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Патент USA US2117691

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May 17, 1938.
E. M. ALLEN ET AL
2,117,691
RAILWAY TRAFFIC CONTROLLING APPARATUS
Original Filed Dec. 29, 1930
2 Sheets-Sheet l
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INVENTOR-S' .’
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Pr. Th ornpson,
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(J MATTORNEY.
May 17, 1938.
E. M. ALLEN ET AL
2,117,691
RAILWAY TRAFFIC CONTROLLING APPARéTUS_
‘ Original Filed Dec. 29, 1930
2 Sheets-Sheet 2
ATTORNEY. ‘
2,117,691
Patented May 17, 1938
UNITED STATES
PATENT OFFICE
2,117,691
RAILWAY TRAFFIC CONTROLLING
APPARATUS
Earl M. Allen and Charles A. Brooks, Swissvale,
and Howard A. Thompson, Edgewood, Pa., as
signors to The Union Switch & ‘Signal Com
pany, Swissvale, Pa., a. corporation of Pennsyl
Vania.
Application‘December 29, 1930, Serial No. 505,328
Renewed March 6, 1933
'
45 Claims.
Our invention relates to railway tra?ic con
trolling apparatus for governing tra?ic over a
stretch of railway wherein there is located a
switch, and more particularly it relates to appa'
5
ratus suitable for use in an interlocking system
whereby the movements of the switch and the
signals associated therewith are controlled from a
remote point such, for example, as a central of?ce.
In systems where the movements of a railway
switch and its associated signals are controlled
from a remote point, it is customary to provide
approach locking circuits. An object of our in
vention is to insure that the approach locking
has functioned before a signal governing a move
ment over the switch can be cleared, thereby mak
15 ing it impossible to clear the signal governing
tra?ic over the switch in question, unless it has
become fully locked previous to the clearing of
the signal. In centralized traf?c controlling sys
tems, it is desirable to permit a route to be set
20 up and a signal cleared, and to permit theselec
tion of a reverse control circuit for the switch
which will function to reverse the switch immedi
ately after a train has accepted the signal of the
?rst route and vacated the detector track circuit.
2 This requirement makes it very necessary to pro
vide a continuous check on the approach looking
to insure that the switch does not prematurely
operate. Another object of our invention is to
provide a continuous check on the approach look
3 O ing and thereby prevent the loss of approach looking from occurring and reduce to a minimum the
possibility of the false operation of a switch while
a train is approaching.
The apparatus of our invention is an improve
35 ment over that disclosed in the ‘copending ap
plications, Serial No. 125,659, ?led July 29, 1926,
by H. A. Wallace, for Railway traffic controlling
apparatus; Serial No. 279,062, ?led May 19, 1928,
now Patent No. 2,057,543, granted Oct. 13, 1936,
4 O by L. E. Spray, for Remote controlling apparatus;
Serial No. 313,772, ?led Oct. 20, 1928, by H. A.
Thompson, for Multiple control apparatus; Serial
No. 334,081, ?led Jan. 21, ‘1929, now Patent No.
45
2,053,928, granted Sept. 8, 1936, by H. C. Vantassel,
for Remote control apparatus; Serial No. 379,
163, ?led July 18, 1929, by C. A. Brooks, for
Multiple control apparatus; and Serial No. 416,
061, ?led Dec. 23, 1929, by H. A. Thompson, for
50
Multiple control apparatus.
Again in centralized trai‘?c control systems it
is often desirable that a single operation or code
will initiate a movement of the switch and clear
the signals permitting traf?c over the new posi
tion‘ of the switch. This requirement makes it
essential to insure that the two operations, that
of moving the switch and that of clearing the sig
nals, will follow in the proper sequence. Another
object of our invention is to provide that agree
merit between‘the switch repeater relay and the 10
switch control relay must be obtained before the
signal control relay can be energized thus in
suring‘proper sequence of operation. Again, in
order ‘that a code for a reverse movement of the ‘
switch may be stored after the switch has been
set and a signal cleared, provision is made in our
invention that the signal once cleared will re
main in that position until accepted by a train
‘even though a disagreement between the signal
control relay and the switch repeater relay has 20
been later brought about by the storing of a
reverse movement of the switch. In respect to
thesefeatures, our apparatus is an improvement
over that disclosed in the copending applications,
Serial No. 373,675, ?led June 25, 1929, by L. V. 25
Lewis, for Remote controlling apparatus, and
Serial No. 538,380, ?led May 18, 1931, by C‘. S.
Snavely, A. B. Miller, and R. H. Tunell, for Re
mote control systems. Other features of our in- ,
vention will appear as the speci?cation progresses.
We will describe one form of apparatus em
bodying our invention, and will then point out
the novel features thereof in claims.
