condition by means of a In order that the gate 10 may be automatically lowered when a train approaches the crossing 11 and be automatically raised after the train has passed the crossing, track relays 34 and 35 are connected to insulated sections of the tracks 1 and 2, respectively. The energy for operating the side of the piston to the other in the 7' arm, to

track relays 34 and 35 is supplied by storage batteries 36 and 37, respectively. The operation of the track relays will be described more fully hereinafter.

The track relays 34 and 35 control a plurality of reversing switches 38, 39, 40 and 41, which, in turn, control the operation of the motors 15 and 16. The switches 38 and 39 control the directcurrent motor 16, and the switches 40 and 41 control the alternating-current motor 15.

Each of the motors 15 and 16 is protected against an excessive current by an overload relay, the actuating coil of which is connected in the corresponding motor circuit. The alternating-current motor 15 is protected by the overload relay 42, and the direct-current motor 16 by the relay 43. The relay 42 is so connected in the control system that the transfer relay 31 is actuated to transfer the control apparatus from the alternating-current source to the direct-current source in case of an overload on the alternatingcurrent motor 15. The gate 10 will, therefore, continue to be operated by the direct-current motor 16 in the event of an overload or a short circuit on the alternating-current motor.

In order that the gate 10 may be operated by a brakeman, or other authorized person, while a train is standing on either of the tracks 1 or 2, manual control switches 44, 45 and 46 are provided for transferring the control equipment from automatic to manual control. The control equipment may be set for manual control for a predetermined time interval, after which it will be transferred to automatic control by a timing relay 47, thereby leaving the crossing unprotected by the automatic equipment.

The timing relay 47 is so constructed that the period of time, during which the gate 10 may be controlled manually, may be varied. In case it is desired to maintain manual control for an interval of time greater than the time setting of the relay 47, the relay may be reset by a push-button switch 48. Two auxiliary relays 49 and 51 cooperate with the timing relay 47 to limit the interval of time during which the gate 10 may be manually controlled.

In order that the functioning of the apparatus may be more clearly understood, the operation of the control system will now be described. Assuming that the apparatus is actuated 130213118 respective positions shown on the drawing and that the conductors L1 and L2 are connected to an alter hating-current source of power, the actuating coil of the transfer relay 31 will be energized to actuate the relay to its uppermost position to connect the conductor 52 to the conductor L2 and the conductor 53 to the conductor L1. The control apparatus is, therefore, operated by alternating current.

As previously explained, in case the alternating-current source fails, the actuating coil of the relay 31 is deenergized, and the relay drops to its lowermost position to connect the conductor 52 to the negative terminal of the battery 29 and the conductor 53 to the positive terminal of the battery, thereby providing a direct-current source of energy for operating the control apparatus.

It will be observed that the actuating coils of the track relays 34 and 35 are connected across the terminals of the batteries 36 and 37, respectively. Therefore, the relays 34 and 35 are actuated to their uppermost positions, as shown on the drawing.

preventing any person from position, the

Assuming that a train enters the insulated section of track 1, a shunt circuit is established around the actuating coil of the track relay 34 by the wheels and axle of the locomotive, which permits the relay 34 to drop to its lowermost position. The shunt circuit may be traced from the positive terminal of the battery 36, through conductor 54, the rails of track 1, which are bridged by the locomotive, conductor 55, the switch 44 and the resistor 56, to the negative terminal of the battery 36.

When the relay 34 is permitted to drop to its lowermost position, the actuating coil of the switch 40 is energized, thereby closing the switch 40, which causes the motor 15 to be operated in a direction to lower the gate 10. The circuit for the actuating coil of the switch 40 may be traced from the energized conductor 52, through contact members 57 and 58 bridged by the contact segment 59- conductor 61, the actuating coil of the switch 40, conductor 62, the contact members 63 and 64-bridged by the contact segment 65-and conductor 66, to the conductor L1.

