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Патент USA US2066455

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Jan. 5, 1937.
~
H. E. BRAsHAREs
'
2,066,455
PROTECTED SWITCH OPERATING SYSTEM
Filed March 3, 1924
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Q
106
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1191/67] for?
?arrgli?m?bares
Patented Jan. 5, 1937
UNITED STATES PATENT OFFICE
2,066,455
_
PROTECTED SWITCH OPERATING SYSTEM
Harry E. Brashares, St. Paul, Minn., assignor, by
mesne assignments, to Union Switch & Signal
Company, Swissvale, Pa_., a corporation of
Pennsylvania
Application March 3, 1924, Serial No. 696,436
17 Claims.
The present invention relates to train control,
and more particularly to an improved means for
actuating a track switch from a moving train.
An enormous amount of energy is required to
'
5
stop and start a train, and, where long freight
trains are pulled by powerful locomotives such
as those of the Mallet type, damage to drawbars
and other car paraphernalia caused by the
strains of starting and stopping is of common oc
10 currence. It is desirable, therefore, to cut down
the number of startings and stoppings required to
a minimum, while maintaining a positive safety
factor in the manipulation of trains.
To this end the present invention is designed.
' An object of the present invention is to im
prove and simplify a protected switch mech
anism operable from a moving train.
Another object is to operate a switch from a
moving train and after such operation to stop
the train if it is not safe for the train to enter
the switch.
A further object is to operate a switch from
a moving train and to indicate to the attend
ants thereof the condition of tra?ic on tracks as
sociated with the switch.
In order to attain these objects I employ, in
accordance with one form of my invention, an
electro-magnet of a well-known type adjacent
the path of an oncoming train, as, for instance,
in a box imbedded between the rails. This elec
tro-magnet may be intercepted by an electro
magnetic ?eld generated by some means car
ried by the oncoming train, as, for instance, by
a permanent magnet, to induce a current into
0 u)
the coils of the electro-magnet, to actuate
switch operating, signaling, and protective de
vices to be more fully described hereinafter.
The accompanying drawing shows the appa
ratus and method of operation of one embodi.
40 ment of my invention.
Referring to the drawing in detail:
A, B, C, and D represent track circuits on a
main line track, while E and F represent track
circuits on a side track.
45
The ends of adjacent
track circuits being separated indicate insulated
joints at these points. Batteries I, 2, and 3 are
connected across the rails of track sections B,
C, and D, respectively, of main line track, to es
tablish a permanent difference of potential be
01 C tween the rails of each of these track circuits.
The apparatus as here illustrated is arranged
to permit a train, coming from the right over
main line track A, B, C to enter the switch 4
and thence the side track E, F without stopping.
An electro-magnet 5 is here shown POSitioned
(01. 245-240)
intermediate the rails of track section A, and
the terminals of the winding of this electroemag
net are connected to the?eld of a relay 5.
A
magnetic-?eld generating device ‘I is carried by
the oncoming train, and may be a permanent
magnet controllable with respect to electro-mag
net 5 so as to induce a current therein in passing,
or not, ‘as desired.
'
A relay 8 is connected across track circuit B
and is held closed by track battery I , except when
a train is passing over B track.
1.0
Such a pas
sage short-circuits battery I and permits relay 8
to open. Relays 9 and H] are similarly connected
across track circuits C and D.
.
Track circuit A may be considered as about
half a mile in length, and track circuit 13 as .155
about three thousand feet, or, in other vwor<;is,
su?iciently long to- allow for e?ective braking, if
necessary.
Signals are indicated by the conventions ll, l2,
l3, and I4, and are electrically connected to ‘the 20
system as shown for a purpose to be fully ex
plained hereinafter. The signals are here shown
as of the semaphore type, but it is to be under- '
stood that any form of signal may be employed.
Contacts l5, l6, I1, and I8 are positioned ,ad
jacent semaphore arms ll, l2, L3, and I4, re~
spectively, and are operated by a movement of
said arms in a manner to close an electrical con.
nection across any of these contacts when the 30
associated semaphore arm thereof is in a “stop’?
position.