Figs. 1 and 2, when placed end to end with Fig.
1 on the left, form a diagrammatic View of one 35
form of apparatus embodying our invention when
applied to a stretch of railway including a single
switch and its associated signals.
Referring to the drawings, a railway switch
designated by the reference character SW is oper 40
ated by any standard type of switch machine
shown in the Fig. 1 by a symbal which is desig
nated by the reference character SM. The oper
ating circuits for the switch machine SM are not
shown in the ?gures as ‘they form no part of our
invention, and they may be of any one of the
several types well known to the art. In this in
stance, the control of the switch machine SM is by
means of code‘relays to be referred to later. It
will be understood, however, that our invention 50
2
2,117,691
is not limited to this one system of control, but
that other methods may be employed. For ex
gage the top contact l0, and controller contact
ample, the control may be by means of controllers
operated by levers of a tower machine, or by re
8. When it is set to display a caution signal,
the contact 6 is lifted to engage contact H, and
lays controlled automatically.
By means of insulated rail joints 3, the track
rails l and 2 of the stretch of railway are di
vided into track sections L3T, L2T, IT, RZT
and RST. The track sections L3T, L2T, R2T and
10 R3T will be referred to as approach sections,
while the section IT will be referred to as a de
tector track section. Each track section is pro
vided with a customary track circuit which in
cludes a track battery and a track relay con
15 nected to the rails in the usual manner as will
be readily understood from the Figs. 1 and 2.
The wayside signals for governing traffic over
the switch SW from the right to the left, in the
Figs. 1 and 2, are designated by the reference
characters L2 and L3, and the signals governing
tra?ic from the left to the right are designated
by the reference characters R2, R3 and RM.
These signals may be of any of the well known
types but, as here shown, are color light signals.
25 of the Searchlight type, such as disclosed in
United States Letters Patent Reissue No. 14,940,
granted to E. J. Blake. The signal L2 is pro
vided with three mechanisms indicated by the
reference characters a, b and 0. Each mecha_
30 nism consists of a motor operated relay which
includes two windings d and 5.
The winding 4
6 is left in engagement with the lower contact
l is in engagement with 9. The signal R3 is
similar to the signal L3 and needs no further
description. As stated above, our invention is
adapted to the use of any standard type of sig
nals inasmuch as the operating circuits of the
signals form no part of our invention, and the
relay mechanisms here shown may be relays op
erating armatures that control circuits for mo
tor operated signals, or the circuits of other types
of light signals.
In order to simplify the ?gures somewhat and
to make the circuits easier to understand, We
have, in a number of instances, especially in the
signal control network, placed a circuit con
trolling armature in a location in the ?gure that
is not adjacent to the relay that controls the
armature. In all such instances the armature
is designated by a reference character with an
exponent corresponding to the reference char
acter of the controlling relay, and all such arma
tures are shown in the position corresponding to
the normal position of the relay. For illustra
not shown in the ?gure, but whose positive ter
shown in Fig. 2 as located on a panel indicated
5 of mechanism a energized in a manner to
be later described, it displays a proceed signal.
When either winding 4 or 5 is deprived of power,
the mechanism (1 assumes its most restrictive
condition and displays a “stop” signal. The
mechanism a operates movable controller con
tacts S and l in such manner that when it is set
45 to display a stop signal, both controller con
tacts 6 and ‘l are in engagement with the ?xed
mechanisms 22 and c of the signal L2 are similar
in construction to the mechanism a and operate
a similar pair of controller contacts. The mech
55 anism b of signal L2, as is the usual custom, gov
erns trai?c to the siding when the switch SW is
reversed. The mechanism 0 is a “call-on” signal.
The a and c mechanisms of the signal R2 are
similar to the mechanisms at and c of the signal
L2, respectively, while I) of R2’ is a ?xed signal
displaying “stop” only. The signal R2d is a
dwarf signal governing traf?c moving from the
siding to the main line and having a mechanism
d similar to mechanism 0 of R2. The mechanism
65 a of the signal L3 is similar to mechanism a. of
L2 already described, except that it is arranged
to operate in three positions. With its winding
4 continuously energized with a given polarity
of current then when its winding 5 is energized
70 with one polarity of current it is set to display a
“caution” signal, and when winding 5 is ener
gized with current of the reverse polarity, it is
set to display 2. “proceed” signal. With mecha
nism a of signal L3 set to display a proceed
75 signal, its controller contact ‘I is shifted to en
25
The code relays GY, 6X, 'lY, ‘IX and CS are
by dotted lines. In the speci?c form of our 35
invention herein illustrated, it is to be understood
that these code relays are to be controlled in
the manner illustrated in Fig. 13 of the Snavely,
Miller and Tunell application hereinbefore re
ferred to, but since the control circuits for these 40
code relays form no part of our invention they
are omitted from the ?gures for the sake of clear
ness. For a description of our invention it is
deemed suf?cient to say that these relays 6Y, 6X,
'lY, ‘IX and CS are selectively energized or de
energized from some central point such as a
lower contacts 8 and 9, respectively, while with , despatcher office, and when energized, these re
the mechanism a set to display a proceed signal,
then controller contact ‘I breaks engagement with
?xed contact 9 and is shifted to make engage
ment with the upper ?xed contact ID. The
20
operated by the track relay TR of Fig. 2, and the
armature 20TR normally occupies its raised posi 30
tion, inasmuch as the relay TR is normally ener
gized.
