Патент USA US2066455код для вставки
Jan. 5, 1937. ~ H. E. BRAsHAREs ' 2,066,455 PROTECTED SWITCH OPERATING SYSTEM Filed March 3, 1924 + Q 106 . 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. , - 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 ‘ ~ 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. , V . , 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. . - , , 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. ~ _ - 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: - > 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.