A brake actuating mechanism I9 is provided
to cause the brakes to be applied to an oncoming
train, should any of the apparatus herein ole.
scribed, register conditions which would make it
unsafe for the train to proceed.
35
This brake ac
tuating mechanism is actuated by the opening
of a relay 31 connected as illustrated.
A switch operating motor ,2l' moves they switch
4 to side track position .on being rotated in one 49
direction, and to main line position when Io.
tated in the other direction. Four pairs .of con.
tacts 22 are illustrated, and a, pair of movable
cross connections therefor are operated by the
switch operating ‘motor 2| and its associated 4.5
mechanism, to close the upper and third pairs of
contacts 22 when the track switch 4 is in side
track position, and to close the second and the
lower pairs of contacts 22 when the track switch .59
4 is in main line position. These pairs of .cone
tacts 2,2, as well as all relay contacts in this
speci?cation, will be designated by numbers
reading .from the top down. the upper or "‘mak?’
Contact of the relays being designated
“from”
2,066,455
2.
and. the lower or “break” contact being designated
as the “back” contact.
All of the relays illustrated are standard, im
mediate action, gravity drop relays, except relay
the coil of relay 8, conductor 6|, and rail 62 back
to battery I.
The circuit for relay 36 is from common nega--‘
tive 40, through conductors 44, 63, 64, the coil of’
relay 36, conductor 65, across the ?rst pair of
contacts of switch 22 when the track switch 4 is
predetermined interval after energization of the in sidetrack position, conductor 66 across the sec-'
and front contact of relay 33, conductor 61, the
Batteries 24, 25, 26, 21, and 28 are indicated by third front contact of relay 9, and through con
the standard convention therefor
ductor 68 to positive battery at X._ The circuit for 10
Manually operated keys 29 and 30 are of the relay 34 is from common negative 48, through
F‘make” and “break” type, respectively;
conductors 44, 63, 69, 10, the coil of relay 34, con
The two leads at the left of. the drawing marked ductor ‘II, the second pair of contacts on switch
X-and the lead from the upper front contact of 22, when the track switch 4 is in mainline posi
relay 8, also designated by X, all leadrto other tion, conductor 12, ‘the second front contact of
automatic control circuits, but for the purpose of relay 32, conductor 13, the second front contact
15
this speci?cation may be considered as having a of relay 9, conductor 14, the front contact of relay
23, which is designed to be delayed in closing a
?eld
thereof.
7
positive potential.
,
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v
,
.
r
.
Circuits
I0, and conductor 15 to positive battery X.
The circuit for signal II is through relay 36,
and for signal I2 through relay 34, the circuits for 20
said signals being as follows: Signal “.2 from
common negative 40, through conductors 44, 63,
‘ The circuit for relay 6 is from the inductively
69, 16, 11, signal I I, conductor 18, first front con
energized member 5,‘through conductor I40, the .
tact of relay 36, conductors 19, 54, 55,56, and 41
coil of relay 6, and conductor I4I back to mem
to the positive pole of battery 26. Signal I2: 25
5;
.
from, common negative 40through conductors 44,
25 berClosure
of relay 6 completes a circuit fromthe
The circuits involved in the present system are
traced in detail in the following paragraphs.
positive terminal ofbattery 28, through conduc
tor 39,, the front contact of relay 6, conductor M,
the second'front contact of normally closed relay
6, conductor 42, the coil of relay 3|, conductor 43,
63, 69, 16, 89, signal I2, conductor 8|, the ?rst
front contact of relay 34, conductors 82, 55, 56,
normally closed key 30, conductor I42, and con
I2, passes through switch 22 when said switch is
in mainline position, the second front contact of
relay 32, the second front contact of relay 9, and
the front contact of relay I 8. Relay I0 is the track
relay for track section "D, the circuit therefor
3
ductor 44 to common negative 48.
‘ a
'
The closure of relay 3I closes a locking circuit
for relay 3I through the coil of relay 3 I, conductor
43, key 30, and conductor 44 to negative side of
25 battery 26, and from the coil of relay 3|, through
conductor 45, the upper front contact of relay 3 I,
conductor 46, the'upper front contact of relay 9a,
which is operated in conjunction with relay 9 (as
will be brought'out later in the speci?cation),
.40 conductor 41, battery 26, and conductor 48 to
common negative 40.
