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Патент USA US2082741

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.[une 1-; 1937.
‘
R. M. PHlNNEY
2,082,741
TRAFFIC CONTROL SYSTEM FOR RAILROADS I
Original Filed June 26, 1930
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INVENTOR
WATTORNIIEY
,
2,082,741
Patented June 1, 1937
UNITED STATES PATENT OFFICE
2,082,741
TRAFFIC CONTROL SYSTEM FOR
RAILROADS
Robert M. Phinncy, Rochester, N. Y., assignor to
General Railway Signal Company, Rochester,
N. Y.
Application June 26, 1930, Serial No. 463,940
Renewed October 26, 1932
26 Claims.
(Cl. 246-160)
This invention relates to systems and devices
employed in the control of railroad track
switches, and more particularly pertains to time
5
element means for use in such systems.
Where a track switch and the signals govern
ing traffic thereover are under the control of an
operator, it is necessary to provide means pre
venting that switch from being operated to a new
position, if a governing signal is cleared. l How
10 ever, it is highly desirable that such cleared
signal may be put to stop at any time the op
erator so desires, so that an on-coming train may
be stopped, if possible, to allow the operator to
change the route set up. But, if the on-coming
l5 train is unable to stop within the approach to
the signal that was formerly cleared but which is
now at stop, it is dangerous to operate the track
switch as soon as such signal has been returned
to a stop indication.
‘
Such conditions are adequately provided for if
a suitable time period is required between the
returning of a governing signal to stop and the
time at which the track switch may be operated,
as this time period is either su?icient for the
25 on-coming train to stop Within the approach to
the formerly cleared signal, or to pass onto the
20
switch at which time other locking means is ac
tuated by the train to prevent operation of that
track switch.
With the above and other considerations in
30
mind, it is proposed in accordance with the pres—
ent invention to provide means normally causing
a lapse of a predetermined time between the re
turning of a signal to stop and the operation of
35 the track switch associated therewith, this pre
determined time being measured by means in
cluding a thermal time element device which re
quires substantially the same length of time for
each operation regardless of the interval between
40 successive operations.
It is further proposed to provide simple and
safe means for restoring the control of the track
switch to the operator immediately after the pas
sage of a train, without the intervening of the
as or
usual time period.
Various other features, objects and advantages
of the present invention will be in part obvious
from the accompanying drawing, and in part
and mode of operation of the invention, than
with the purpose of illustrating the detailed con—
struction of the various devices involved and the
circuit organization preferably employed in prac
tice.
With reference to the drawing, a stretch of
single track comprising rails 5 has been shown
having a diverging route or passing siding com
prising rails 6 connected thereto through a suit
able track switch TS. This track switth TS is 10
indicated as being operated'by a suitable switch
machine SM, such for example as shown in the
patent to W. K. Howe, Patent No. 1,466,903,
dated September 4, 1923, the control of said switch
machine being accomplished by an operator lo 15
cated at some convenient point, such switch ma
chine control means being indicated by the dotted
rectangle SMC connected by a dotted line to the
switch machine SM, but it is to be understood
that the track switch TS may be operated in any 20
other suitable manner.
The tra?ic in an east bound direction over the
track switch TS is governed by signals l and LA
for respectively governing tra?ic over the main
track or the passing siding; similarly, the signals 25
2 and 2A arev provided for respectively govern
ing trains in a west bound direction over the
track switch TS from the main track or the pass
ing siding. These signals 'l-|A and 2--2A may
be controlled by the operator at a convenient
point by any suitable means, such signal control
means represented by the dotted rectangle SGC
connected by a dotted line to the respective sig
nals. This manual control is preferably inter
related with the usual automatic control governed 35
in accordance with tra?ic conditions along the
right of way in a manner to cause these signals
to give stop indications automatically upon the
presence of a train in certain portions of the
track, all in accordance with the usual practice 40
employed for semi-automatic signals in interlock
ing plants, or in accordance with remote control
systems of the type disclosed in the pending ap
plication of S. N. Wight, Ser. No. 120,423, ?led
July 3, 1926. It is to be understood that these 45
signals may be of the light signal type but have
been shown for convenience as being of the
semaphore type.
