Method and apparatus for bi-directional downstream adjacent crossing signaling.

(54) Title: METHOD AND APPARATUS FOR ADJACENT CURRENT SIGNALING DOWN BIDIRECTIONAL. (54) Title: METHOD AND APPARATUS FOR BI-DIRECTIONAL DOWNSTREAM ADJACENT CROSSING SIGNALING.

(57) Summary

The first and second crossing predictors communicate with each other, and each predictor transmits signals to instruct adjacent downstream predictors to activate their warning devices at a constant warning time (referred to as DAXeo) using train detection information from the other predictor. Communications between the predictors can be rail based, wireless, or wireline using conductors other than the rails. Multiple predictors can be present between the first and second junction predictors, and each predictor can be DAXed by one of the external predictors based on the direction of the train. The predictor also transmits a signal to inform the other predictor of the train's presence so that the other predictor can determine whether to suppress the DAXeo. Also described is a method of detecting an incoming train address on a predictor using a second receiver attached to the track rails at an off-center location from the first receiver.

(57) Abstract

First and second Crossing predictors communicate with each other, and each predictor transmits sigan to instruct downstream adjacent predictors to activate their warning devices at a constant warning time (referred to as DAXing) by using train detection Information from the other predictor. The Communications between the predictors may be rail based, wireless or wired using conductors other than rails. Multiple predictors may be present between the first and second Crossing predictors, and each such predictor may be DAXed by one of the outer predictors based on the train's direction. The predictor also transmits a signal to inform the other predictor of the presence of the train so that the other predictor may determine whether to suppress DAXing. Also disclosed is a method for detecting an incoming train direction at a predictor by utilizing a second receiver attached to the track rails at a location offset from the first receiver.

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PATENT TITLE NO ¿338795

Owner (s): INVENSYS RAIL CORPORATION

Address: 2400 Nelson Miller Parkway, Louisville, Kentucky, 40223, USA

Name: METHOD AND APPARATUS FOR ADJACENT CURRENT SIGNALING DOWN BIDIRECTIONAL.

Classification: IC.8: B61L23 / 08; B61L29 / 28

Inventor (s):

RANDY M. O'DELL

REQUEST

Number:

MX / a / 2015/006138

Date of intemacfonal presentation:

October 2010

Divisional Patent Number: 331685

«...

Country:

US

Validity: Twenty years

PRIORITY

Date:

. October 1, 2009

N

Number:

61/272,726

Expiration Date October 26, 2030

The reference patent is granted on the basis of articles 1, 2, section V, 6, section III, and 59 of the Industrial Property Law.

In accordance with article 23 of the MUskteL Property Law, this patent has a non-extendable term of twenty years, counted from the date of the prescription of the SotldM Intamniüiainl and I will be subject to the payment of the fee to keep the rights in force. . Slí i I

Who subscribes to the present title Mee it based on the provisions of articles β * fractional useful and 7 ° bis 2 of the Industrial Property Law (Official Gazette of the Federation (DOF) 06/27/1981, lafocipad · on 02 / 08/1994, 8910/1996, 12/26/1997, 17X15 / 1999, 01/26/2004, 06/16/2005, 01/25/2006, 06/05/2009, 06/01/2010, 18Λ5 « 2Ο19. · 3βίΟ6ββ «; ϊΤΛ? 0« ^&gt; β9 / 04/2012); Articles 1, 3, section V, subsection a), sub subsection iii), 4 and 12 ”sections I and III of the Regulation of InatMlb MuKlBMte 'Ue la Industrial Property (DOF 14/12/1999,« formed on 07/01/19 2002,15 / 07 / 2004,28 / 07/2004 and 7/09/2007); articles 1, 3, 4, 5⁴ fraction V Clause a), sub Clause iii), 16 fractions I and III and

08/04/2004 and 09/13/2007); 1, 3 and 5 Subsection a) and antepenultimate paragraph of the Agreement that delegates powers to the Deputy Directors General, Coordinator, Divisional Directors, Heads of Regional Offices, Divisional Deputy Directors, Departmental Coordinators and other subordinates of the Mexican Institute of Property Industrial. (DOF 12/15/1999, amended on 02/04/2000, 07/29/2004, 08/04/2004 and 09/13/2007).

Issue Date: May 2, 2016

DIVISIONAL DEPUTY DIRECTOR OF PATENT FUND EXAMINATION, AREAS

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33S17S

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INDUSTRIAL

METHOD AND APPARATUS FOR CROSSING SIGNALING;

BIDIRECTIONAL DOWN CURRENT

CROSS REFERENCE TO REQUESTS

This application claims priority for the Application

United States Provisional Series No. 61 / 272,726, filed on October 27, 2009 and titled Downstream Adjacent Crossing Signaling Method and Apparatus

Bidirectional all of which is incorporated for reference herein. This application also refers to United States Provisional Application Series No.

61 / 226,416, filed on July 17, 2009 and titled

Via Circuit Communications, all of which is incorporated for reference herein.

BACKGROUND OF THE INVENTION

A crossing predictor (often referred to as a level crossing predictor in the United States or a level crossing predictor in the United Kingdom) is an electronic device that connects to the rails of a railroad track and is configured to detect the presence of an approaching train and determining its speed and distance from an intersection (i.e. a location at which the train tracks cross a road, sidewalk, or other surface

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Typical crossover predictors include a transmitter that transmits a signal over a circuit made up of track rails and one or more taps positioned at desired approach distances from the transmitter, a receiver that detects one or more resulting signal characteristics, and a logic circuit such as a microprocessor or wired logic that detects the presence of a train and

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crossing.

Determined by its speed and distance from the approach distance depends on the maximum allowable speed of a train, the desired warning time, and a safety factor. Preferred modes of transmitting crossover predictors generate a constant current AC signal, and the crossover predictor detects a train and determines its distance and speed by measuring impedance changes due to the train's wheels and axle acting as a shunt to through the rails and effectively shortening the length (and therefore the impedance) of the rails in the circuit. Those of skill in the art will recognize that other crossover predictor configurations are possible.

It should be understood that trains are sometimes expected to move in both directions along a track.

In such situations, a lead can be placed at the desired approach distance on both sides of a junction.

Junction predictors typically detect a train on either side of the junction and activate a warning device when a train is approaching from any direction, but they do not have the ability to determine the direction of travel of a train along the track or to distinguish a train on one side of a train crossing on the other side of the crossing (in other words, the crossing predictor can determine that a train

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is moving to or away from it, but cannot determine which side of the crossing the train is approaching.) Such crossover predictors are sometimes referred to as bidirectional crossover predictors.

At certain locations, two or more junctions can be located within a desired approach distance from each other. To prevent signals transmitted by one crossover predictor from interfering with another crossover predictor in such situations, crossover predictors are often configured to transmit on different frequencies. This technique works well when the number of adjacent junctions is small. However, as the number of adjacent crossings becomes larger, a problem may occur. A certain amount of separation between the transmitted frequencies is necessary to ensure that a crossover predictor can reliably discriminate between its frequency and an adjacent frequency, and the maximum distance at which a train can be reliably detected is inversely proportional to the transmission frequency. . Consequently, only a certain number of unique frequencies are available to which the crossover predictors can transmit. Indeed, in some areas (particularly urban areas), insufficient single frequencies may be available to accommodate a number of crossings in close proximity to

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To address such situations, the techniques use a junction predictor to detect and predict the arrival of a train at a downstream junction and transmit a constant warning time signal to a device at the downstream junction accordingly (i.e. generating and transmitting a signal to activate the warning device at the downstream location when the speed and distance of a train are such that the train will arrive at the downstream crossing within a desired constant warning time). A commonly used term in the railway industry for such prediction and signaling is DAXeo. DAX is an acronym for Downstream Adjacent Junction. Additional background information regarding DAXeo can be found in US Patent No. 7,575,202, the contents of which are incorporated herein by reference. It should be understood that the DAX signal can be transmitted by any means, including by radio or on underground lines or cables above the surface.

Those of skill in the art will recognize that, for tracks on which trains can move in either direction, DAXeo may be desired when a train is moving in one direction but not in the other direction. For example, on a road running east to west, a

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junction predictor at first junction to DAX a second device at a nearby second junction east of the first junction if a train is approaching the first junction from the west. However, having the junction predictor at the first junction it may not be desirable to DAX the device at the second junction in the event that the train is approaching the first junction from the east.

In situations where three (or more) crossovers are closely located and a sufficient number of unique transmission frequencies are not available, it has been known to configure external crossover predictors to DAX the internal crossover predictors (and sometimes also

DAX the external predictor downstream). Because bi-directional junction predictors cannot determine which side of a junction a train is approaching, and because an external junction predictor is desirable to DAX an internal junction predictor only when the internal junction predictor is downstream regarding the direction in which a train is traveling, external predictors are made to act as one-way predictors by placing an isolated track joint at the location of the external predictor. The isolated track joint only allows the transmitted signal to propagate in one direction along the track. The crossover predictor

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It will employ two circuits, one on each side of the isolated joint, with each circuit, therefore, detecting trains on only one side of the crossing. The junction predictor is equipped with logic that can determine if the train on one circuit has previously been seen by the other circuit and therefore can DAX only in the desired direction. In other variations, isolated gaskets have been used in other ways to allow frequency reuse in dense areas.

The use of insulated track joints to accommodate crossover predictors as discussed above is costly, but in terms of the cost of initial installation and maintenance of the insulated track joints alone, and the need for additional changes to the signaling system installed, such as the need for coded track repeaters and filters.

BRIEF DESCRIPTION OF THE FIGURES

Fig. 1 is a circuit diagram of a known crossover predictor.

Fig. 2 is a schematic diagram showing a first DAXeo installation employing insulated track joints.

Fig. 3 is a schematic diagram showing a

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L'L LA PX jUEL'AD industrial second DAXeo installation using insulated track joints.

Fig. 4 is a schematic diagram showing a DAXeo installation employing rail-based communications and bi-directional junction predictors without the use of isolated track joints, and a train in an approach position.

Fig. 5 shows the DAXeo installation of Fig. 4 with the train in a second position.

Fig. 6 shows the DAXeo installation of Fig. 4 with the train in a third position.

Fig. 7 shows the DAXeo installation of Fig. 4 with the train in a fourth position.

Fig. 8 shows the DAXeo installation of Fig. 4 with the train in a fifth position.