This locking circuit is broken only by the open
ing of relay 9a in a manner which will be ap
parent after a study. of the speci?cation, or by
opening key 39 which may be placed at any‘point
along the right of ‘way as desired.
The circuit for the brake actuating mechanism
50
‘I9 is from mechanism I9, through conductor ‘49,
front contact of relay 31, conductor 50, battery 21,
and conductor 5I, back togmechanismul9. The
normal condition of the brake operating mecha
nism is with the circuit closed, a release of the
circuit through the opening of relay 31 moving
‘the mechanism to an operative condition to set
the brakes on a train passing over said mechanism.
The relay 31 is designed to be held closed when
either relay 34 or relay 36, or both,'are operated,
the alternate circuits of relay 31 being as follows:
J60
First,-—With relay 36 closed. and relay 34 open:
from common negative 40, through conductor 52,
coil of relay 31, conductor 53, lower front contact
of relay 36, conductors 54, 55, 56, 41, battery 26,
and conductor 48 to common negative 40; Sec
ond,-'-With relay 36 open- and relay 34 closed:
from common negative 40, through conductor 52,
coil of relay 31,"conductors 53, 51, lower front con
tact of relay 34, conductors 55, 56, 41, battery'26,
and conductor 48 to common negative 40. With
both relays 34 and 36 closed both the above cir
cuits would act to hold relay 31 operated.
As the train enters track section ‘B it short
circuits the circuit of relay 8 by the wheels and
axles of the cars. The circuit of relay 8 is from
75
track battery I, through rail 59, conductor 60,
and 41 to the positive terminal ofbattery 26.
It will be noted that the circuit for relay 34 as
previously described which relay controls signal
being from track battery 3, through rail 86,'con
ductor 84, the coil of relay I8, conductor 85,'and
rail 83, back to battery 3. Relay I8is closed ex
cept when a train occupies track section D, which 40
shorts out relay I0 and opens the circuit for sig
nal I2, moving it to a biased or “stop” position.
Relay 9 is the track relay for track section 0,
and the circuit therefor is from track battery 2, .
through rail 90, conductor 86, the coil of relay 9,
conductor 89, and rail 81, back to battery 2. This
relay is also normally closed and is opened by the
presence of a train on track section C in the same
manner as relay Ill. The relay 9a is controlled
by a front contact of relay 9, the circuit for relay 50
9a passing from battery 24, through conductors
III], I99 and I08, ?rst front contact of relay 9,
winding of relay 9a, and conductors 48 and 49
back to battery 24. The switch 4 is actuated by
motor 2I, which motor is controlled by the fol
lowing circuits, which circuits may be termed
“norrnal”. and “reverse”, respectively. The “nor
mal”'circuit, which, when completed, moves track
switch 4 and. switch 22 to mainline position is
from common negative 40 through conductor 9|, 60
the field 92 of the motor, conductor 93, the fourth
front contact of relay 32, conductor 94,'the com
mutator 96 of the motor, conductor 96, the fourth
back contact of relay 33, conductors 91, 98, the
front contact. of relay 23, and. conductor 99, to the 65
positive terminal of battery 25. This “normal”
circuit, it will be noted, requires that relays 23 and
32 be closed and relay 33;open. The “reverse”
circuit is as follows-from common negative 40
through conductor 9|, the field 92, conductor
I08, the fourth front contact of relay 33, conduc
tor 96, armature 95, conductor 94, the fourthback
contact of relay 32, conductor IllI, conductor 98,
the front contact of relay 23, and conductor 99 to
the positive terminal of battery 25. The comple- ‘
2,066,455
tion of the reverse circuit ‘moves track switch ‘4
and switch 22 to sidetrack position. Relay 23
must be closed before either the “normal” or “re
verse” circuits can be closed. Relay 23 is of the
delayed closing type, wherein there is a time in
terval between the energizing of the relay and the
actual actuation thereof. The circuit forrelay 23
is from common negative 40, through conductor
I02, the coil of relay 23, conductor I03, the switch
10 I5, which operates in conjunction with signal II,
conductor I64, switch I6, which operates in con
junction with signal I2, conductor I05, switch I8,
which operates in conjunction with signal I4,
conductor I06,'switch I1 which operates in con
junction with signal I3, conductors, I01, I08, I09,
and I I0 to the positive terminal of battery 24.