Each signal is provided with
suitable contacts which are closed only when the
pointed out as the description of the inven
50 tion progresses.
The accompanying drawing illustrates in a
simpli?ed and diagrammatic manner one form
corresponding signal is giving a stop indication.
Associated with the track switch TS is the usual
detector track section having a battery B and
that the present invention may assume, the parts
and circuits being shown more with the object
A track instrument TI is provided preceding the
55 of making it easy to understand the principles
a track relay T controlled in the usual manner.
track switch to provide a check upon the track 55
2
2,082,741
relay T in regards to the occupancy of the de
tector track section. This track instrument TI
may be of any suitable type which is mechani
cally actuated by the presence of a train on the
source of electrical potential indicated as (+),
through contact 20 of signal 2, wire 2|, contact
22 of signal 2A, wire 23, contact 24 of signal IA,
wire 25, contact 26 of signal I, wire 27, winding
of relay M, to the opposite terminal of the suit
track associated therewith in any suitable man
ner such as to cause the physical transmission
of energy to actuate a contact iii to a closed po
able source indicated as (——) .
Assuming that the signals l-IA and 2——2A
sition and to actuate a contact i l to an open posi
tion, these contacts being restored to their nor
10 mal conditions (as shown) when the train is not ‘
present to furnish such actuation. Such a track
instrument, however, is preferably of the type
which requires the heavy stresses to actuate it
that can only be exerted by a train, which pro
tects it from false actuation by a hand car, work
man or the like.
1
A lock relay L is provided having a front con
tact included in the common operating wire of the
switch machine SM which is thus prevented fromv
being operated by the operator at such times
that this look relay is not energized. Should the
track switch TS be operated by some other suit
able means than a power operated switch ma
chine, such for example, as a mechanical lever
and pipe line, suitable locking means would. be
provided to prevent the operation of the switch,
this locking means being released only when the
lock relay L is energized, it being understood of
course that'the locking means ‘shown is merely
Q: 0 illustrative of one manner in which the lock
relay L prevents manual operation of the track
switch from a remote point.
A relay M is provided to indicate when the
signals l—lA and 2-2A are at stop, any one of
to L1' which signals if cleared will cause the relay M
to be deenergized. Also, a stick relay S is pro
vided to register the actuation of a time element
relay TE, and to accomplish such other functions
as are hereinafter pointed out. These relays
40 L, M and S are conventionally shown as relays
having neutral armatures, and may be of any
suitable electromagnetic type.
The time element relay TE is of the thermal
relay type, such for example, as shown in the
4
application of J.
Willir
,
No. 463,963, filed
June 26, 1930, entitled “Thermal relay.”
This
relay TE includes a bi-metallic element l2 which
is actuated by a heating coil ill from its normal
extreme position to the opposite extreme position
50 during a predetermined time period when the
heating coil is energized with a given current.
This bi-metallic element is also preferably pro
vided with compensating means to allow for
the variations in the room temperature in which
it is located, so that the period of time required
for the element 92 to be actuated by a given our
rent ?owing in the coil ill to an opposite extreme
position, and the period of time required for
this element 52 to return to its former extreme
6 O position after the heating coil it is deenergized,
shall each respectively be substantially the same
for each operation. A resistance R is provided
to allow adjustment of the current value flow
ing in the energizing circuit of the relay includ
65 ing the heating coil 54. At one end of the heat
ing element i2 is an insulating block G5 at-
tached thereto, for suitably actuating movable
contacts 56 and l‘! which are adapted to re
spectively engage ?xed contact is or it, when
the bi-metallic element i2 is in a normal ex
treme position or in an energized extreme posi
tion.
‘
The relay M is normally energized when the
signals l-_|A and T-2A are at stop through
a circuit from the positive terminal of a suitable
are at stop, and that, either a train has passed
to restore the devices to normal conditions, or
sufficient time has lapsed to restore the devices to 10
normal positions, the lock relay L is energized
from the positive terminal of a suitable source of
electrical potential indicated as (+), through
?xed contact l8 of thermal relay TE, movable
contact l6, wire 30, front contact 3| of stick
relay S, wire 32, front contact 33 of track relay
T, wire 34, closed contact H of track instrument
TI, wire 35, winding of lock relay L, to the op
posite terminal of the suitable source indicated
as (—).