Fig. 9 shows a DAXeo installation that employs a pair of vital I / O links between bidirectional crossover predictors without the use of insulated track joints.

Fig. 10 is a circuit diagram of a crossover predictor circuit including a direction detection component.

Figs. 11-13 are schematic diagrams showing the setting of various thresholds and timers in a DAXeo installation,

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

Figs. 14-37 are sequence diagrams illustrating the operation of DAXeo installations under various configurations and operating conditions.

DETAILED DESCRIPTION OF THE INVENTION

The present invention will be discussed with reference to preferred embodiments of crossover predictors. Specific details, such as transmission frequencies and types of track circuits, are described to provide a complete understanding of the present invention. The preferred embodiments discussed herein are considered illustrative in all respects and should not be construed as limiting the invention. Furthermore, for easy understanding, certain stages of the method are delineated as separate stages; however, these stages should not be constructed as necessarily different or dependent on order in their performance.

Fig. 1 illustrates a typical prior art crossover predictor circuit 100 at a location where a highway 20 crosses a train track 22. Train track 22 includes two rails 22a, 22b and a plurality of sleepers (not shown in Fig. 1) that support the rails. Rails 22a, b are shown including inductors 22c. Inductors 22c are not separate physical devices but rather

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well shown to illustrate the inherent distributed inductance of rails 22a, b. This inductance is typically considered to be 0.5 mH per 1000 ft (304.8 m) of rail. A crossover predictor 40 comprises a transmitter 43 connected via rails 22a, b on one side of highway 20 and a receiver 44 connected via rails 22a, b on the other side of highway 20. Although transmitter 43 and receiver connect on opposite sides of highway 20, those of skill in the art will recognize that components of transmitter 43 and receiver 44 other than the physical conductors connecting to the road are frequently co-located on one side of highway 20. Transmitter 43 and receiver 44 are also connected to a control unit 44a, which is also frequently located in the aforementioned enclosure. Control unit 44a connects and includes logic to control warning devices 47 at junction 20. Control unit 44a also includes logic (which can be implemented in hardware, software, or a combination thereof) to calculate train speed and constant warning time signals for its own crossing and for DAX signals for others. predictors at downstream crossings, plus includes logic, timers, and input ports which are described in further detail below. Also shown in Fig. 1 are a pair of

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INDUSTRIAL

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Bypasses 48, one on each side of Highway 20 at a desired approach distance. The leads 48 may be single conductors, but are typically tuned-circuit AC circuits configured to bypass the particular frequency that is transmitted by transmitter 43. A selectable frequency bypass is described in US

Pat. No. 5,029, 780, the entire contents of which are incorporated herein by reference. Transmitter 43 is configured to transmit constant current AC signal at a particular frequency, typically in the audio frequency range, such as 50Hz - 1000Hz. The receiver 44 measures the voltage across the rails 22a, b which (because the transmitter 43 generates a constant current) is indicative of the impedance and therefore the inductance of the circuit formed by the rails 22a, b and branches 48 .

If a train headed for Highway 20 crosses one of leads 48, the train's wheels and axles act as leads which essentially shorten the length of rails 22a, b, decreasing inductance and therefore impedance and voltage. Measurement of the change in impedance indicates the distance of the train, and measurement of the rate of change of impedance (or integration of impedance with time) allows the speed of the train to be determined. When a train moves towards the highway

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INUUiTMAL -------- 20 from any direction, the impedance of the circuit will decrease, while the impedance will increase when the train moves away from receiver 44 / transmitter 43 towards leads 48. Consequently, the predictor is able to Determine if the train is inbound or outbound relative to Highway 20, but cannot determine on which side of Highway 20 the train is located.

Predictor 40 produces a signal, sometimes referred to as the EZ level, that is dependent on the impedance change mentioned above. The EZ level is a normalized value that is based on an integration of multiple track parameters (eg amplitude, phase, etc.) to represent the position of a train on the approach. An EZ level of 100 is the nominal full current signal when no train is on the approach (ie, between receiver 44 and any branch). When a train approaches receiver 44 from any direction, the level

EZ decreases almost proportionally to the distance of the train from receiver 44. Accordingly, the EZ level when a train has traveled approximately half the approach distance will be approximately 50. In practice, an EZ level above 80 is sometimes used as a threshold to declare that a train is on or off the approach, while an EZ level below 10 or 20

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sometimes used as a threshold to indicate a train in close proximity.

Those of skill in the art will recognize that the more sophisticated crossover predictor circuits are configured to compensate for leakage currents across rails 22a, b (such as caused by water and / or road salt), which typically are resistive rather than inductive, for example, by measuring phase shifts in addition to amplitude. All variations are within the scope of the invention.

As discussed above, transmitter 43 and receiver 44 typically are located on opposite sides of highway 20. Those of skill in the art will recognize that the crossover predictor circuit is not necessary, and that transmitter 43 and receiver may be possible. 44 are located at the same points on rails 22a, b (indeed, this is often the case for one-way crossover predictors). Transmitter 43 and receiver 44 are placed on opposite sides of highway 20 to form part of what is known in the art as an island circuit. An island circuit is a track occupancy circuit that detects the presence of a train between the receiver and transmitter. It is called an island circuit because the width W of highway 20 that intersects track 22 is typically referred to

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in the industry as an island, probably because such areas are typically elevated relative to adjacent areas and resemble an island in the event that the lower adjacent areas become flooded. Island circuits are desirable so that a crossing warning device (eg, crossing gates) can be disabled to allow traffic using highway 20 to cross track 22 as soon as the train has cleared the section of track 22 that crosses highway 20. Those of skill in the art will recognize that a crossover predictor circuit is not suitable for detecting the presence of a train on the island because, once either part of the train is near or over receiver 44, the impedance does not changes or changes only very little due to the presence of multiple pairs of wheels and axles in the train (in other words, once one axle of the train reaches receiver 44, the impedance remains constant or nearly constant until the entire train has passed receiver 44, and the length of the trains can vary widely).

Island circuits work by transmitting a signal (typically but not necessarily an AC signal) between the transmitter and receiver and determining the presence of a train by detecting the absence or severe attenuation of the signal transmitted at the receiver caused by the wheels and axle of a

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train creating a short between rails 22a, thereby preventing the transmitted signal from reaching the receiver (therefore, those of skill in the art sometimes use the term de-energizing the island circuit to refer to the absence of a signal on the receiver). The signal transmitted for the island circuit is typically at a different frequency than the crossover predictor circuit. By locating the physical connections from transmitter 43 and receiver 44 to rails 22a, b on opposite sides of highway 20, the island track circuit can share the same physical connections, (for example, using a mixer to combine the signals transmitted by the transmitter 43 of crossover predictor 40 and the signal transmitted by the island circuit transmitter, and using filters tuned to those respective frequencies at receiver 44 for crossover predictor 40 and receiver for island circuit), reducing both installation and maintenance costs.

FIG. 2 illustrates a convention facility illustrating the use of insulated track joints 48 for a plurality of crossings 20a-c in which a highway 21a-c crosses a track 22a-c. A junction predictor 40 is placed at each of junctions 20, Each junction predictor 40 is configured to control a respective warning device ρτ Ρ ι

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(not shown in Fig. 2) at each of the junctions 20. Each junction predictor 40 includes a transmitter connected to the track 22 rails, and a pair of taps (not shown in Fig. 2) are installed along the track on either side of junction 20 at approach distances that overlap leads from nearby junction predictors 40. Each crossover predictor 40 also has associated therewith a respective island circuit 49 of the type discussed above in connection with FIG. 1.

Each of the crossover predictors 40 at the junctions are bidirectional junction predictors that transmit a signal out along track 22 in both directions. As discussed above, these bidirectional crossing predictors 40 are not capable of determining the direction of travel of a detected train.

Also shown in Fig. 2 are two unidirectional crossover predictors 41, each of which is located on one side of an isolated joint 48 opposite the nearest bidirectional crossover predictor 40. The unidirectional predictors 41 are unidirectional in the sense that the isolated joints 48 block the directed transmission towards the nearby bidirectional junction predictors 40; consequently, one-way predictors 41 can only detect trains on one side of isolated joints 48

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(As discussed above, the transmitter and receiver for such crossover predictors can be connected to track 22 rails at or near the same location adjacent to insulated track joint 48). The one-way crossover predictor 41a is configured to DAX the bi-directional crossover predictors 40a-c for trains west of junction 20a, and the one-way predictor 41c is configured to DAXear the bidirectional predictors 40a-c for trains east of junction 20c.

Those of skill in the art will understand that the one-way predictors 41a, c will be programmed with information regarding the distance between the one-way predictors 41a, c and the two-way downstream predictors 40a, c to provide a constant warning time (i.e. the one-way predictor 41a will DAX the two-way predictor 40b before DAX the two-way predictor 40c because a train traveling east on track 22 will necessarily arrive at junction 20a before it reaches junction 20b).

Those of art background will additionally understand that each crossover predictor is provided with an input, sometimes referred to as a UAX input.

Adjacent Upstream), which will accept a DAX signal from an adjacent upstream junction and, on reception of

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the signal will activate its associated warning device. _The fail-safe principles dictate that the absence of the DAX signal at the UAX input is interpreted as an indication to sound the warning device. In some embodiments, the UAX input is used as a control signal for a relay configured to activate the warning device when no signal is present at the UAX input. Accordingly, those of skill in the art sometimes refer to de-energizing the UAX input to indicate activation of the warning device.

It should further be understood that each predictor 40 will also be provided, in addition to the UAX input, with a second input to accept a signal from another junction predictor indicating that the other junction predictor has detected the presence of a train. This second input is used by control unit 44a to determine when to suppress the transmission of DAX signals from the junction predictor, such as when a train is traveling in the wrong direction (i.e., the train is heading upstream rather than downstream ). In some embodiments, the transmission of DAX signals is controlled by what is known in the art as a bus relay or bus logic. When the busbar relay is set (or energized), the transmission of the predictor's DAX signals is suppressed (hence, the signal from the other

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predictor must be present at the input so that the relay is energized and the DAXeo is suppressed).

Referring now again to Fig. 2, and assuming that the desired approach distances are such that each of the intersections 20a-c overlap each other (i.e., the approach distance for intersection 20a extends beyond crossing 20c and vice versa), normally three different frequencies capable of achieving the desired approach distances would be required. Exemplary frequencies and approach lengths are described in

Table 1 below. For the purposes of this example, the frequencies in Table 1 are assumed to be the only frequencies available.