The circuit for relay 32 is, from common nega
tive 40, through conductor III, the second back
contact of relay 3|, conductor II 2, the coil of re
20 lay 32, conductor II3, the ?rst back contact of
relay 33, conductors H4, H5, the second front
contact of relay 9a, conductors H6, 56, and 41 to
the positive terminal of battery 26. The circuit
for relay 33 is from common negative 40, through
25 conductor III, second front contact of relay 3|,
conductor “1, coil of relay 33, conductor IIB,
?rst back contact of relay 32, conductors “9,
I I5, the second front contact of relay 3a, conduc
30
tors H6, 56, and 41 to the positive terminal of
battery 26.
The circuit for signal I4 is from common neg
ative 40, through conductors I20, I2I, I22, signal
I4, conductor I23, the front contact of relay 35,
conductor I24, and conductor I I0, to the positive
35 terminal of battery 24. The circuit for signal I3
is from common negative 40, through conductors
I20, I2I, I25, signal I3, conductor I26, the front
contact of relay 38, conductors I21, I09, and M0
to the positive terminal of battery 24.
40
'
The circuit for relay 35, which controls the op
eration of signal I4, is from positive terminal X,
through conductor I28, the ?rst front contact of
relay 8, conductor I29, the third front contact
of relay 9a‘, conductor I30, the fourth pair‘ of
45 contacts of switch 22 when the switch is in the
main line position, conductor I3I, the third front
.contact of vrelay 32, conductor I32, the coil of re
lay 35, conductor I33, the fourth front contact of
relay 9, conductor I34, and I20 to common nega
50
tive 40.
‘
The circuit for relay 36, which controls the..op
eration of signal I3, is from the positive terminal
X, through conductor I28, the ?rst front contact
of relay 8, conductor |29,'the third front contact
55 of relay 9a, conductor I30, conductor I36, across
the third pair of contacts of switch 22 when the
switch is in a sidetrack position, conductor I31,
the third front contact of relay 33, conductor I38,
the coil of relay 38, conductor I39, the fourth
60 front contact of relay 9, conductor I34, and con
ductor I20 to common negative 40.
Operation
Consider that a train is approaching from the
6,5 right over main line track A, B, C and that the
engineman desires to enter the side track E, 'F
by means of switch 4. The device ‘I carried by
the locomotive is positioned so that a magnetic
?eld generated thereby shall pass in proximity
70 to the electro-magnet 5. As this ?eld passes the
electro-magnet 5, the lines of force of the mag
netic ?eld induce a current into the coils of elec
715
tro-magnet 5 to operate the relay 6. Closure of
the contact of relay 6 completes the pick-up cir
cuit previously traced for relay 3|. The closure
of relay 3| then completes the locking or stick
circuit previously traced for this relay.
This locking circuit is broken only by the open
ing of relay 3a, or manually by means of key 30 ,
placed along the right of way ‘as desired.
Should a relay 34 governing the movement of
signal I2 and a relay 36 governing the movement
of signal II, both be tie-energized when the on
coming train is still on track A, thus moving sig
nals II and I2 both to the “stop” position, arelay 10
31, normally energized, would be opened and
cause the brakes to be applied and the train to
be‘ stopped by cooperation with associated rap,
paratus carried by the train. The ‘relays 34 and
35 ‘would both be open under either of two con
ditions: ?rst with the track switch 4 in side track
position, thereby opening the circuit of relay 34
through'the second pair of contacts 22, and at the
same time with relay 8 open thereby opening the
circuit of relay 36 through its third front con 20
tact; and second the switch 4 being in main line
position thus opening the circuit of relay 36
through the ?rst pair of contacts 22 and at the
same time either relay 9 or relay I 0 open thereby -
opening the circuit of relay 34.