B and whose negative terminal is designated by
the reference character C. With the winding
15
tion, the circuit controlling armature designated
by the reference character ZQTR, in Fig. 1, is
of mechanism a for the main signal is constant
ly supplied with power from a convenient source,
35 minal is designated by the reference character
10
45
lays lift their armatures to engage front contacts
and when the relays are deenergized, their arma~
tures drop into engagement with back contacts. 50
The circuit controllers l2, l3 and M of Fig. 1
are operated by the switch SW as indicated by a
dotted line. Each controller occupies an upper
position in the ?gure as shown by the solid line
when the switch is set for the main line, while 55
each controller is shifted to a lower position, as
shown by a dotted line, when the switch is set for
the siding.
The switch control relay W is preferably a
direct current polarized relay having polarized
armatures that remain in the position to which
they were last moved by the energization of the
relay until the relay is energized by current of
reverse polarity. This relay, when energized
with normal polarity of current moves its arma
ture to a normal position which selects the nor
65
mal operating circuits (not shown) for the
switch machine SM to position. the switch for
the main line. When relay W is energized with
reverse polarity of current, then its polarized 70
armatures are moved to a reverse position to se
lect the reverse operating circuits for the switch
machine SM thereby shifting the switch for
tra?ic to the siding. In the Fig. 1, the normal
position of the armatures of relay W is the left 75
2,117,691
hand position, that is, the position as shown in
the ?gure, and the reverse position is the right
hand position, or the position opposite that
shown in the ?gure.
"
The switch control relay W is controlled by
means of the code relays BY and 6X. With the
normal code relay BX energized and its armatures
l5 and I6 lifted, as shown in Fig. 2, then current
is supplied to the relay W from the positive termi
10 nal B, through a back contact of armature l8 of
the relay BY, front contact of armature l5 of
relay 6X, wire l9, winding of relay W, wire 2|,
armature 22RM of an approach locking relay RM
to be described later, armature ZSLM of a second
15 approach locking relay LM, wire 24, armature 25
of the track relay TR, wire 26, armature I6 of
relay 6X, armature 21 of relay BY, and to- the
negative terminal C. The polarity of the current
thus supplied is such as to move the polarized
20 armatures of the relay W to the left-hand position
to bring about an operation of switch W to its
normal position. In the event the code relay BY
is energized and the relay 6X remains deener
gized, it is apparent, by an inspection of Fig. 2,
25 that the current supplied to the relay W is of a
reverse polarity. Current of the reverse polarity
causes relay W to shift its armatures to the right
hand position to bring about an operation of
switch W to its reverse position.
The switch repeater relay KR is preferably a
30
direct current polarized relay and is controlled
jointly by the switch SW and the switch control
relay W. With the switch locked normal and
relay W also in its normal position, current is
35 supplied to the relay KR from the positive termi
nal 13', over controller l2, wire 28, winding of re
lay KR, wire 29, polarized armature 30, wire 3!,
and controller M to the negative terminal C.
With switch SW and relay W each in the reverse
position, then the relay KR is supplied with cur
rent of reverse polarity from positive terminal B,
controller I3, wire 32, armature 30 in the right
hand position, wire 29, coil of relay KR, wire 28,
and controller l2 to the negative terminal C.
45 With the relay KR energized by current of the
polarity corresponding to the normal position of
the switch SW, its polarized armatures occupy
the left-hand position, and with the switch SW
reversed, then the polarized armatures of the
KR relay occupies the right-hand position. It is
evident that with the relay KR energized with
either polarity of current that its neutral arma
tures are lifted.
The direction of trai?c over the switch SW is
55 selected by the two tra?ic governing directional
relays RH and LH, which are repeaters of the
signal code relays 'IY and 1X, respectively. With
relay 6X energized so that the switch is set for
the main line and the relay 'IY also energized,
60 current for energizing the relay RH is supplied
from the positive terminal B through armature
33 of relay TY in its raised position, armature 34
of the relay 1X, wire 35, back contact of the
armature 36“: of the opposing directional relay
65 LH, wire 31, winding of the relay RH, wire 38,
armature ZBTR of the track relay TR, wire 39,
neutral armature 4|] of the KR relay, polarized
armature 4|, wire 42, armature I‘! of the code
relay GK, and then to the negative terminal C.