Also; with the circuit arrangement and de
vices in the conditions as shown, the stick relay
S is energized through a circuit from the posi
tive terminal of a suitable source of electrical
potential indicated as (+) , through wire 38, heat
ing coil iii of thermal relay TE, adjusting re
sistance R, wire 39, front contact 430 of relay
S, wires 4! and 412, winding of relay S, wires 43
and M, front contact 45 of relay M, to the op
posite terminal of the suitable sr?rce indicated 30
as (-—). Although sufhcient current ?ows in
this circuit to maintain the contacts of the stick
relay in actuated positions, this current is in
suihcient to appreciably heat the thermal ele-'»
ment of the relay TE.
35
It is to be understood, that if the thermal ele
ment of the relay TE is adjusted to be actuated
on such a small value of current that this cur
rent in the stick circuit of the relay S becomes
objectionable, a front contact may be included
in the stick relay S, in a manner to directly pro
vide positive energy -(+) to wire 4| when the
relay is energized, while back contact 49 will still
be employed to control the energization of relay
TE as shown.
45
Let us now assume that the operator clears one
of the signals through the signal control means
SGC, such for example as signal 2, then the
contact 20 is operated to an open position thereby
deenergizing the relay M. This deenergization
of the relay M opens the stick circuit for the
stick relay S at front contact 6%5 causing its con
tacts ill and Ill] to assume deenergized positions
which in turn open the energizing circuit for the
lock relay L at front contact 3|. The deener
gization of the lock relay L opens the common
control 'wire of the switch machine at front con
tact 50, so that the operator cannot operate the
track switch TS through the switch machine
control means SMC.
If the operator now decides to return the sig
nal 2 to a stop position and then operate the
switch machine to a reverse position, to allow'a
train to move off the passing siding, then the
contact 28 is closed and the relay M is then en
ergized in response thereto, but the switch ma~
chine does not respond to the manual control
SMC until the relay L is energized.
The energization of the relay M closes an en~
ergizing circuit for the heating coil H! of the
thermal relay TE" from the positive terminal of
the suitable source of electrical potential indi
cated as (+), through wire 38, heating coil l4,
adjusting resistance R, wire 39, back contact 116 .
of relay S, wires 4? and 44, front contact 45 of
3
2,082,741
relay M, to the opposite terminal of the suitable
source indicated as (—-). After a predetermined
time the bi-metallic element i2 is actuated to a
left hand position to actuate the movable contact
ii to engage the ?xed contact Hi.
This closes a
pick-up circuit for the stick relay S from the pos
itive terminal of a suitable source of electrical
potential indicated as (+) , through movable con
tact ll’, ?xed contact 99, wires 48 and d2, winding
10 of relay S, wires 43 and M, front contact 45 of
relay M, to the opposite terminal of the suitable
source indicated as (—-).
As soon as the contacts of relay S are actu
ated to energized positions, the energizing circuit
15 for the heating element of relay TE is opened at
back contact Gil of the relay S, while this front
contact of relay S closes its stick circuit as here~
tofore traced. As the current which now flows in
closing the front contact 33 of track relay T and
the contact H of track instrument TI, the circuit
for the relay L will then be completed as hereto
fore traced allowing the switch machine SM to
be immediately operated in response to operation
of the manual switch machine control SMC.
From the above description, it is obvious that
when the time element relay TE is employed to
release the locking means of the switch machine
SM, its thermal element is ?rst heated and then 10
cooled in order to determine or measure the time
intervening between the putting to stop of a sig
nal and the operation of the switch machine. In
other words, the actuation of the time element
relay
is registered by the stick relay S, which 15
then deenergizes‘the time element relay returning
it to normal, after which the switch machine SM
may be operated.
This arrangement provides
that the switch machine is not unlocked until the
time element relay TB is returned to a normal 20
position in readiness for its next operation there
by insuring that the time period marked off or
predetermined time.