25
A relay 32, which may be termed the “normal”
relay, was held energized through the lower back
contact of relay 3| before relay 3| was energized,
and through the upper back contact of a relay 33,
which may be termed the “reverse” relay. When
relay 3| wasenergized as previously explained,
normal relay 32 was released, opening its front
contacts and closing its back contacts. This
opened the circuit controlling the forward move
ment of switch operating motor 2|, at the same 35
time, the reverse motor control circuit, through
relay 33, was ‘placed in condition to be closed
through the upper back contact of relay 32 and
lower front contact of relay 3|, as soon as time
relay 23 is energized in a manner to be described 4.0
in the following paragraph. When time relay 23
is energized, it completes the circuit through the
motor 2| in'a manner to reverse it, thereby caus
ing switch 4 to be‘ moved to the side track posi
tion and, ‘upon the completion of the switch
throwing operation, the closure of the upper and
the third pairs-of motor operated contacts 22.
Opening of the second and third front contacts
of normal relay 32 causes the release of relays 34
and 35, respectively. The opening of relay 34 '
causes signal I2 to move to the “stop” position,
and the opening of relay 35 causes signal I4 to
move to the “stop” position. ‘The moving of these
signals to the “stop” position closes the contacts
I6 and I8, respectively. Signal 1 I is held in “stop” ' ‘
position when motor contacts 22 are in main line
position, the upper pair of contacts 22 being open,
since this opens the circuit for relay 35. Signal
I3 is also held in “stop” position when track switch
4 is in main line position, since the third pair of .60
contacts 22 are then open, thus opening the cir
cuit through relay 38 governing signal I3.
The opening of relay 32, therefore, brings all
the signals, II, I2, I3, and I4, to the “stop” posi
tion, closing their associated contacts I5,.|6, I1, 65
and I 8 and energizing relay 23 which, after a pre
determined time interval, closes and completes
the reverse circuit through motor 2| to throw
switch 4 to side track position. If the switch
throwing operation is completed and the upper 70
and the third pairs of contacts 22 are thereby
closed, the circuit for relay 36 which controls sig
nal I3 is completed through the third front con
tact .of relay Y33 and the third pair of contacts 22,
moving ‘signal I3 to the “proceed" position. At 75
2,066,455
4
tively with means on the roadside to'opérate said
the same time, the circuit for relay 36 which ‘con
trols signal H is completedthrough the upper switch and effective only when said signal indi
‘
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pair of contacts 22,rthe second from contact of cates “stop”.
railroad switch operating'system, compris
relay 33, and the thirdfront contact of relayy9. ing2. aA signal
governing traffic over the switch,
The moving of signal H to '“proceed’? position
mechanism
for
opening the switch operative only
opens contact l5 and returns time relay v23 to, whensaid signal‘
indicates “stop”, a device con
normal.
.
trolling, the operation of vthe mechanism, and
When the train passes signal I | 'onto track cir
train carried means controlling the operation of ‘
cuit C, track relay 9 opens, which, opens the cir
10 cuit of relay 9a also. This opens relay 36 return
ing signal H to “stop” position‘, and also opens
the locking circuit for relay 3|, by opening the
upper front contact of relay 9a, thereby opening
10
said device.
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3. A railroad switch operating system compris
ing a signal governing tra?lcv over the‘ switch,
mechanism for opening the switch operative only
when said signal indicates “stop”, a relay con
the reverse relay 33.
.
The opening of the lower front contact of relay _ trolling the operation of saidmechanism, andin-v
3| also opens the circuit of reverse relay;33 at ductive means controlling the operation of said h
another point, and the closing of the lower back
contact of relay 3|‘ places normal relay 32 in con
relay.
.
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,
,
ing a signal governing tra?ic over the switch,
dition to be energized as soon as the train passes
20 track circuit C to cause relays '9 and 9a to close
again.
,.