When the switch 40 is closed, the motor 15 is energized through a circuit which extends from the energized conductor 53, through the armature of the motor 15, the field winding 19, conductor 67, contact members 68 and 69-bridged by the contact segment 71-conductor 72, the actuating coil of the overload relay 42 and conductor 73, to the energized conductor 52. The pump 14 is driven by the motor 15 in a direction to cause the piston 12 to be actuated in the cylinder 13 to lower the gate 10.

When the switch 40 is closed, a circuit is also established which energizes the bell 25 to give a warning that the gate 10 is being lowered. This circuit may be traced from the positive terminal of the battery 29, through conductors 74 and 75, contact members 76 and 77bridged by contact segment 78conductors '79 and 81, the bell 25 and conductors 82, 83 and 84, to the negative terminal of the battery.

When the gate 10 is actuated to its lowermost interrupting the circuit through the actuating coil of the switch 40, which permits the switch to open to interrupt the circuits for the motor 15 and the bell 25.

As soon as the motor 15 starts to lower the gate 10, the contact members of the limit switch 23 are permitted to close, thereby energizing the actuating coil of the switch 26 to connect the lamps 28 to the alternating-current source. The circuit through the actuating coil of the switch 26 may be traced from conductor L1, through conductor 85, the contact members 86 and 87-bridged by the contact segment 88conductor 89, the actuating coil of the switch 26, conductor 91, contact members 92 and 93-bridged by the contact segment 94 of the switch 27-and conductor 95, to the energized conductor 52. It will be seen, that the lamps 28 will be lighted as soon as the gate 10 starts to lower and remain lighted until the gate is returned to the raised position. The circuit through the lamps may be traced from a terminal 171 of the transformer 32 through conductor 172, contact member 173 of the switch 26, conductors 174 and 175, the lamps 28, conductors 176 and 177, contact member 178 and conductor 179 to the terminal 180 of the transformer 32.

When the train has passed over the crossing 11 and has entirely cleared the insulated section of the track 1, the shunt circuit around the actuating coil of the relay 34 is interrupted, thereby 1 permitting the coil of the relay 34 to become energized. When the relay 34 is energized, circuits are established which cause the gate 10 to be raised, provided a train is not approaching on the track 2. When the relays 34 and 35 are both actuated to their uppermost positions, the actuating coil of the switch 41 is energized, thereby closing it to cause the motor 15 to rotate in a direction to raise the gate 10. The circuit for the coil or" the relay 41 may be traced from the energized conductor 52, through conductor 96, contact members 97 and 98-bridged by the contact segment 99-conductor 101, contact members 102 and 103-bridged by the contact segment 104- conductor 105, the actuating coil of relay 41, conductors 106 and 89, contact segment 88 of the limit switch 23 and conductor 85, to the conductor L1.

, When the switch 41 closes, an energizing circuit is established for the motor 15, causing it to rotate in a direction to raise the gate 10. The

motor circuit extends from the energized conductor 53, through the armature of the motor 15,

the field winding 13, conductor 107, the contact members of switch 41, conductors 108 and '72, the actuating coil of the relay 42 and conductor 73, to the energized conductor 52. When the gate 10 is raised to its uppermost position, the motor 15 is stopped by the limit switch 23, which is opened to interrupt the circuit through the actuating coil of the switch 41.

As previously explained, in case the alternatingcurrent conductors L1 andLz become deenergized, or the relay 42 is actuated because of an overload, the circuit through the actuating coil of the relay 31-which extends from conductor L1, through conductor 109, the actuating coil of the relay 31, conductor 111, the contact members of the relay 42 and conductor 112 to conductor L2- is interrupted, thereby permitting the relay 31 to drop to its lowermost position to connect the battery 29 to the conductors 52 and 53 to supply energy for operating the control apparatus. In the event that a train enters the insulated sections of the tracks while the control apparatus is being operated by the battery 29, the switches 38 and 39 are energized to control the motor 16.

As previously explained, the track relay 34 is permitted to drop to its lowermost position when a train is on track ll If a train approaches on track 1 while the control apparatus is being energized from the battery 29, the switch 38 is actuated to connect the motor 16 to the conductors 52 and 53, which are energized by'the battery 29. The circuit through the actuating coil of the switch 38 may be traced from the energized conductor 83, through conductor 113, the contact members of the relay 43, conductor 114, contact members 115 and INS-bridged by the contact segment 11'7conductors 118 and 119, the coil of the switch 38, conductor 121, contact members 122 and 123-bridged by the contact segment 124- and conductor 125, to the energized conductor 53.