With the stick relay S now energized and the measured by the thermal time element relay of
this invention is always substantially the same
thermal relay TE in a normal non-actuated posi
regardless of the number or the frequency of its 25
25 tion, the energizing circuit for the lock relay L
is completed, which permits the response of the ' successive operations. This is true as the cooling
time period of the thermal element for each op
switch machine SM to the switch machine con
trol SMC‘. Thus, the switch TS is prevented from eration is included in the time period measured
being manually controlled for a predetermined off, which prevents the thermal element from 30
time period after any governing signal is put to ever being heated an appreciable value above
stop, this time period including the heating and room temperature when in a normal ‘position,
cooling time of the thermal element 52 of relay thereby providing substantially the samerelative
the stick circuit is of insuf?cient value to effect
the heating coil iii of relay TE, the bi-metallic
element returns to its normal position after a
TE (required to successively close'its front and
back contact).
Let us assume that the operator now controls
the track switch TS to a reverse position after
which he clears the signal 2A. The relay M is
deenergized by the opening of contact 22 and
prevents further operation of the switch machine
SM except, as heretofore explained, after the sig
40
nal 2A is returned to normal. But, assuming that
while the signal 2A is cleared, a train passes over
the track switch TS onto the main track in ac—
cordance with the signal 2A, the track relay T is
deenergized due to the shunting of the detector
track circuit, and the track instrument TI is
actuated by the presence of the train in a manner
to close contact id and to open contact II. Also,
starting point for each operation.
‘
‘
It is also seen from the above description, that
should the detector track circuit become acci~ 35
dentally shunted by a track crew or open cir
cuited by the breaking of a bond wire, the locking
of the track switch TS will not be falsely re
leased, as the presence of a train is required to ac
tuate the track instrument. Similarly, the con 40
verse is true in that the track instrument cannot
for some erroneous reason falsely unlock the
track switch TS as the shunting of the detector
track circuit is required in conjunction therewith.
Thus, one speci?c embodiment of the present 45
invention is shown and described as applied to
a railroad track switch, but it is to be understood
that the invention is not limited to this particular
with the detector track circuit occupied, the sig
nal 2A is put to stop by automatic means (not
shown) thereby closing the circuit for the relay
M. As the track relay T is shunted, the circuit
for the relay L is opened at front contact 33 of
track reiay T; also, as the track instrument is
actuated, the contact H of the track instrument
TI is open. This double opening of the circuit
application or to the particular structure and
arrangement of parts and circuits shown and de 50
scribed, but various additions, modi?cations‘ and’
adaptations of the speci?c embodiment of the
of the relay L insures that the switch machine
What I claim is:
1. In a traffic controlling system for railroads,
cannot be operated by the operator during the
presence of a train upon the detector track sec
60 tion.
The presence of the train is also employed to
energize the stick relay S without the actuation
of the relay TE. This energizing circuit is traced
from the positive terminal of a suitable source of
electrical potential indicated as (-1-), closed con
tact iii of track instrument TI, back contact 52
of relay T, wires 53 and 152, winding of relay S,
wires 4-3 and d4, front contact 535 of relay M, to
the opposite terminal. of the suitable source in
dicated as (—). The energization of the stick
70 relay S through this pick~up circuit causes the
contacts of the relay S‘ to assume energized po
sitions closing its stick circuit as heretofore
traced.
‘As soon as the train moves off the track section
75
present invention may be made all in accordance
therewith without departing from the scope there
of except as demanded by the scope of the ap
55
pended claims.
a power operated track switch, signals governing
traffic over said track switch, a time element de
vice temporarily actuated each time when said
signals are put to stop, means registering the
temporary actuation of said time element device,
and means preventing the operation of said track
switch except when said time element device has
returned to normal after registering a temporary
actuation.
2. In a tra?ic controlling system for railroads,
a power operated track switch, signals governing
tra?ic over said track switch, a time element de
vice temporarily actuated each time said signals
are put to stop, means registering the temporary ‘
actuation of said time element device, means a1‘
lowing the operation of said track switch only.
when said time element device has returned to
60
4'
2,082,741
normal after registering a temporary actuation,
and means cancelling said registering means when
said signals are clear.