4. A railroad switch operating system .comprisé
mechanism for operating said switch, a device 20
controlling the operation of said mechanism, and
>
The opening of relay 33' opened the circuit of ' ‘train operated inductive means controlling the
relay 36 at another point. Signal |3 was moved to operation of’ said device, said mechanism being
operative to open said switch only when said sig-v
nal is at “stop’iand said device is energized.‘
the “stop” position upon the opening of relay 8
25 when the train entered B track circuit, and is held
5. In combination, a stretch of railway track,
a traffic governing device associated with. said
stretch, a railway vehicle, a manually controllable
device carried on said vehicle, a stick relay, a pick
up circuit for said relay controlled by said manu 30'
ally controllable device, a stick circuit for said
relay controlled by track circuit conditions in said
stretch, and means controlled by said relay for
controlling said traffic governing device.
’
open‘through' relay‘9a when the train enters C
track circuit; All of signals ||, |2, |3, |4, aregin
the “stop” position at this time and the=circuit
of relay 23 is complete through contacts l5, l6, l1,
3O
and
I8.
'
‘
'
As soon as the train clears track circuit C re
lays 9 and 9a close, thereby completing the cir
cuit of normal relay 32 tocause it to operate.
The operation of relay 32 closes the normal motor
35 circuit from positive battery through the contact
of time relay 23, the lower back contact of reverse
relay 33, the motor armature, lower front contact
of relay 32, the motor ?eld, and thenceto nega
tive battery.
' 6. In’ combination, a stretch of railway track
.35
comprising a ?rst section and a second section, a
track switch in said ?rst section, a railway vehicle, ~
a manually controllable device carried on said
vehicle, a stick relay, a pick-up circuit for said
This moves the track switch 4 to
relay controlled by said manually controllable de
40 main line position, closing the circuit for relay 35
through the lower pair of contacts 22, which
moves signal M to _“proceed” position and also
closes the second pair of contacts 22 in the cir
cuit for relay 34, permitting this relay to become
45 energized when the front contact of relay ID has
been closed and when other traf?c conditions by
vice and by traffic conditions in said second'sec
tion, a stick circuit for said relay controlled by
tra?ic conditions in said ?rst ‘section, and means
'40
controlled by said‘ relay for controlling said '
switch.
~
_
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its
i
'7. In combination, a stretch of railway track
comprising a ?rst section and a'lsecondqsectio'n as
which relay 34 is controlled are suitable.
To move out of the'side track an electro-mag
well as a third section, a track switch in said ?rst ~
ally operated key 29‘may be placed adjacent the
located in said third section and controlled by
net similar to 5 energized by an induced'current - section, a railway vehicle, a manually‘ controllable
may be used to re-operate the system, or a manu- ' device carried on said vehicle, a'trackway device ‘
right of way as desired and closed‘to‘operate the
system. The pick-up circuit for relay 3| con
trolled by key 29 passes from battery 26, through
55 wire 4T,'upper front contact of relay 9a, wire,’ 46,
key 29, winding of relay 3|, wire 43, key 30, and
wires M2, 40 and 48 back to battery 26.
-
-
If, after energizing relay 6 and starting the sys
Tt'ern to operate, it should be desired to proceed on
60 the main line, opening of key 3|] will return the
system to normal, bringing track switch 4'back
to main line position.
It will be seen, from the preceding, that the
system covered by the invention provides a safe
65 and positive means for operating a switch from a
saidmanually controllable device, a’stick relay,
a pick-up circuit for said relay controlled by said
trackway device and by track circuit conditions
55
in said second section, a stick circuit for said re
lay controlled by track circuit conditions in said
?rst section, and means controlled by said relay
for controlling said switch.‘
8. .In combination, an electrical device, a stick
relay, a manually controllable device, a second
manually controllable device, a pick-up circuit for
said relay controlled by said ?rst manually con
trollable device, a stick circuit for said re
lay controlled by said second manually con
65
trollable device, means controlled by a front con
moving train, and one which may be used in co
tact of said relay for controlling said electrical
operation with existing apparatus used in manipu
lating trains. An important feature lies in the
by a back contactjof'said relay for controlling
fact that the system may be installed without the
necessity of providing cumbersome, extraneous
apparatus carried by the locomotive or train.
What I claim is:
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>
1. A railroad switch'operating system compris
ing a switch, a signal governing trai‘n'ciover the
same, means on the train co-operating induc
device in a given manner, and means controlled
said electrical device in a second given manner.