When the switch 38 is closed, the motor 16 is connected to the power source to drive the pump 14 in a direction to lower the gate 10. The circuit through the motor 16 may be traced from the energized conductor 53, through the armature of the motor 16, the field winding 22, conductor 126, the contact members 127 and 128-bridged by the contact segment 129conductor 131, the actuating coil of the overload relay 43 and conductor 132. to the energized conductor 52.

When the switch 38 is closed, a circuit is also established for the bell 25, through the contact segment 133-bridged by the contact members 134 and 135-thereby causing the bell 25 to be rung while the gate is being lowered, as previously explained.

The lamps 28 are connected to the battery 29' by means of the relay 27, which is actuated to its uppermost position as soon as the gate 10 starts to lower. The circuit for the actuating coil of the relay 27 may be traced from the energized conductor 53, through conductor 136, contact members 137 and 138bridged by the contact segment 139-conductor 141, contact members 142 and 143bridged by the contact segment 144conductor 145, the coil of the relay 27 and conductor 146, to the negative conductor 83. The lamps 28 are, therefore, connected to the battery 29 in place of to the transformer 32, as they were while the control apparatus was being operated by alternating current.

When the gate 10 is in its lowermost position, the motor 16 is stopped by the limit switch 24,

which is opened to interrupt the circuit through the actuating coil of the switch 38.

When the train has passed the crossing, the actuating coil of the relay 34 is again energized, as previously explained, and the switch 39 is closed to cause the motor 16 to drive the pump 14 in a direction to raise the gate 10. The circuit for the coil of the switch 39 extends from the previously energized conductor 114, through conductor 147, contact members 143 and 149- bridged by the contact segment 15lconductor 152, contact members 153 and l54-bridged by the contact segment l55-conductor 156, the actuating coil of the switch 39, conductors 157 and 141, the contact segment 139 of the limit switch 23 and conductor 136, to the energized conductor 53.

The motor 16 is, therefore, connected to the power source through a circuit which extends from the energized conductor 53, through the armature of the motor 16, the field winding 21, conductor 158, the contact members of switch 39, conductors 159 and 131, the coil of the relay 43 and conductor 132, to the energized conductor 52. When the gate 10 is raised to its uppermost position, the motor 16 is stopped by the opening of the limit switch 23, which interrupts the circuit through the actuating coil of the switch 39.

It is believed to be unnecessary to describe the operation of the system in detail when a train approaches the crossing on track 2, as the track relay 35 functions in the same manner as the relay 34 to automatically control the apparatus to cause the gate 10 to be lowered while the train is passing and to be raised after it has passed 130 over the insulated section of track 2. 7

As previously explained, the contact members of the relays 34 and 35 are so cormected in the control system that the gate 10 will be lowered when a train approaches on either one of the two tracks, and it is necessary that both tracks be cleared before the gate 10 can be raised.

With a View to permitting the apparatus to be manually controlled to cause the gate 10 to be raised while a train is standing on one of the tracks, the manual control switches 44, 45 and 46 are provided, and may be actuated to effect the raising of the gate 10. Assuming that a train is standing on the insulated section of track 1 and it is desired to raise the gate 10 to clear the crossing 11, it is necessary for the brakeman, or other authorized person, to open the control switch 44 and close the switch 46 in order to cause the gate 10 to be raised. 150

It will be observed that opening the switch 44 will interrupt the shunt circuit established around the actuating coil of the relay 34 through :the track 1, provided the relay 49 is actuated to establish a circuit which extends from the positive conductor 74, through the switch 46, conductor 161, the contact members of the relay 47, conductors 162 and 163, the actuating coil of the ,relay 49 and conductor 164, to the negative conductor 83. Therefore, by opening the switch 44 and closing the switch 46, the actuating coil of the relay 34 is energized to actuate the relay to its uppermost position, thereby causing the gate 10 to be raised, in a manner previously described.