Table 1

<td rowspan="2">Frequency of Operation</td><td colspan="2">Bidirectional approach length (feet) 4 Ohms / 1000 feet (304.8 m)</td>

<td>Min</td><td>Max</td>

<td>86Hz</td><td> 1000</td><td> 7950</td>

<td>211Hz</td><td> 600</td><td> 5550</td>

<td>525Hz</td><td> 400</td><td> 3150</td>

<td>970Hz</td><td> 400</td><td> 2175</td>

Referring now to Table 1, if the desired approach length (which is again a function of the desired warning time and maximum allowable train speed) is 4500 ft (1371.6 m) and intersections 20a-c at the

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Fig. 2 are each 1000 ft (304.8 m) apart, there is a problem because only two unique frequencies in Table 1 are capable of supporting the approximately desired length but three bidirectional crossover predictors 40a-c are within 2000 feet (609.6 m) from each other (and therefore would interfere with each other if they transmit the same frequencies). However, the use of insulated track joints 48 and remote unidirectional predictors 41a and c solves this problem. If track joints 48a, c are placed 500 feet (152.4 m) from junctions 20a, c, respectively, then there are no single frequency deficits. For example, both unidirectional crossover predictors 41a, c can be configured to transmit to

Hz (no possibility of any interference with each other due to the presence of isolated track joints 48), the bi-directional crossover predictor 40a can be configured to transmit at 525 Hz (the maximum interval 3150 is long enough to detect westbound trains between junction 20a and isolated junction 48a, and is long enough to detect east trains between junction 20a and isolated junction 48c), the junction predictor 40b can be configured to transmit to

970 Hz (maximum interval 2175 is long enough to detect trains between either side of junction 20b and isolated track joints 48a and 48c), and the junction predictor

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40c can be configured to transmit at 211 Hz (which provides a sufficient maximum length to detect trains between junction 20c and insulated junctions 48a and 48c).

A more complete range of typical frequencies is illustrated in Table 2 below:

Table 2

<td rowspan="2">Frequency of</td><td colspan="6">Approach</td>

<td colspan="2">2 Ohms / 1000 feet</td><td colspan="2">4 Ohms / 1000 feet</td><td colspan="2">6 Ohms / 1000 feet</td>

<td>Operation</td><td colspan="2">(304.m)</td><td colspan="2">(304.m)</td><td colspan="2">{304.m)</td>

<td>4000 GCP</td><td colspan="2">Distributed Ballast</td><td colspan="2">Distributed Ballast</td><td colspan="2">Distributed Ballast</td>

<td>(Hz)</td><td>Min.</td><td>Max.</td><td>Min.</td><td>Max.</td><td>Min.</td><td>Max.</td>

<td> 86</td><td> 1,000</td><td> 5,350</td><td> 1,000</td><td> 7,950</td><td> 1,000</td><td> 9,280</td>

<td> 114</td><td> 750</td><td> 4,525</td><td> 750</td><td> 6 450</td><td> 750</td><td> 7,448</td>

<td> 156</td><td> 600</td><td> 3,925</td><td> 600</td><td> 5,550</td><td> 600</td><td> 6,349</td>

<td> 211</td><td> 475</td><td> 3,350</td><td> 475</td><td> 4,800</td><td> 475</td><td> 5,494</td>

<td> 285</td><td> 400</td><td> 2,950</td><td> 400</td><td> 4,225</td><td> 400</td><td> 4,762</td>

<td> 348</td><td> 400</td><td> 2,625</td><td> 400</td><td> 3, 675</td><td> 400</td><td> 4,151</td>

<td> 430</td><td> 400</td><td> 2,300</td><td> 400</td><td> 3,350</td><td> 400</td><td> 3, 785</td>

<td> 525</td><td> 400</td><td> 2,150</td><td> 400</td><td> 3,150</td><td> 400</td><td> 3, 641</td>

<td> 645</td><td> 400</td><td> 1,950</td><td> 400</td><td> 2,800</td><td> 400</td><td> 3,175</td>

<td> 790</td><td> 400</td><td> 1,725</td><td> 400</td><td> 2,475</td><td> 400</td><td> 2,808</td>

<td> 970</td><td> 400</td><td> 1,550</td><td> 400</td><td> 2,175</td><td> 400</td><td> 2,472</td>

In Table 2, frequencies of 970 Hz or less are typically used for crossover predictor circuits, while all of the frequencies in Table 2 are commonly used for PSO circuits (discussed in further detail below).

A second conventional installation employing insulated track joints is illustrated in Fig. 3. In this installation, insulated track joints are placed at the external junctions

<img file="MX338795B_D0026.tif" />

220a and f before standing apart from the junctions as in

Fig. 2. The configuration of Fig. 3 can be found in a dense urban area in which many intersections are located in close proximity to each other. In this configuration, a one-way crossover predictor 241al, 241f2 is placed outside each of the insulated track joints 248a,

248f. Different frequencies are chosen for each of the interior one-way crossover predictors 241a2 and 241fl and the interior bidirectional crossover predictors 240be. External one-way predictors 241al and 241f2 are configured to DAXear each of the crossover predictors

241b-c in the downstream direction.

As discussed above, a disadvantage of each of the configurations in Figs. 2 and 3 is the use of isolated track joints to provide one-way crossover predictors. As previously discussed, the use of these gaskets increases installation and maintenance costs. Accordingly, the methods and devices that provide DAXeo without the need for isolated track joints are discussed below.

Fig. 4 illustrates a configuration on external bidirectional crossover predictors that DAXean internal downstream predictors and in which communications between external predictors are used to allow

<img file="MX338795B_D0027.tif" />

MEXICAN INSTITUTE OF PROPERTY l N DUSTRl AL external predictors communicate with each other. These communications can be via vital radio link, via a separate wired connection (for example, an underground line cable connection), or via the rails alone.

Because the approximations of the external bidirectional crossing predictors overlap in the particular example shown in Fig. 4, a first external crossing predictor can determine on which side of the first predictor an approaching train is located by communicating with a second external predictor to determine whether or not the second external predictor has detected an approaching train (relative to the first external predictor). If the second external predictor has not detected the stream, the first external predictor determines that the train is on the opposite side of the second external predictor and DAXed the downstream predictors accordingly. On the other hand, if the second external predictor has seen the incoming train, the first external predictor determines that the train is approaching on the same side of the junction as the second external predictor and refrains from DAXear other predictors.

Fig. 4 illustrates a track 22 with four junctions 20a-d.

A bi-directional crossover predictor 40a-d of the type illustrated in Fig. 1 is installed at each respective junction 20a-d. In the Fig. 4 mode, the external crossover predictors

<img file="MX338795B_D0028.tif" />

paired 40a and 40d (which are referred to as paired because they are in communication with each other as will be described in further detail below) are configured to DAX predictors 40b and 40c. In addition to including the functionality discussed in connection with Fig. one Above, each of the external predictors 40a and 40d also includes the UAX input and the second input to accept a signal from the adjacent crossover predictor indicating that the adjacent crossover predictor has detected a train as discussed above. In addition, the external crossover predictors 40a and 40d each also include two timers:

an approach cleaning timer and a bar release timer. Both timers are used to clear the bus relay on a crossover predictor to rehabilitate the transmission of DAX signals to other crossover predictors.

The approach clearance timer becomes active, but does not start, when the control unit (44a in Fig. 1) has detected an EZ level below the approach clearance EZ level (meaning 20 that a train is approaching) and has set the bar relay. Control unit 44a will start the approach clearance timer when an EZ level equal to or greater than the approach clearance EZ level is detected and no train movement is being detected. The EZ level

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INDUSTRIAL _ approach clearance is set to 80 unless the approach for the predictor extends across the island of the other paired crossing predictor, in this case the approach clearance EZ level will be set to a level corresponding to the level EZ that would be seen for a train located at the position of the farthest track cables (the cables connecting the receiver or transmitter to the track). The approach clearance chronometer is typically programmed to be delayed by a time equal to the time required for a train traveling at the maximum speed of the published track to travel from the approach clearance EZ point (i.e. the point at the approach in which a train is expected to result in the EZ level from approach to clearance) to the far side of the island from the other crossover predictor associated with the pair). Therefore, under normal conditions with a train traveling at published track speed, the approach clearance timer will countdown when the train has become clear of the approach of the crossing predictor and will be delayed when the train crosses the island of the other crossover predictor in par. If the train is traveling slowly or stops before reaching the other island, the approach clearance timer will be delayed earlier, rehabilitating the DAXeo from the crossing predictor. Stopwatch

<img file="MX338795B_D0029.tif" />

Approach clearance will be disabled if the bar release timer is delayed.

The bar release timer is a backup safety measure that clears the bar on a predictor when a maximum allowable time (typically 10-15 minutes) has passed to prevent suppression of

DAXeo for long periods of time due to unexpected train movement or equipment failure. The control unit is configured to start the bar release timer when the bar relay is set and when no train movement is predicted. The control unit will immobilize the bar release timer if a train is occupying the island and when train movement is detected, and will deactivate the bar release timer if the approach clearance timer is delayed.

An island circuit (not shown in Fig. 4) is also installed at each of the junctions 20a-d. Shown above each of the 20a-d junctions are the schematic lines

45a-d illustrating the approximation lengths of respective bi-directional predictors 40a-d. The rhombus symbol on each approach line 45a-d indicates the position of the crossing predictor 40a-d to which it belongs, and an arrow at the end of one of the schematic lines 45a-d indicates that the approach extends beyond the arrow

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INSTITUTO MEXICANO DE LA PT &lt;VIEDAm INDUSTRIAL so that the approach has a length approximately equal to the length of the corresponding approach on the other side of the same crossing predictor.