3. In combination, a power operated track
switch, a signal governing trai?c over said switch,
a lock relay acting while deenergized to prevent
operation of said switch, a stick relay, a pick-up
circuit for said stick relay governed by said signal
and tra?ic conditions adjacent said signal, a stick
E10 circuit governed by said signal, a time element
device, means actuating said time element device
when said stick relay is deenergized and said sig
nal indicates stop, a second pick-up circuit for
said stick relay closed when said time element
device is actuated, and a circuit energizing said
lock relay closed only when said stick relay is
energized and said time element device is in its
non-actuated condition.
4. In a control system for railroads, a track
20 switch, signals governing tra?ic over said track
switch, locking means normally effective to pre
vent operation of said track switch for a predeter
mined time after said signals are caused to indi
cate stop. a detector track section having a track
relay, a track instrument in said detector track
section, and means causing said locking means
to be ineffective to prevent operation of said track
switch if both said track relay and said track
instrument indicate the presence of a train.
30
5. In combination, a track switch, signals gov
erning tra?ic over said switch, locking means nor
mally effective to prevent operation of said track
switch for a predetermined time after said signals
indicate stop, a detector track section having a
track relay, a track instrument in said detector
track section, means preventing operation of said
track switch when either said track relay or said
track instrument indicate the presence of a train,
and means causing said locking means to be re
leased if said track relay and said track instru
ment indicate the presence of a train.
6. In a control system for railroads, a track
switch, signals governing traffic over said switch,
manual control means for said switch and said
signals, a detector track section having a track
relay, a track instrument physically engaged by
a train passing said track switch, and means
causing said manual control means to be ineifec
tive to operate said track switch and said signals
when said track relay and said track instrument
device is actuated, and a circuit energizing said
lock relay when said stick relay is energized and
said time element device is not in its actuated
condition.
9. In combination, a track switch, manually
controllable means for governing operation of
said track switch, a track circuit associated with
said track switch including a track relay, a track
instrument having contacts operated by the pas
sage of a train and located in the section of said 10
track circuit, locking means for locking said track
switch against operation, and means for releasing
said locking means effective upon temporary
presence of a train as manifested simultaneously
by said track relay and said track instrument‘.
10. In combination, a track switch, manually
controllable means for governing operation of
said track switch, a track circuit associated with
said track switch including a track relay, a track
instrument having contacts operated by the pas
sage of a train associated with said track switch,
locking means for locking said track switch
against operation, a stick relay, a pick-up circuit
for said stick relay closed only if a train is
manifested simultaneously by said track relay
and said track instrument, and a circuit for
rendering said locking means ineifective includ
ing in series a front contact of said stick relay
and normally closed contacts controlled by said
track relay and said track instrument.
11. In combination, a track switch, manually
controllable means for governing operation of
said track switch, a signal associated with said
track switch, a track circuit associated with said
track switch including a track relay, a track 0: Cu
instrument having contacts operated by the pas
sage of a train associated with said track switch,
locking means for locking said track switch
against operation, a stick relay, a pick-up cir
cuit for said stick relay closed only if said signal 40
is at stop and a train is manifested simultaneous
ly by said track relay and said track instrument,
and a circuit for rendering said locking means
ineffective including in series a front contact of
said stick relay and normally closed contacts 45
controlled by said track relay and said track in
strument.
manual control means for said switch and said
signals, a detector track section having a track
12. In combination, a track switch, manually
controllable means for governing operation of
said track switch, a signal associated with said
track switch, a track circuit associated with said
track switch including a track relay, a track in
strument having contacts operated by the pas
sage of a train and associated with said track
relay, a track instrument physically actuated by a
train passing said track switch, locking means
switch against operation, and means for releas
indicate the presence of a train.
- '7. In a control system for railroads, a track
switch, signals governing traf?c over said switch,
preventing manual control of said switch for a
predetermined time after said signals have been
put to stop, automatic means for putting said sig
nals to stop, and automatic means releasing said
locking means if said track relay and said track
instrument indicate the presence of a train and
said signals have been put to stop.