When the switch 46 is closed, a circuit is also established through the actuating coil of the relay 47, which extends from the positive conductor 74, through the switch 46, conductor 165, the push-button switch 48, conductor 166, the coil of the relay 4'7 and conductors 167 and 164, to the negative conductor 83. However, as illustrated, the relay 4'7 is a time-delay relay, and its contact members will not be opened for a predetermined time interval after the actuating coil is energized. Therefore, the circuit through the actuating coil of the relay 49 will not be interrupted until the expiration of the period of time for which the relay 4'7 isadjusted, and the gate 'lO'Wll]. remain raised during this time interval.

, As previously explained, the interval of time during which the gate 10 is permitted to be raised, may be varied by adjusting the time setting of the relay 4'7. In case it is desired to maintain the gate 10 in the raised position for a longer period of time than that permitted by the operation of the relay 47, the push-button switch 48 may be actuated to interrupt the circuit through the coil of the relay 47, thereby permitting the contact members of the relay 47 to reestablish the circuit through the actuating coil of the relay 49, which causes the relay 34 to be energized from the battery 36 to raise the gate '10, as previously explained. When the pushbutton switch 48 is released, the actuating coil of the relay 47 is energized, and its contact members will be opened, after the predetermined time interval, to cause the gate 10 to be lowered and the system to be returned from manual to automatic control.

In the event that a train approaches the crossing 11 on track 2 while a train is standing on track 1 and the gate 10 has been raisedmanually, as previously described, the relay 35 will function in the normal manner, since the switch 45' is closed to cause the gate 10 to be lowered to protect the crossing 11. The switch 45 and relay 51 function in the same manner as the switch 44 and the relay 49 to provide for manually raising the gate 10 in the manner described for track 1 while the train is standing on track 2.

When it is desired to return the apparatus to automatic control by the relays 34 and 35, the switch 46 is opened and the switch 44, or the switch 45, as the case may be, is closed, thereby permitting the relays 34 and 35 to function in the normal manner.

It will be understood that the possibility of any person forgetting to return the switches 44, 45 and 46 to the correct position for automatic control and thereby leaving the crossing unprotected is precluded by the operation of the relay 47. As previously explained, the relay 47 functions to establish the automatic control at a predetermined time interval after the operation of the manual-control switch 46.

Although I have shown a hydraulically-operated mechanism for raising and lowering the gate 10, it will be readily understood that the control apparatus and system herein described may be utilized for controlling railway-crossing gates, which are operated by a mechanism of any other suitable type, and the control apparatus is not limited to the particular mechanism herein shown.

It will be evident from the foregoing description that I have provided a control system for automatically controlling the gates of a railway crossing which is safe and reliable in operation and is suitable for use on a railway system having a plurality of tracks. I have also provided for manually controlling the crossing gates when it is desired to do so but have precluded the possibility of any person leaving the crossing unprotected by the automatic control system.

It will also be readily understood that the system of my invention is not only suitable for controlling the operation of crossing gates of the type illustrated, but may also be used to control crossing protective devices of all kinds which are operable to close the crossing against trafiic.

Since many modifications may be made in the apparatus and arrangement of parts without departing from the spirit of my invention, I do not wish to be limited other than by the scope of the appended claims.

I claim as my invention: 1

1. In a control system for railway-crossing gates, in combination, a gate disposed to be actuated to guard a railway crossing, means for actuating the gate, switching means for con trolling the gate-actuating means, means for transferring the gate-actuating means from one power source to another in case of failure of one power source, and a relayhaving an actuating coil connected to a section of the railway track and contact members disposed to control the switching means to cause the gate to be actuated to guard the crossing While a train is passing.

2. In a control system for railway-crossing gates, in combination, a gate disposed to be raised and lowered, means for raising and lowering the gate, a plurality of motors for operating the gate-actuating means, switching means for controlling the mctors, means for transferring the motor connections from one power source to another in case of failure of one power source, and

.a relay responsive to the approach of a train for controlling the switching means to cause the gate to be lowered while the train is approaching and passing the crossing and raised after it has passed the crossing.