A pair of PSO circuits 50a, 50d are also shown in Fig. 4 below junctions 20a-d. PSO circuits

50a, 50d are a type of track occupancy circuit that is similar in some respects to the island circuits discussed above in connection with Fig. 1. Although the ends (ie, the physical connections of the receiver and transmitter to the rails of the path) of PSO circuits 50a, 50d are shown at the outer edges of junctions 20a and 20d, they can (preferably) be located at the inner edges of junctions 20a and 20d. PSO circuits include a transmitter at one end of a track section and a receiver at an opposite end of the track section. The PSO circuit can be used to monitor the occupation of the track section. However, as described in the Patent Application

United States Provisional No. 61 / 226,416, titled Track

Circuit Communications (the full content of which is incorporated for reference herein), these circuits transmit an AC signal with a code and can be used to carry information, which is the type used in Fig. 4. In Fig. 4, the transmitter for a first PSO circuit 50a connects to predictor 40a and the receiver for the first

<img file="MX338795B_D0030.tif" />

<img file="MX338795B_D0031.tif" />

PSO circuit 50a connects to predictor 40d, while the transmitter for second PSO circuit 50d connects to predictor 50d and the receiver for second PSO circuit 50d connects to predictor 50a. By monitoring the codes transmitted by the PSO transmitter to which it connects, one crossover predictor can alert the other of a detected train.

The processing performed by the various predictors 40a-d will be discussed in connection with Figs. 4-8, which illustrate a 410 train as it moves west past each of junctions 20a-d. Prior to the arrival of train 410 on approach 45d to junction 20d, both PSO circuits 50a, d are controlled by their respective predictors 40a, d to transmit an A code, which is used in this example to mean that no train has been detected. When the stream 410 enters the approach 45d for the predictor 40d, the predictor 40d determines that the stream is inbound and verifies the code that is transmitted on the PSO circuit 50a under the control of the predictor 40a. Because this code is A, predictor 40d determines that predictor 40a has not yet detected stream 410 and therefore stream 410 must be east of junction 20d.

The crossover predictor 40d controls the transmitter for the PSO circuit 50d to transmit the C code when the

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train is in a location near the beginning of approach 45a for crossing predictor 40a. The approximation {ie, the lead) for the crossover predictor 40a is located almost outside crossover 20d. The code

C in PSO circuit 50d is an indication to predictor 40a that predictor 40d has detected a train on its external approach and that predictor 40a must not generate and send DAX signals for this train to predictors 40b and 40c.

When the crossover predictor 40a sends the C code on the PSO circuit 50d, the crossover predictor 40a sets its internal bus relay to disable DAXeo signal generation.

Regardless of and in addition to generating the C code signal to prevent crossover predictor 40a from generating DAXeo signals, crossover predictor 40d also calculates constant warning time predictions for its own adjacent warning device at crossing 20d and for

DAXear crossover predictors 20c and 20b if necessary based on train speed 410. DAXeo signals can communicate with crossover predictors 20b and 20c using radio links or separate wire conductors, or they can communicate using circuits. Additional PSOs (not shown in Fig. 4) that transmit on different frequencies.

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As shown in Fig. 5, when train 410 reaches the island circuit at junction 20d, the island circuit is de-energized (as discussed above, this is due to the wheels and axles of the train creating shortening through the rails between the island circuit receiver and transmitter). The train head then moves beyond the island and causes the two PSO circuits 50a, 50d to de-energize.

When the crossover predictor 40a detects the de-energization of the PSO circuit 50d, it sets its bar and starts its bar release timer. When crossover predictor 40d detects de-energization of PSO circuit 50a, it sets its own bus relay to prevent DAXeo of crossover predictors 40c, 40b and 40a in case train 410 went to the subsequently reverse direction and head back towards junction 20d (it should be noted that setting the bar at this point only prevents junction predictor 40d from being DAXeodo with respect to to new movements of the incoming train and does not prevent crossing predictor 20d from generating DAXeo signals for predictors 40b and 40c when the train passes crossing 20d even if the train speed is such that it does not reach the point at which DAX signal must be transmitted until after it is beyond junction 20d). The crossover predictor 40d controls the PSO 50d circuit to transmit the A code and also initiates

<img file="MX338795B_D0034.tif" />

its bar release timer upon detecting de-energization of the PSO 20a circuit.

Fig. 6 illustrates train 410 between junctions 20d and

20 a. During this time period, both PSO circuits 50a, 50d transmit the A code but remain de-energized due to the presence of the wheels and axles of the trains between their respective transmitters and receivers. Because train 410 continues to move, none of the bar release timers will end. This effectively prevents crossing predictor 40a from transmitting DAXeo signals to crossing predictors 40b, 40c, or 40d while train 410 is located between crossing predictors 40a and 40b and is moving toward crossing predictor 40a.

Referring now to Fig. 7, train 410 reaches the island circuit for predictor 40a, at this time this island circuit is de-energized. Predictors 40a and 40d continue to monitor PSO circuits 50a, 50d to transmit the A code. Also, because train motion is still detected, neither the rod release timer or approach clearance timer ends.

Referring now to Fig. 8, train 410 is shown beyond the island circuit associated with junction predictor 20a and continuing west. Junction predictors 40a and 40d will clear their bars to rehabilitate the

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transmitting DAX signals when neither a) its respective bar release chronometer or

<td>approach</td><td>end,</td><td>b)</td><td>when</td><td>the</td><td>circuit</td><td>island in</td><td>the</td>

<td>junction 20a</td><td>energizes,</td><td>the</td><td colspan="2">predictor</td><td>crossing</td><td>40a, 40d</td><td>not</td>

<td colspan="2">detects the presence of</td><td>a</td><td>train (the</td><td colspan="2">circuit of</td><td>predictor</td><td>of</td>

crossover determines that the observed impedance or voltage differs from a · impedance or voltage crossover predictive calibration procedure does not observe when the island circuit is set to basal for less than 20%), and some train movement; or energizes, no incoming motion is detected, and the crossover predictor is receiving a valid code A from the other predictor via PSO circuit 50 (meaning that the train is no longer located between predictors 40a, 40d). It should be noted that the junction predictor 40a will not generate some DAX signals even though train 410 is on its approach because the train movement is outgoing and therefore does not require any DAXeo.

As discussed above, it is not necessary to employ rail PSO circuits based on communications between the upstream and downstream crossover predictors. Rather, the vital I / O links between the predictors can be used instead. Vital I / O links can take the form of wireless links (eg radio, optical,

<img file="MX338795B_D0036.tif" />

etc.) or wired connections.

An exemplary installation using such vital I / O links is illustrated in Fig. 9. Fig. 9 is similar to Fig. 4, except that a vital 1/0 link 60a from crossover predictor 40a to crossover predictor 40b is present in place of PSO circuit 50a, and vital 1/0 link 60d between crossover predictor 40d and crossover predictor 40a is present in place of PSO circuit 50d. The vital I / O link 60d allows the crossover predictor 40d to set the bus relay on the crossover predictor 40a, suppressing the transmission of DAXeo signals from the crossover predictor 40a to the predictors 40b, 40c and 40d. The opposite is true for the vital 60a I / O link. In embodiments in which vital I / O links 60a, 60d are single wire conductors, the bus relay can be set simply by transmitting a positive voltage. Accordingly, when train 410 is detected on the approach to junction 20d by predictor 40d, predictor 40d energizes link 1/0 vital 60d (using failsafe principles, the absence of a voltage, or de-energization, of the link 60d should be interpreted as no disabling of the DAXeo since the absence of a signal is the fault and no disabling of the DAXeo is the safe condition) and the bus relay in the crossover predictor 40a is set, preventing the

<img file="MX338795B_D0037.tif" />

<img file="MX338795B_D0038.tif" />

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predictor 40a Daxee predictors 40b, 40c and 40d.

Those of skill in the art will recognize that the approach arrangements shown in Fig. 9 are two possible examples and many other configurations are possible. For example, in Figs. 4 and 9, the approximations for predictors 40a and 40d overlap each other in at least some of the areas between junctions 20a and 20d. However, facilities are possible in which this may not be the case and there is an opening between the approaches for the predictors 40a and 40d. In such a scenario, the use of PSO circuits as shown in Fig.

allows each of the predictors to determine if the train is present between junctions 20a and 20d. However, the use of vital I / O communications as shown in the

Fig. 9 would result in ambiguity in some situations where an opening exists between the approaches for crossover predictors 40a and 40d. For example, if a train heading towards junction 20a stops at such an opening and reverses its course toward junction 20d, predictor 20d would have no way of determining which direction such a train is approaching and therefore DAX would incorrectly predict

40c, 40b and 40a.

Some modalities address this situation by providing a mechanism to determine the direction of the

<img file="MX338795B_D0040.tif" />

train. An example of such a mechanism is illustrated in Fig. 10.

Circuit 1000 in FIG. 10 is similar in many respects to that in FIG. 1. However, circuit 1000 includes a second receiver 1044. Second receiver 1044 is tuned to the same frequency as first receiver 44.

However, the second 1044 receiver connects to the rails

22a, 22b on one side of transmitter 43 opposite first receiver 44, and is spaced from transmitter 43 at a sufficient distance to ensure that an incoming train traveling at maximum speed will be detected before such train reaches the island (in some modalities, this distance is 100 feet (30.48 m)). This difference in location between the first and second receivers 44, 1044 results in a difference in the EZ levels seen by the first and second receivers 44, 1044 when the train is located between the transmitter and one of the receivers 44, 1044 (the levels EZ for both receivers are low, but the receiver with the train between it and transmitter 43 has the lowest EZ level).

Accordingly, once the train arrives at one of the two receivers, the junction predictor 40 can determine on which side of junctions 20 the train is located, allowing a correct determination as to whether adjacent junctions are DAXed.

To provide a more comprehensive understanding of

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In the invention, the operation of the predictor circuits in various configurations is discussed in further detail below in connection with Figs. 11-37.

Establishment of Parameters (Figs. 11-13)

Referring now to Fig. 11, the Clearance EZ of

Approach is set to the EZ value that represents a clearance approximation. Clearance EZ is an EZ threshold that, when crossed, will cause a crossover predictor to stop generating a signal (or generate a signal) resulting in de-energizing a bus relay (referred to below as just a bus) on a downstream matched predictor so that generation of the DAX signal by the downstream matched predictor is enabled. Once a measured EZ value is greater than the Approach Clearance EZ value, the system will start running the Approach Clearance Timer if no train movement is present. The EZ value of Clearance of

Approach will normally be set to 80 except when this crossing approach extends through the adjacent bidirectional DAX system crossing island. When this crossing approach extends across the adjacent bidirectional DAX system crossover island, the Approach Clearance EZ is determined by placing a shunt on the far side of the bidirectional DAX system crossover island.