8. In combination, a power operated track
switch, a signal governing traffic over said switch,
a lock relay acting while deenergized to prevent
operation of said switch, a stick relay, a pick-up
circuit for said stick relay governed by said signal
and traffic conditions adjacent said signal, a stick
circuit governed by said signal, a time element
device, means actuating said time element device
when said stick relay is deenergized and said sig
nal indicates stop, a second pick-up circuit for
said stick relay closed when said time element
switch, locking means for locking said track
ing said locking means eifective upon temporary
presence of a train as manifested simultaneously
by said track relay and said track instrument
providing said signal is then at stop.
13. In combination, a section of railway track,
a switch associated with said section, a switch
lock relay for controlling the operation of said
switch, a track circuit in said section including a
track relay, a time element relay for controlling
the operation of said switch locking relay, man
ually controlled means for controlling the oper
ation of said time element relay, and a circuit for
said locking relay including in series a front con
tact of said track relay and a track device con
tact separate from said track circuit and opened
only by the presence of a train in said section.
14. In combination, a section of railway track,
a track switch in said section, a switch machine
5
2,082,741
for operating said switch, a signal governing the
the track relay are energized and said auxiliary
movement of tra?ic over said track switch, a
point, and manually controllable means effective
to operate the switch only when said control cir
stick relay which must be energized to permit
control of said switch machine, a track circuit
extending the entire length of said section and
including a track relay, a track device in said
means indicates that no train is present at said
cuit is closed.
and a normally open contact of said track de
vice, and a stick circuit for said stick relay closed
19. In combination, a section of railway track
including a track switch, an approach locking
stick relay, means for preventing operation of
said switch unless said relay is energized, a signal
for ‘governing the movement of traffic over the 10
switch, a track circuit including a track relay
connected across the rails of said section, auxil
iary means independent of said track circuit for
only if said signal is at stop.
15. In combination, a section of railway track,
detecting the presence of a train in said section,
a pick-up circuit for said approach locking re
” a track switch in said section, a switch machine
for ‘operating said switch, a signal governing the
lay closed only when the signal indicates stop, the
track relay is deenergized and. said auxiliary
movement of traffic over said track switch, a
means indicates the presence of a train in said
stick relay which must be energized to permit
section, and a stick circuit for said approach look
ing relay including a front contact of said re
section which by physical actuation by said train
manifests the presence of a train in said sec-
tion, a pick-up circuit for said stick relay includ
10 ing in series a back contact of said track relay
control of said switch machine, a track circuit
extending the entire length of said section and
including a track relay, a track device in said
section but separate from said track circuit to
manifest the presence of a train in said section,
a pick-up vcircuit for said stick relay including
in series a back contact of said track relay and
a normally open contact of said track device, a
stick circuit for said stick relay closed only if
said signal is at stop, another relay having con
trol contacts in the energizing circuit for said
switch machine, and an energizing circuit for
said another relay including a front contact of
said stick relay, a front contact of said track
relay and a normally closed contact of said
track device.
16. In combination with a section of railway
track, a railway switch in said section, a track
relay for said section, a signal governing tra?ic
through said section. a circuit controller asso
ciated with said section and normally occupying
40 one position, means independent of said track
relay for causing said circuit controller to be
operated to another position by a train occupy
ing the section, locking means effective to pre
vent operation of said switch for a measured time
45 interval after said signal is moved to the stop
position, and means requiring said track relay
to be deenergized and requiring said circuit con
troller to occupy said other position for releas
ing said locking means.
17. In combination, a section of railway track
including a track switch, an approach locking
relay, a track relay for said section, auxiliary
means for detecting the presence of a train in
60
said section, a pick-up circuit for said approach
locking relay closed only when the track relay
is deenergized and said auxiliary means indi
cates the presence of a train in said section, and
a control circuit for the switch closed only when
the approach locking relay and the track relay
are energized, and said auxiliary means indi
cates that no train is present in said section, and
manually controllable means rendered effective
to operate the switch only when said control
circuit is closed.
18. In combination, a section of railway track
including a track switch, an approach locking
relay, a track relay for said section, auxiliary
stop.
20. In combination, a section of railway track,
traiiic governing means located in said section, a
track relay for said section, a circuit controller
located in the trackway adjacent said traiiic gov
erning means, means independent of said track
relay for causing said circuit controller to occupy
one position under normal conditions but to oc
cupy another position when a train occupies said 30
section, a manually controlled relay, circuits in
cluding contacts of said manually controlled re
lay for controlling the operation of said traffic
governing means, and a circuit for said manually
controlled relay including a front contact of said 35
track relay and a contact of said circuit con
troller closed only in said one position.