3. In a control system for railway-crossing gates, in combination, a gate disposed to be raised and lowered, means for actuating the gate, reversible motors for operating the gate-actuating-means, switching means for controlling the direction of rotation of the motors, means for transferring the motor connections from one power source to another in case of failure of one power source, and a relay connected to a section of the railway track and disposed to be actuated when a train is on the track section for controlling the switching means to cause the gate to be lowered while the train is passing and raised after it has passed the crossing.

4. In a control system for railway-crossing gates, in combination, a gate disposed to be raised and lowered, means for actuating the gate, a plurality of motors for driving the gate-actuating means, independent sources of power for the motors, a relay for transferring the motor connections from one power source to the other in case of failure of the one source, switching means for reversing the motors to control the movement of the gate, and a track relay disposed to control the switching means to cause the gate to be lowered while a train is passing and raised after it has passed the crossing.

5. In a control system for railway-crossing gates, in combination, a gate disposed to be raised and lowered, means for actuating the gate, a plurality of motors for driving the gate-actuating means, independent sources of power for operating the motors, switching means for connecting the motors to the power sources and for controlling the direction of rotation of the motors, a relay for transferring the motor connections from one source of power to another in case of failure of the one source, and a track relay disposed to be actuated when a train approaches the crossing for controlling the switching means to cause the gate to be lowered while the train is passing and raised after it has passed the crossing.

6. In a control system for railway-crossing gates, in combination, a gate disposed to be raised and lowered, means for actuating the gate, an alternating-current motor and a direct-current motor disposed to drive the gate-actuating means, a source of alternating-current power, a source of direct-current power, switching means for connecting the motors to the power sources and for controlling the direction of rotation of the motors, a relay for transferring the motor connections from the alternating-current source of power to the direct-current source of power in case of failure of the alternating-current power, and a track relay disposed to be actuated when a train approaches the crossing for controlling the switching means to cause the gate to be lowcred while the train is passing and raised after it has passed the crossing.

'7. In a control system for railway-crossing gates, in combination, a gate disposed to be actuated to guard the crossing, means for actuating the gate, a plurality of motors for driving the gate-actuating means, independent sources of power for the motors, switching means for controlling the motors, a track relay disposed to be actuated when a train approaches the crossing to cause the gate to be actuated to guard the crossing while the train is passing, and switching means disposed to render the track relay ineffective, thereby permitting the gate to be manually controlled.

8. In a control system for railway-crossing gates, in combination, a gate disposed to be actuated to guard the crossing, means for actuating the gate, a plurality of motors for driving the gate-actuating means, independent sources of power for the motors, switching means for controlling the motors, a track relay disposed to be actuated when a train approaches the crossing to cause the gate to be actuated to guard the crossing while the train is passing, switching means disposed to render the track relay ineffective to permit the gate to be manually controlled, and means for limiting the time during which the gate may be manually controlled.

9. In a control system for railway-crossing gates, in combination, a gate disposed to be raised and lowered, means for actuating the gate, a plurality of motors for driving the gate-actuating means, independent sources of power for operating the motors, switching means for connecting the motors to the power sources, means for controlling said switching means to deenergize one motor and energize another motor in case of an overload on the first or" said motors, and relay means disposed to be actuated when a train approaches the crossing for controlling the switching means to cause the gate to be lowered while the train is passing and raised after it has passed the crossing.

10. In a control system for railway-crossing 110 gates, in combination, a gate disposed to be raised and lowered, means for actuating the gate, an alternating-current motor and a direct-current motor disposed to drive the gate-actuating means, a source of alternating current power, a source of direct-current power, switching means for connecting the motors to their respective power source, relay means for controlling said switching means to disconnect the alternating-current motor from its power source and to connect the direct-current motor to the directcurrent power source in case of an overload. on the alternating-current motor, and relay means for controlling the switching means to cause the gate to be lowered while a train is passing and 125 raised after it has passed the crossing.

WALDEMAR I. BENDZ.

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