<img file="MX338795B_D0041.tif" />

adjacent (on the farthest track conductors) and recording the EZ value of this bidirectional DAX system. The EZ Approach Clearance value will be set to the value

Recorded EZ plus 5. Referring now to Fig. 12, the 5 Approach Clearance Time should be programmed at the time the train takes to travel from the EZ Clearance Point of

Approach in this system approach to the far side of the island of the adjacent bidirectional DAX system for the train at the allowed speed for the track (a train at the allowed speed for the track is a train that travels at the maximum allowable speed for the track ). Referring now to Fig. 13, Bar EZ (which is a threshold representing the last point, with respect to an incoming stream going downstream in which a crossover predictor will generate a signal to establish the bus relay logic of a downstream matched crossover predictor to suppress the transmission of DAXeo signals to adjacent junctions by the downstream paired crossover predictor) is determined by placing a lead at the termination lead location for the adjacent junction within the crossover approach being established and adding 5 EZ. If the adjacent intersection does not end on the outer approach of this intersection then the Bar EZ should be set to a minimum. The Release Chronometer

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Bar must be programmed to the amount of time the bar must remain established if a train stops between bidirectional DAX systems.

Internal PSO with Extended Approaches Across the Island (Figs. 14a-g)

Train at the Permitted Speed ​​on the Road

Referring now to Figs. 14a-g, all bars are initially cleared and both junctions (ie, PSO circuits for junctions 1 and 4) are transmitting code A. A train is traveling inbound to junction 4. The Train begins to cross but does not cross the Barra EZ point so code A is still transmitted by the PSO circuit transmitter for junction 4. Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

A - The train crosses the Barra EZ point on the approach (coincides with the termination derivation of junction 1) and the PSO transmitter for junction 4 transmits the C code due to the ringing of the junction (that is, the crossing has been activated) and EZ &lt;Bar EZ.

A - Junction 1 establishes the Bar and Bar Timer due to the receipt of a C code.

B - Junction Island 4 is de-energized (when the train enters Junction Island 4).

<img file="MX338795B_D0044.tif" />

Β - Junction 4 sets the bar, bar release chronometer, and approach chronometer.

B - Junction 4 will change from transmitting a code

C to a code A when the PSO circuit is de-energized (the

Crossing 4 stops receiving a crossing A code 1).

B - Junction 1 keeps the bar set due to the de-energization of the PSO circuit and the transition is Code

C to no code (PSO circuit de-energized).

C, D, and E - The state remains the same as the train traverses the internal circuit.

C, D, and E - Timers do not work due to incoming or outgoing movement.

C, D, and E - Junction 1 will set the Approach Clearance Timer when EZ &lt;EZ Clearance of

Approach.

F - Crossover Island 1 is de-energized.

F - The states remain unchanged.

G - Junction 1 and 4 see the PSO circuit. Both crossings see code A. Crossing Island 1 is still below (de-energized).

G - Junction 1 receives code A from junction 4. The junction is ringing and will transmit a code C while the island is below. Junction 4 will receive code C and set its bar.

INSTITUTO MEXICANO LE LA PROPIEDAD

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G - Junction Island 1 is energized. Junction 1 is receiving an A code from Junction 4. The junction changes to send an A code to Junction 4. Both junctions clear their bars.

Low Speed ​​Train

This scenario is the same as the train at the speed allowed on the track. As long as junction 1 and 4 see the inbound and outbound motion then the timers will not run until completion and the bars will remain set until the train passes through the island and the PSO circuit is energized.

Train Stops on Internal Approach

This scenario is similar to Fig. 22 (discussed below) because as long as there is no movement and the PSO circuit is de-energized the timers will run.

Once the timers are finished the bars will clear. The exception with internal PSO setting is that as long as the train is on the PSO circuit after the timers end the bars will never be set again due to the inability to receive a C code at the adjacent junction.

Internal PSO with Approaches on the Island (Figs. 15a-q)

Referring now to Figs. 15a-g, initially all bars are cleared and both crosses are

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transmitting an A code. The train is traveling inbound to junction 4. The train begins to cross but has not crossed the bar EZ point so code A is still transmitted (on the PSO circuit for junction 4). Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

A - The train crosses the Barra EZ point on the approach (coincides with the termination derivation of intersection 1) and transmits the C code due to the ringing of the intersection and EZ &lt;Barra EZ.

A - Junction 1 establishes the Bar and Bar Timer due to the receipt of a C code.

B - Crossing Island 4 is de-energized.

B - Junction 4 sets the bar, bar release chronometer, and approach chronometer.

B - Junction 4 will change from transmitting a code

C to a code A when the PSO circuit is de-energized (the

Crossing 4 stops receiving a crossing A code 1).

B - Junction 1 keeps the bar set due to de-energizing the PSO circuit and the transition is Code C to no code (PSO circuit de-energized).

C, D, and E - The state remains the same as the train traverses the internal circuit.

C, D, and E

The timers do not work due to

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C, D, and E - Junction 1 will set the Approach Clearance Timer when EZ &lt;EZ Clearance of

Approach.

F - Crossover Island 1 is de-energized.

F - The states remain unchanged.

G - Junction 1 and 4 see the PSO circuit. Both junctions see code A. The island of Junction 1 is still below.

G - Junction 1 receives code A from junction 4. The junction is ringing and will transmit a code C while the island is below. Junction 4 will receive code C and set its bar.

G - Junction Island 1 is energized. Junction 1 is receiving an A code from Junction 4. Junction 1 changes to send an A code to Junction 4. Both junctions clear their bars.

Internal PSO with Approaches on the Island (Figs. 16a ~ g)

Referring now to Figs. 16a-g, initially all bars are cleared and both crossings are transmitting code A. The train will start the crossing but does not cross the EZ point of the bar so that code A is still .transmitted. Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

<img file="MX338795B_D0048.tif" />

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MEXICAN INSTITUTE OF THE PROP! EÍ »aP INDUSTRIAL

A - The train crosses the Barra EZ point on 'the approach (coincides with the termination derivation of intersection 1) and transmits the C code due to the ringing of the intersection and EZ &lt;Barra EZ.

A - Junction 1 establishes the Bar and Bar Timer due to the receipt of a C code.

B - Crossing Island 4 is de-energized.

B - Junction 4 sets the bar, bar release chronometer, and approach chronometer,

B - Junction 4 will change from transmitting a code

C to a code A when the PSO circuit is de-energized (the

Crossing 4 stops receiving a crossing A code 1).

B - Junction 1 keeps the bar set due to the de-energization of the PSO circuit and the transition is Code

C to no code (PSO circuit de-energized).

C, D, and E - The state remains the same as the train traverses the internal circuit.

C, D, and E - Timers do not work due to incoming or outgoing movement. Once the train leaves junction 4 the approach timers will start to operate even though the PSO circuit is de-energized.

C, D, and E - Junction 1 will set the Approach Clearance Timer when EZ &lt;EZ Clearance of

Approach.

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F - Crossover Island 1 is de-energized.

F - The states remain unchanged.

G - Junction 1 and 4 see the PSO circuit. Both junctions see code A. The island of Junction 1 is still below.

G - Junction 1 receives code A from junction 4. The junction is ringing and will transmit a code C while the island is below. Junction 4 will receive code C and set its bar.

G - Junction Island 1 is energized. Junction 1 is receiving an A code from Junction 4. Junction 1 changes to send an A code to Junction 4. Both junctions clear their bars.

Internal PSQ with Joints

Train at the Permitted Speed ​​on the Road

Westbound entrance from Las Juntas (Figs. 17a-g)

Referring now to Figs. 17a-g, this scenario is the same as the train scenario at the allowed speed on the track described above in connection with Figs. 14a-g. The change of establishment would be for the calculation of the Approach Clearance EZ for crossing 4. Since the EZ will be above 80 at junction 4 when the end of the train crosses the joints, the Approach Clearance time should be set for the amount of time it will take for the last axis to travel from the joints to the junction

<img file="MX338795B_D0050.tif" />

for the train at maximum speed. . ................

Heading East Towards the Joints (Figs. 18a-q)

This scenario is basically the same as the train scenario at the permitted speed on the track described above in connection with Figs. 14a-g. The difference is the unidirectional unit at junction 4 where track 2 is not configured for bidirectional DAX. Channel 1 is configured for bidirectional DAX.

Slow speed

Westbound entrance from the Boards (Figs. 19aal

Referring now to Figs. 19a-g, this scenario is the same as the low-speed train scenario discussed above in connection with Figs. 14a-g. The change in the establishment would be for the calculation of the EZ of

Approach Clearance for junction 4. Since the EZ will be above 80 at junction 4 when the end of the train crosses the joints, the Approach Clearance time must be set for the amount of time the last axis will take in travel from the joints to junction 4 for the train at maximum speed.

Train Stops on Internal Approach

This scenario is similar to the scenario discussed below in connection with Figs. 22a-g because while

<img file="MX338795B_D0051.tif" />

there is no movement and the PSO circuit is de-energized the timers will work. Once the timers are finished the bars will clear. The exception with internal PSO setting is that as long as the train is on the PSO circuit after the timers end the bars will never be set again due to the inability to receive a C code at the adjacent junction.

Vital I / Q With Approaches Extended Through

Islands

Train at the Permitted Speed ​​on the Track (Figs. 20a-g)

Referring now to Figs. 20a-g, the Approach Clearance EZ will be established as the location almost outside the clear crossing. The EZ Clearance

Crossing Approach 4 will be just to the left of Crossing Island 1. The current location will be approximately 20 feet (6.09 m) to the left of crossroad 1 cables.

Initially all the bars are clear and all the

Bi-DAX I / O are de-energized. The train travels inbound to junction 4. The train begins to cross but does not cross the point

Bar EZ so that the Bi-DAX output is not energized. Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

A - The train crosses the EZ point of Barra in the

<img file="MX338795B_D0052.tif" />

<img file="MX338795B_D0053.tif" />

Dt LA PilOPILUAD INCUST'UaL approach (coincides with the termination derivation of crossing 1) and energizes the Bi-DAX output due to the ringing of the crossing and EZ &lt;Bar EZ.

A - Junction 1 establishes the Bar and Bar Timer due to the energization of the Bi-DAX input.

B - Crossing Island 4 is de-energized.

B - Junction 4 sets the bar, bar release chronometer, and approach chronometer.