2.1. In combination, a section of railway track,
a track switch in said section, a track relay for
said section, a circuit controller associated with
said section and normally occupying one position,
means independent of said track relay for caus
ing said circuit controller to be operated to
another position by a train occupying the sec
tion, a switch locking relay for governing the op
eration of said switch, a circuit for said switch
locking relay including a back contact of said
track relay and a contact of said circuit con
troller closed only in said other position, and a
manually controlled time element relay for con
trolling said switch locking relay.
,
22.. In combination, a section of railway track
including a track switch, an approach locking re
lay, a track circuit including a track relay con
nected across the rails of said section, auxiliary CA Or
means independent of said track circuit including
a normally open contact closed only when a train
enters said section and a normally closed contact
opened only when a train enters said section, a
pick-up circuit for said approach locking relay in
cluding in series said normally open contact and
a back contact of said track relay, and a control
circuit for said switch including in series said
normally closed contact and front contacts of
said track relay and of said approach locking
relay.
at said point, and a control circuit for the switch
23. In combination with a section of railway
track including a track switch, a track relay for
said section, a circuit controller associated with
said section and normally occupying one posi 70
tion, means independent of said track relay for
causing said circuit controller to be operated to
another position by a train occupying said sec
tion, locking means and operating means for
closed only when the approach locking relay and
said switch, means requiring said track relay to
means for detecting the presence of a train at a
particular point adjacent said switch, a pick-up
circuit for said approach locking relay closed only
when the track relay is deenergized and said
auxiliary means indicates the presence of a train
75
20
lay and closed only when the signal indicates
6
2,082,741
be deenergized and requiring said circuit control
ler to occupy said other position for releasing
said locking means, and means requiring said
track relay to be energized and requiring said
circuit controller to occupy said one position for
rendering said operating means responsive to the
release of said locking means.
24. In combination, a section of railway track
including a track switch, a signal for governing
10 the movement of traf?c into said section, ap
proach locking means effective to prevent opera
tion of the switch for a measured time interval
after said signal is moved to the stop position,
a track circuit including a track relay deenergized
when a train is present in said section, auxiliary
means independent of said track circuit for de
tecting the presence of a train adjacent said
switch, means for releasing said locking effective
only when said track relay and said auxiliary
means indicate the presence of a train in said
section adjacent said switch, and manually con
trollable means for operating the switch effective
when said locking is released provided the track
relay and said auxiliary means indicate that
said train is no longer present in said section nor
adjacent said switch.
25. In combination, a section of railway track
including a track switch, an approach locking
stick relay, means for preventing operation of
30 said switch unless said relay is energized, a sig
nal for governing the movement of traffic over
the switch, a track circuit including a track re
lay connected across the rails of said section, aux
iliary means independent of said track circuit for
detecting the presence of a train in said section,
a pick-up circuit for said approach locking re
lay closed only when the signal indicates stop,
the track relay is deenergized and said auxiliary
means indicates the presence of a train in said
section, a second pick-up circuit for said ap
proach locking relay including a contact closed
momentarily when the signal has been in the
stop position for a predetermined time interval
provided said approach locking relay is then de 10
energized, and a stick circuit for said approach
locking relay including a front contact of said
relay and closed only when the signal indicates
stop.
26. In combination, a section of railway track
including a track switch, an approach locking
stick relay, a signal for governing the movement
of tra?ic over said switch, a track circuit in
cluding a track relay connected across the rails
of said section, means independent of said track
circuit including a normally open contact closed
only when a train enters said section and a nor
mally closed contact opened only when a train
enters said section, a pick-up circuit for the ap
proach locking relay closed only when said nor
mally open contact is closed and said track relay
is deenergized, a stick circuit for the approach
locking relay including its own front contact and
a contact closed only when said signal is in its
most restrictive condition, and a control circuit
for said switch including in series said normally
closed contact and front contacts of said track
relay and said approach locking relay.
ROBERT M. PHINN'EY.
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