'
9. In combination, a stretch of railway track,
a governing device for controllingtraf?c move
ments in said stretch, a railway vehicle, a manu-,
ally controllable device carried on said vehicle,
a second manually controllable device located at a
76
point along said stretch, means'controlled’bv said ‘(5
2,066,455
?rst manually controllable device for operating
said governing device in a given manner, and
means controlled by said second manually con
trollable device for operating said governing de
vice in a second manner.
10. In combination, a railway track switch, a
signal for governing traffic movements over said
switch, a control circuit for said signal, a locking
relay controlled by tra?ic conditions and by said
10 signal control circuit, a second locking relay con
trolled by said ?rst locking relay and by tra?ic
conditions, and means controlled by said second
locking relay for controlling said switch.
11. In combination, a stretch of railway track
15 containing a switch, a vehicle movable over said
stretch, a trackway device located along said
stretch, a magnet carried on said vehicle and
movable into a ?rst or a second position on said
vehicle so as to be in inductive relation or out
20 of inductive relation respectively to said track
way device when said vehicle moves over said
stretch, and means controlled by said trackway
device for operating said switch from a ?rst to
a second position if and only if said magnet is
in inductive relation to said trackway device when
said vehicle moves over said stretch.
12. In combination with a section of railway
track including a track relay and provided with
a tra?ic governing device, governing means con
trolled manually from a remote point, a stick
relay having a pickup circuit and a stick circuit
one controlled by said governing means and the
other controlled by said track relay, and an op
5
section provided with a second track circuit in
cluding a second track relay, a manually operable
device, a stick relay, a pickup and a stick circuit
for said stick relay one of which is controlled by
said manually operable device and by said sec
ond track relay and the other of which is con
trolled by said ?rst track relay, and means con
trolled by said stick relay for controlling said
tra?c governing device.
;
'
15. In combination, a section of railway track 10
provided with a trai?c governing device and pro
vided with a track circuit including a track relay,
a second section of track adjacent said ?rst sec
tion provided with a second track circuit includ
ing a second track relay, a manually operable 15
device, a stick relay, a pickup and a stick circuit
for said stick relay one of which is controlled
by said manually operable device andby said
?rst track relay and the other of which is con
trolled by said second track relay, and means con 20
trolled by said stick relay for controlling said
traffic governing device.
16. In combination, a section of railway track
provided with a traffic governing device and‘pro
vided with a track circuit'including a track relay, 25
a second section of track adjacent said ?rst sec
tion provided with‘ a second track circuit includ
. ing a second track relay, a manuallyloperable
device, a second manually operable device, a con
trol relay, a ?rst and a second circuit for ener
gizing said control relay one of which is controlled
by said ?rst track relay and by said ?rst manu
ally cperable device and the other of which is
erating circuit for said device distinct from said '
35
controlled by said second track relay and by said
pickup and stick circuits and controlled by said second manually operable device, and means con-‘
stick relay.
trolled by said control relay for operating said
13. In combination, a section of railway track trai?c governing device.
.
provided with a tra?ic governing device and with
17.
In
combination,
a
section
of railway track
a track circuit including a track relay, a manu
provided with a railway tra?ic governing device
40 ally operable device, a second manually operable
and with a track circuit including a trackrelay, 40
device, a stick relay having a pickup circuit con
a manually operable device, a second manually
trolled by said ?rst manually operable device but operable device, a stick relay having a pick-up
not by said track relay and having a stick cir
and a stick circuit one of which is controlled by
cuit controlled by said second manually operable said
?rst manually operable device and by said
45 device and by said track relay, and means con
track relay and the other of which is controlled 45
trolled by said stick relay for controlling said .
by said second manually operable device, and an
tra?ic governing device.
operating circuit for said tra?ic' governing device
14. In combination, a section of railway track distinct from said pick-up and stick circuits and
provided with a traffic governing device and pro
controlled by said stick relay for controlling said
50 vided with a track circuit including a track re
lay, a second section of track adjacent said ?rst
traffic governing device.
'
HARRY E. BRASHARES.
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