B - Junction 4 keeps the Bi-DAX output energized because the bar is set.

B - Junction 1 keeps the bar set due to the Bi-DAX input being energized.

C, D, and E - The state remains the same as the train traverses the internal circuit.

C, D, and E - Timers do not work due to incoming or outgoing movement.

<td>C,</td><td>D,</td><td>and E - The crossing</td><td>1 does not energize</td><td>the exit of Bi-</td><td>DAX</td>

<td>because</td><td>the</td><td>input that</td><td>energizes.</td><td></td><td></td>

<td>c,</td><td>D</td><td colspan="3">and E - Junction 1 will set the stopwatch</td><td>of</td>

<td>20 clearance</td><td>of</td><td>approach</td><td>when EZ &lt;</td><td>Clearance EZ</td><td>of</td>

Approach.

F - Crossover Island 1 is de-energized.

F - The states remain unchanged.

G - Crossing Island 1 is cleared.

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Approach of Crnca 4.

&gt; EZ Clearance

Clearance timer working due to EZ

Clearance Chronometer

Crossing 4 clears the bar due to the approach clearance chronometer.

Junction 4 de-energizes the Bi-DAX output.

Crossing 1 sees the entry of Bi-DAX deseneroizada.

Crossing Approach 4

G - He begins to

Approach

G - He ends.

G completion

G - The

G - The

G - Junction 1 clears all bars due to de-energization of the Bi-DAX input.

Slow Speed ​​Train (Figs. 21a-q)

Referring now to Figs. 21a-g, the slow speed train scenario will be the same as the allowed speed on the track scenario. Since the timers do not work while the movement is viewed, the bars will remain set as the train moves from one crossing to the other regardless of speed. Overlapping approaches ensures that the train is seen from one intersection to the other. The following scenario shows a very slow train entering on the approach. Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

A - Initially all bars are cleared and all

IMPIOS

MEXICAN INSTITUTE jH

4Q PEEL PROPERTY V «INDUSTRIAL the 1/0 of Bi-DAX are de-energized. -. ____ A - The train travels inbound to junction 4.

A - The train begins to cross but has not crossed the Barra EZ point so the Bi-DAX output is not energized.

A - The train crosses the Barra EZ point on the approach (coincides with the termination lead of junction 1) and does NOT energize the Bi-DAX output because the junction DOES NOT ring even though EZ &lt;Barra EZ.

B - The train eventually starts at junction 4 and then junction 4 energizes its exit from Bi-DAX due to the ringing of the junction and EZ &lt;EZ de Barra.

B - Junction 1 establishes the Bar and Bar Timer due to the energization of the Bi-DAX input.

See points B to G in connection with the scenario in Figs. 20a-g for the remaining stages.

Train Stops on Internal Approach (Figs.

22a-q)

Referring now to Figs. 22a-g, the initial state is the same as the train at the allowed speed on the track of the scenario discussed above in connection with Figs. 20a-g. The following events occur (with capital letters referring to the corresponding portions of the figures):

IMPI

INSTITUTO MF.XICaNO D £ LA PROPIEDAD INDUSTRiAL

<img file="MX338795B_D0054.tif" />

A - The train stops resulting in the operation of the Crossing Bar Release Timer 4.

A - The train remains stopped for longer than setting the Crossing Bar Release 4 timer resulting in the timer ending, clearing the bar, and de-energizing the Bi-DAX output.

A - The crossing 1 Bi-DAX input is de-energized resulting in bus clearance.

B - The train resumes movement towards junction 1.

C - Junction 1 starts and EZ is less than the bar EZ resulting in junction 1 energizing its Bi-DAX output.

C - The Bi-DAX input of junction 4 is energized resulting in junction 4 setting the bar and bar timer.

D and E - The state does not change when the train moves to junction 1.

F - The crossing island is de-energized.

F - Crossing 1 sets the bar, bar release chronometer, and approach chronometer.

F - Junction 1 keeps the Bi-DAX output energized because the bar is set.

F - Junction 4 keeps the bar set because the Bi-DAX input is energized.

G - Crossing Island 1 is cleared.

<img file="MX338795B_D0055.tif" />

OF THE ^Ji&gt; *

<img file="MX338795B_D0056.tif" />

G - Junction 1 clears the bar because the train is moving to the external approach.

G - Junction 1 de-energizes the Bi-DAX output.

G - Junction 4 clears all bars due to Bi-DAX entry.

The Train Stops on the External Approach (Figs.

23a-b)

Referring now to Figs. 23a-b, this scenario, a train stopped on the external approach, applies to all different establishments. The difference is the establishment of EZ de Barra. If the Barra EZ is close to the island then the train may be closer to the island before Junction 4 (or Junction 1 depending on direction) energizes the Bi-DAX exit. Initially all bars are cleared and all 1/0 of Bi-DAX are de-energized. The train travels inbound to junction 4. The train begins to cross but has not crossed the bar EZ point so the Bi-DAX output is not energized. Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

A - The train crosses the Barra EZ point (coincides with the termination bypass of junction 1) and energizes the Bi-DAX output due to the crossing peal and EZ &lt;Barra EZ.

<img file="MX338795B_D0057.tif" />

A - Junction 1 sets the Bar and Bar Timer due to input energization from Bi-DAX.

B - The train stops to stop near the crossing island.

B - Junction 4 is cleared with the train stopped at an EZ lower than the Barra EZ.

B - Junction 4 de-energizes your Bi-DAX output because the junction does not ring and the bar does not set.

B - The crossing 1 Bi-DAX input is de-energized resulting in bar clearance. At this point, if the train starts again to enter then the summary scenario for Figs. 21a-g discussed above would apply. If the train recedes from the approach then nothing would change from the current states shown in Fig.

23b.

The Train Stops on the Island and Reverses

Scenario # 1 (Figs. 24a-d)

Referring now to Figs. 24a-d, a train moves inbound on the outer approach and they stop spanning the island. The train then reverses in the direction that leaves the island from the same direction that the train enters the island. Initially all bars are cleared and all Bi-DAX I / O are de-energized. The train travels inbound to junction 4. The train begins to cross

IMPI

INRI! TUTO MEXICANO DE La EKÜHEÍJAD

IND'JSTiUAL

<img file="MX338795B_D0058.tif" />

but it has not crossed the bar EZ point so the Bi-DAX output is not energized. Then, the following events occur (with capital letters referring to the corresponding portions of the figures):

A - The train crosses the Barra EZ point on the approach (coincides with the termination lead of junction 1) and energizes the Bi-DAX output due to the crossing peal and EZ &lt;Barra EZ.

A - Junction 1 sets the Bar and Bar Timer due to input energization from Bi-DAX.

B - Crossing Island 4 is de-energized.

B - Junction 4 sets the bar, bar release chronometer, and approach chronometer.

B- Junction 4 maintains the. Bi-DAX output energized due to the bar being set.

B - Junction 1 keeps the bar set because the Bi-DAX input is energized.

C - The train stops on the island.

C - Junction Bar Release Timer 4 works due to no incoming or outgoing movement.

C - Junction Bar Release Timer 4 could run to completion and then reset to maximum or continuously reset to maximum depending on implementation because the island below sets the

IMPI

MEXICAN INSTITUTE OF THE PKüF'iEUA L

INDUSTRIAL

<img file="MX338795B_D0059.tif" />

stopwatch and no incoming or outgoing movement runs the stopwatch. In any implementation, the bar will remain set as long as the island is below.

C - Junction 1 keeps the bar set because the Bi-DAX input is energized.

D - Crossing island 4 is cleared.

D - Junction 4 clears the bar because the train is moving to the outer approach.

D - Junction 4 de-energizes the Bi-DAX output.

D - Junction 1 clears all bars due to Bi-DAX entry.

Scenario # 2 (Figs. 2 4e-h)

Referring now to Figs. 24e-h, this scenario follows the scenario previously discussed for Figs.

20a-d. Then:

E - The state remains the same^- while the train crosses the internal circuit.

F - Crossover Island 1 is de-energized.

F - States remain unchanged when train brakes to stop at crossing island 1.

F - The train stops at crossing island 1.

F - The Approach Release Timer

Junction 4 is not working due to EZ &lt;Clearance EZ of

Approach.

<img file="MX338795B_D0060.tif" />

ΡΤ I- Hee.

INSTITUTO MEXICANO DI LA ÍÍDAl ¡NüUSrkML

F - The Bar Release Timer is running due to no incoming or outgoing movement.

<img file="MX338795B_D0061.tif" />

Junction 4

<td>G - The Stopwatch</td><td>of</td><td>Liberation of</td><td>Crossbar</td><td> 4</td>

<td>ends resulting in</td><td>the</td><td>clear of</td><td>the bars and</td><td>the</td>

<td>output de-energization</td><td>of</td><td>Bi-DAX.</td><td></td><td></td>

G - Junction 1 Bi-DAX input is de-energized but Junction 1 is ringing so that Junction 1 energizes its Bi-DAX output and keeps the bar set.

G - The Bi-DAX crossing 4 input is energized resulting in the establishment of the bar, bar stopwatch, and approach stopwatch.

G - Crossbar Release Timer 1 could run to completion and then reset to full or be continuously reset to maximum depending on implementation because the island below sets the stopwatch and no incoming or outgoing movement runs the stopwatch . In any implementation, the bar will remain set while the island is below.

H - The train moves from the island towards the internal approach keeping the bar established at junction 1 because the direction of the train is towards the internal approach. Vital I / O with Approaches on the Island

<img file="MX338795B_D0062.tif" />

MEXICAN INSTITUTE Dt LA r'RORÍEU-AD

INDUSTRIAL

<img file="MX338795B_D0063.tif" />

Train at the Permitted Speed ​​on the Island (Figs. 25a-q)

Referring now to Figs. 25a-g, this scenario is the same as that discussed above in connection with Figs. 20a-g, with the exception of the location of Barra's EZ and the point at which the

Approach will start to work. Due to the location of the termination taps the Barra EZ is located closest to the crossover island and therefore the Bi-DAX output is energized later (the train is close to the crossover island). The termination taps are located on the inner side of the island which results in the approach clearance timer starting at junction 4 while the train is moving through the crossover island.

one. Since the approach clearance chronometer is not allowed to run while the incoming or outgoing movement is viewed, the chronometer will not start until the last axis leaves the approach. When the road is drawn in the figure the last axis would leave the crossing approach 4 only to enter the crossing island 1. A programmed Stopwatch value of

Approach clearance of around 15 seconds would work in this scenario. A large value would keep the bar set at both crossings until the stopwatch ends while the train moves outbound on crossing approach 1.

IMPI ~

MEXICAN INSTITUTE £ 0 INDUSTRIAL PROPERTY

<img file="MX338795B_D0064.tif" />

Slow Train

The stationary train scenario is the same as in Figs. 22a-g. Since the approaches end on each island, the train is seen by both intersections. It is no different than the scenario for extended approaches across the islands.

1/0 Vital with Close Approaches to the Island

Allowed speed on the road (Figs. 26a-q)

For a train at the allowed speed on the track with appropriately programmed timers, this scenario will operate according to the train scenarios at the previous track speed.

Allowed speed on Track # 2 (Figs. 27a-g)

For a train at the allowed speed on the track with appropriately programmed timers, this scenario will operate according to the previous train speed at track speed scenarios.

Slow Speed ​​Train (Figs. 28a-q)

This scenario will follow the scenario previously discussed with Figs. 20a-d. The difference begins in Fig. E once the train leaves crossing approach 4 but is still within the internal loop.

Scenario 1

E - Junction 1 starts and the Bi-DAX input is still

<img file="MX338795B_D0065.tif" />

M .MEXICANO E? * 'L'E LA ITEM OEDAD V VINCUSIKIAL de-energized. ............., .........

E - The train leaves crossing approach 4.

E - Junction 4 Approach Clearance Timer starts due to EZ&gt; Approach Clearance EZ and no movement on Junction 4 Approach.

E - Crossing Approach Clearance Timer 4 ends E - Crossing 4 clears the Bar Release Timer.

<td></td><td>AND</td><td>- The</td><td>junction 4</td><td>clear the Bar.</td><td></td>

<td> 10</td><td>AND</td><td>- The</td><td>junction 4</td><td>de-energizes the output</td><td>from Bi-DAX.</td>

<td></td><td>AND</td><td>- The</td><td>entry</td><td>Bi-DAX crossover 1</td><td>it de-energizes but</td>

the bar is still set due to the ringing of junction 1.

E - Junction 1 energizes its Bi-DAX output due to the set bar.

E- Junction 4 sets the bar due to the input of

Bi-DAX powered.

F - The crossing island is de-energized.

F - The states remain unchanged.

G - Crossing Island 1 is cleared.

G - Junction 1 clears the bar because the train is moving to the external approach.

G - Junction 1 de-energizes the Bi-DAX output.

G - Junction 4 clears all bars due to de-energization of the Bi-DAX input.

IMPÍ ΟΟ,

................. vcm MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY

Scenario # 2 (Figs. 29a-q)

E - Junction 1 has not started and the Bi-DAX input is still de-energized.

E - The train leaves crossing approach 4.

E - Junction 4 Approach Clearance Timer starts due to EZ&gt; Approach Clearance EZ and no movement on Junction 4 Approach.

E - Crossing Approach Clearance Timer 4 ends.

E - Junction 4 clears the Release Timer

Bar.

E - Crossing 4 clears the Bar.

E - Junction 4 de-energizes the Bi-DAX output E - Bi-DAX junction 1 input de-energizes and clears the bars (Junction 1 is not ringing).

E - Junction 1 starts and EZ &lt;Bar EZ results in energizing your Bi-DAX output.

E - Junction 4 sets the bar due to the energized Bi- DAX input.

F - Crossover Island 1 is de-energized.

F - Crossing 1 sets the bar, bar stopwatch and approach clearance chronometer.

G - The crossing island is cleared.

G - Junction 1 clears the bar because the train is

IMPI

INS ¡TUTO MEXICAiJO UE LA FROi'ir.DA:&gt;

INDUSTRIAL

<img file="MX338795B_D0066.tif" />

move to external approach.

G - Junction 1 de-energizes the Bi-DAX output.

G - Junction 4 clears all bars due to input de-energization of Bi-DAX,

1/0 Vital with Joints

Allowed speed on the road

Entrance Towards the West of the Boards (Figs. 30a-q)

Referring now to Figs. 30a-g, this scenario is the same as the scenario discussed above in connection with Figs. 20a-g. The change of establishment would be for the calculation of the Approach Clearance EZ for crossing 4. Since the EZ will be above 8 0 at junction 4 when the end of the train crosses the joints, the Approach Clearance time should be set for the amount of time it will take the last axis to get to junction 4 for the train maximum speed. This will allow the bi-directional DAX system to cover the slower speed trains since the junction will take over the bar if its Bi-DAX input is de-energized and junction 1 is de-energized.

Exit to the East via Las Juntas (Figs. 31a-g)

Referring now to Figs. 31a-g, initially all bars are cleared and all 1/0 of Bi-DAX are de-energized. The train travels inbound to junction 1. The

<img file="MX338795B_D0067.tif" />

train starts crossing 1 but has not crossed the EZ point of

Bar so that the Bi-DAX output is not energized. Then:

A - The train crosses the Barra EZ point on the approach and energizes the Bi-DAX exit due to the ringing of the intersection and EZ &lt;Barra EZ.

A - Junction 4 sets the Bar and Bar Timer due to energization of the Bi-DAX input.

B - Crossover Island 1 is de-energized.

B - Crossing 1 sets the bar, bar release chronometer, and approach chronometer.

B - Junction 1 keeps the Bi-DAX output energized due to the bar being set.

B - Junction 4 keeps the bar set due to the Bi-DAX input being energized.

C, 4 and 5 - The state remains the same as the train crosses the internal circuit.

C, 4 and 5 - Timers do not work due to incoming or outgoing movement.

C, 4 and 5 - Junction 4 does not energize the Bi-DAX output due to the input being energized.

C, 4 and 5 - Junction 4 will set the approach clearance chronometer when EZ &lt;Approach Clearance EZ.

F - Crossing Island 4 is de-energized but the EZ is still

<img file="MX338795B_D0068.tif" />

IMPI

INSTANT 7 OM EX; CΛ PROPERTY NUMBER JNDUjTRJAL

100 when the train has not crossed the joints. The island again feeds on track 2.

F - The states remain unchanged.

<td rowspan="2">G - G -</td><td rowspan="2">The The</td><td colspan="2">crossing island</td><td colspan="3">4 is cleared.</td><td rowspan="2"> 1</td>

<td>Chronometer</td><td>of</td><td>Clearance</td><td>Approach of</td><td>Crossing</td>

<td>begins</td><td>to</td><td>function</td><td colspan="2">because</td><td colspan="2">EZ&gt; Clearance EZ</td><td>of</td>

<td colspan="2">Approach</td><td> •</td><td></td><td></td><td></td><td></td><td></td>

<td>G -</td><td>The</td><td>Chronometer</td><td>of</td><td>Clearance</td><td>Approach of</td><td>Crossing</td><td> 1</td>

<td>ends.</td><td></td><td></td><td></td><td></td><td></td><td></td><td></td>

<td>G</td><td> -</td><td>The crossing</td><td> 1</td><td>cleared</td><td>the bar because</td><td>to</td><td>the</td>

completion of the approach clearance chronometer.

G - Junction 1 de-energizes the Bi-DAX output.

G - Junction 4 sees the Bi-DAX input de-energized.

G - Junction 4 clears all bars due to de-energization of the Bi-DAX input.

Slow speed

Scenario # 1 (Figs. 32a-g)

Referring now to Figs. -32a-g, this scenario will follow the scenario for Figs. 20a to 20d. The difference starts at E once the Approach Clearance Timer is cleared at junction 4. Junction 1 started before the completion of the Clearance Clearance Timer.

Crossing Approach 4. Then:

E - Junction 1 starts and the Bi-DAX input is still

F

MÍXIC INSTITUTEWí '' 4 de m raúmj, ^ de-energized.

E - Crossing Approach Clearance Timer 4 ends.

E - Junction 4 clears the Release Timer

Bar.

E - Crossing 4 clears the Bar.

E - Junction 4 de-energizes the Bi-DAX output.

E - L £ Bi-DAX input from junction 1 is de-energized but the bar remains set due to the ringing of junction 1.

E - Junction 1 energizes your Bi-DAX output due to the set bar.

E - Junction 4 sets the bar due to the energized Bi- DAX input.

F - Crossover Island 1 is de-energized.

F - The states remain unchanged.

G - Crossing Island 1 is cleared.

G- Junction 1 clears the bar because the train is moving to the external approach.

G - Junction 1 de-energizes the Bi-DAX output.

G - Junction 4 clears all bars due to de-energization of the Bi-DAX input.

Scenario # 2 (Figs. 33a-g)

Referring now to Figs. 33a-g, this scenario will follow the scenario for Figs. 20a to 20d. The

<img file="MX338795B_D0069.tif" />

difference starts at E once the Approach Clearance Timer is cleared at junction 4. Junction 1 has not started prior to the completion of Crossing Approach Clearance Timer 4. The following occurs after:

E - Junction 1 has not started and the Bi-DAX input is still de-energized.

E - Crossing Approach Clearance Timer 4 ends.

E - Junction 4 clears the Release chronometer

Bar.

E - Crossing 4 clears the Bar.

E - Junction 4 de-energizes the Bi-DAX output.

E - The Bi-DAX input of junction 1 is de-energized and clears the bars (junction 1 is not ringing).

E - Junction 1 starts and EZ &lt;Bar EZ results in its Bi-DAX output energizing.

E - Junction 4 sets the bar due to the energized Bi-DAX input.

F - Crossover Island 1 is de-energized.

F - Crossing 1 sets the bar, bar stopwatch and approach clearance chronometer.

G - Crossing Island 1 is cleared.

G - Junction 1 clears the bar because the train is moving to the external approach.

<img file="MX338795B_D0070.tif" />

IMPI

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G - Junction 1 de-energizes the Bi-DAX output.

G - Junction 4 clears all bars due to de-energization of the Bi-DAX input.

The Train Stops on the Island and Reverses (Figs.

34a-g)

Referring now to Figs. 34a-g, the train moves inbound on the outer approach and stops encompassing the island. The train then reverses in the direction that leaves the island from the same direction that the train enters the island. Initially all bars are cleared and all Bi-DAX I / O are de-energized. The train travels inbound to junction 4. The train begins to cross but has not crossed the Barra EZ point so the Bi-DAX output is not energized. Then:

A - The train crosses the Barra EZ point on the approach and energizes the Bi-DAX exit due to the ringing of the intersection and EZ &lt;Barra EZ.

A - Junction 1 establishes the Bar and Bar Timer due to the energization of the Bi-DAX input.

B - Crossing Island 4 is de-energized.

B - Junction 4 sets the bar, bar release chronometer, and approach chronometer.

B - Junction 4 keeps the Bi-DAX output energized due to the bar being set.

Β - Junction 1 keeps the bar set due to the Bi-DAX input being energized.

C - The train stops on the island.

C - Junction Bar Release Timer 4 works due to no incoming or outgoing movement.

C - Junction Bar Release Timer 4 could run to completion and then reset to full or be continuously reset to maximum depending on implementation because the island below sets the stopwatch and no incoming or outgoing movement runs the stopwatch . In any implementation the bar will remain set while the island is below.

C - Junction 1 keeps the bar set due to the Bi-DAX input being energized.

D - Crossing island 4 is cleared.

D - Junction 4 clears the bar because the train is moving to the outer approach.

D - Junction 4 de-energizes the Bi-DAX output.

D - Junction 1 clears all bars due to Bi-DAX entry.

Central Feeding Through Movement Over 5

Reverse Switch (Figs. 35a-q)

Referring now to Figs. 35a-g, the state

<img file="MX338795B_D0071.tif" />

<td>initial is</td><td>bi-outputs</td><td>DAX</td><td>de-energized</td><td>and switch</td>

<td>settled down</td><td>for movement</td><td>of</td><td>principal line,</td><td>transmitting</td>

<td>code A, TO -</td><td>The switch</td><td>I know</td><td>act for</td><td>a movement</td>

Divergent resulting in a C code that is transmitted from the switch to both Junction 1 and Junction 4.

A - Junction 1 and 4 set the bar and bar release chronometer due to receiving the C code in

RX2.

A - The Bi-DAX outputs remain de-energized.

B - The train enters crossing approach 4 that starts the crossing. EZ is less than the Approach EZ.

B - Junction 4 clears the bar due to the start of

<td colspan="2">crossing and receiving a C code</td><td colspan="2">on RX2.</td>

<td>15 B - Junction 4</td><td>does not energize</td><td>your departure</td><td>from Bi-DAX due to</td>

<td>receiving a</td><td>code C</td><td>on RX2.</td><td>The bar is already</td>

<td>established in the</td><td>crossing 1</td><td>because</td><td>the position of the</td>

switch.

C - Crossing Island 4 is de-energized.

C - Junction 4 sets the bar, bar release chronometer, and approach chronometer.

C - Junction 4 will energize your Bi-DAX output once the train bypasses the PSO circuit resulting in no C Code in RX2.

IMPÍ

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<img file="MX338795B_D0072.tif" />

C - Code 1 maintains the bar p ^ ahiorida refused to Bi-DAX input which is energized and receiving a code

C on RX2.

D and 5 - The state remains the same as the train crosses the internal circuit.

D and 5 - The timers do not work due to incoming and outgoing movement.

D and 5 - Junction 1 does not energize the Bi-DAX output due to the input that is energized.

D and 5 - Junction 1 will set the approach clearance chronometer when EZ &lt;Approach Clearance EZ.

E - When the train bypasses the PSO circuit for the crossing resulting in no C code for RX2 the bars will remain set due to the Bi-DAX input being energized.

E - Crossing Approach Clearance Timer 4 starts operating due to EZ&gt; Clearance EZ of

Approach.

F - Crossover Island 1 is de-energized.

F - The states remain unchanged.

G - Crossing Island 1 is cleared.

G - Crossing Approach Clearance Timer 4 ends.

G - Junction 4 de-energizes the Bi-DAX exit due to completion of the approach clearance chronometer

<img file="MX338795B_D0073.tif" />

but it keeps the bar set i_to Application of C code in RX2.

G - Junction 1 sees the Bi-DAX input de-energized.

G - Junction 1 would clear all bars due to de-energization of the Bi-DAX input but would still be established due to the C code received at RX2.

Central Power Train Enters from Apartadero (Figs. 36a-f)

Referring now to Figs. 36a-f, the initial state is de-energized Bi-DAX outputs and switch set for main line movement, transmitting code A. The following occurs later:

A - The switch is actuated for a diverging motion resulting in a C code that is transmitted from the switch to both Junction 1 and Junction 4.

A - Junction 1 and 4 set the bar and bar release chronometer due to receiving the C code in

RX2.

A - The Bi-DAX outputs remain de-energized.

B - The train enters the approach bypassing the PSO circuit from Junction 1 resulting in Junction 1 not seeing a C code in RX2.

B - Cross bar 1 is still set because you see code C then no code.

<img file="MX338795B_D0074.tif" />

Β - Junction 4 may or may not see code C even depending on the PSO connections on the switch. Either way the bar will remain stable either due to C code being seen or for Bar Release time.

C - The train is entering junction 1 resulting in the start of junction 1.

C - The Bi-DAX junction 1 output is energized.

C - The crossing 4 Bi-DAX input is energized.

D - Crossover Island 1 is de-energized - bus states remain the same.

E - Junction Island 1 is energized.

E - Crossing 1 de-energizes the Bi-DAX exit because the train leaves the island for the external approach.

E - The crossing 4 Bi-DAX input is de-energized.

E - Junction 1 and Junction 4 bars are still set because C code is seen in RX2.

F - The train is out of the approaches.

F - Bars will still be set due to C code in RX2.

F - The switch is actuated for main line resulting in Code A received in RX2.

F - Both junctions 1 and 4 clear their bars due to receiving Code A on RX2.

Central Power Train Meeting Scenario # 1

<img file="MX338795B_D0075.tif" />

(Figs. 37a-b)

A - Initially all bars are cleared and all 1/0 of Bi-DAX are de-energized. The switch is set to normal and the PSO is transmitting Code A.

B - The train travels inbound to junction 4.

B - The train begins to cross but has not crossed the Barra EZ point so the Bi-DAX output is not energized.

B - The train crosses the Barra EZ point on the 10th approach and energizes the Bi-DAX exit due to the crossing peal and EZ &lt;Barra EZ.

B - Junction 1 sets the Bar and Bar Timer due to energization of the Bi-DAX input.

C - Crossing Island 4 is de-energized.

C - Junction 4 keeps the Bi-DAX output energized due to the bar being set.

C - Junction 1 keeps the bar set due to the Bi-DAX input being energized.

D - The state remains the same as the train crosses the internal circuit.

D - The timers do not work due to incoming or outgoing movement.

D - Junction 1 does not energize the Bi-DAX output due to the input that is energized.

1NSTIIU ΤΟ MEXICANO t *.

OF THE m »'l £ UAU

INDUSTÜ.'AL ----- E - The train stops at the switch and at a point where the crossing EZ 4 is greater than the approach EZ.

E - The Junction 4 Approach Clearance timer starts running.

E - The second incoming train to junction 1.

E - Junction 1 starts due to the second train.

E - Junction 1 bar will continue to be set due to the Bi-DAX input being energized and receiving A code on RX2 (switch not actuated).

F - The switch is actuated for a diverging motion which results in the PSO at the switch transmitting a C code.

F - Junction 1 is ringing and receiving a C code on RX2 resulting in the bars clearing (invalidates Bi-DAX input).

G - Circuit 4 timers end. Could be

Clearance of Approach or Release of Bar. The output of

Bi-DAX is de-energized and the bar is cleared.

G - Junction 1 still invalidates the bars due to the ringing of the junction and reception of the C code in RX2.

H - Crossover Island 1 is de-energized.

H - Crossing 1 sets the bar, bar release chronometer, and approach chronometer.

H - Junction 1 will energize your Bi-DAX output once

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INSTITUTE ΜΕΛΙΟ NO «

ΙΈ LA THOTILCA ')' Λ - ^ ÍS »rji £&gt; (, νηι í &lt;Tb ι ....&gt;» ^¹* ϋι '· π &lt;^ι* 1ΐΗ ^ industrial that the train bypasses the PSO circuit resulting in no

Code C on RX2.

H - Junction 1 establishes the bar due to the input of the Bi- DAX being energized.

I - The second train is moving towards the switch. The states remain the same.

I - The second train leaves the approach via the switch (last axis still in the approach of crossing 1 and derived PSO circuit). The state remains the same.

J - The second train leaves the approach resulting in the energization of crossing PSO circuit 1.

J - Junction i receives Code C on RX2, This clears the Bi-DAX output and keeps the bars set.

J - Crossing Approach Clearance Timer 1 ends.

J - The crossing 4 Bi-DAX input is de-energized resulting in the bars clearing.

K - Crossing bar 1 is still set by Approach Clearance time because the transition from code C to code A is seen.

L - Crossing bar 1 set due to approach clearance time is immobilized due to incoming motion and EZ &lt;Approach EZ.

M - Crossover Island 1 is de-energized.

IMPIOS

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LE La?; \ 9k! T.!? AD ν 'iNsus'nuAL ^v

M - Crossing 1 sets the bar, bar chronometer and approach clearance chronometer.

N - The crossing island is cleared.

N - Junction 1 clears the bar due to the train moving to the external approach.

N - Junction 1 de-energizes the Bi-DAX output.

N - Junction 4 clears all bars due to de-energization of the Bi-DAX input.

It will be apparent to those of art experience that numerous other variations in addition to those discussed above are also possible. Therefore, while the invention has been described with respect to certain specific embodiments, it will be appreciated that many modifications and changes can be made by those skilled in the art without departing from the spirit of the invention. Therefore, it is proposed, by the appended claims, to cover all modifications and changes when they fall within the true spirit and scope of the invention.

Furthermore, the purpose of the Summary is to enable the patent office and the general public, and especially scientists, engineers, and art professionals who are unfamiliar with patent or legal terms or phraseology, to quickly determine from a surface inspection the nature and essence of the technical description

IMPI

MEXICAN INSTITUTE OF INDUSTRIAL PROPERTY of the application. The Summary is not intended to be limited

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as to the scope of the present invention in some way.

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INSTITUTO mE.'OCaNC l&gt; e la 'uo?!?; Oad IM / UÜTKHl