70 Once the relay RH is energized, a stick circuit
that branches from the wire 39, through front
contact of its own armature 43RH, and to the
negative terminal C, is closed. Also, for purposes
to be brought out later‘, the network of control
circuits for ‘the RH ‘relay includes two shunt paths
3
from wire 38 to the wire 39 around armature
20“, one of which includes the armature 450s
of the code relay CS, and the other of which in
cludes the armature 65mm of a RHG relay which
is associated with the signal R2 as will later
appear. In the event the code relays ‘TX and 6X
are energized, then current is supplied to the di
rectional relay Ll-I by a circuit that extends from
the positive terminal B, through the armature 33
of the relay 'IY, front contact of armature 46 10
of the relay ‘IX, wire Ill, back contact of arma
ture HRH of the opposing directional relay RH,
wire 49, winding of the relay LH, wire 50, wire
38, armature 20'“, wire 39, armature 4|], polar
ized armature 4!, wire 42, and armature I‘! of the
code relay 6X to the common terminal C. In
the control network for this relay there is pro~
vided a stick circuit that branches from the wire
39, through its own armature 5!“, and to the
negative terminal C. There is provided also for 20
this relay LH two shunt paths around the arma
ture 201‘R one of which includes the armature
4405 and the second of which includes the arma
ture SZLHG of a relay LHG associated with the
signal L2. It is here noted that in the event the 25
relay BY is energized so that the switch is re
versed and the armature 4! of the relay KR is
reversed, that the circuit for either the relay RH
or LH is completed from armature A! by wire 53
and armature 54 of relay ?Y to the negative
terminal C.
The relays RH and LH each govern the con
trolling circuit for the wayside signals R2 and
L2, respectively. The circuit for energizing the
winding 5 of the mechanism a of signal R2 is 35
supplied through the one branch of a route cir
cuit network that extends from the positive ter
minal B through armature 55ml‘, back contact
of the armature 5613, back contact of armature
51“ of a time element relay to be later described,
neutral armature 58KB, armature EQRH when relay
RH is energized, back contact of armature BDRM
of the approach locking relay RM to be later
described, polarized armature EHKR, armature
BZTR, armature 63M, wire 65, winding 5, wire 65,
armature 66 of relay RH, and to the negative
terminal C. It is to be noted among other things
that in order to energize the winding 5 of signal
mechanism a, the directional relay RH must be
energized, and that the approach locking relay 50
RM must be deenergized to close the back con~
tact of armature BIJRM. The latter insures that
the switch SW has been properly positioned and
locked for the main track before the signal R2
can be, cleared due to the fact that the relay RM 55
controls the operation of the switch control relay
W by the front contact of its armature 2211M.
Likewise the directional relay LH governs the
circuit to the winding 5 of the signal mechanism a
60
for the signal L2. This branch of the route cir
cuit extends through the network from the posi
tive terminal B, armature SIRGP, back contact of
the armature 591m of the opposing directional
relay RH, armature ESKR, armature lil’TE, ar 65
mature ESLH with relay LH energized, back con
tact of armature 681M of the approach locking re
lay LM, armature ESSTR, polarized armature TEIKR,
armature 'HRA, wire 12, winding 5, wire 13, ar~
mature 14 of relay LH, and to the negative ter
minal C. Attention is directed to the fact that
the energizing of the mechanism a of signal L2
requires that the approach locking relay must
?rst be deenergized to close the back contact of
armature 6814M and that to move the switch re
quires the ‘relay LM be energized to close the
76
2,117,691
front contact of the armature 23LM. Current for
energizing the winding 5 of the mechanism b of
the signal L2 is obtained through the network
from positive terminal B, through armature
B‘IRGP, armature 59ml, armature 531m, armature
51“, front contact of armature 56m, back con
tact of armature 58LM, armature 59m, polarized
armature TUKR in its reverse position indicating
that the switch SW is set for the siding, wire 75,
10 winding 5 of the mechanism 2), wires 15 and 73,
and armature M to the negative terminal C.
Thus in order to clear the mechanism 2) of L2,
the approach locking relay LlvI must be ?rst en
ergized to permit proper selecting of the relay W
15 and then after the switch SW has been positioned
and locked, the relay LM must become deener
gized to close the back contact of the armature
6811M.
The winding 5 of the call-on signal mechanism
20 c of signal R2 receives current from a positive
terminal B over the same branch of the net
Work as that traced for the winding 5 of mecha
nism a of R2 up to and including the back con
tact of the armature GGRM of approach locking re
25 lay RM, then along wire 18, armature 19 of the
code relay CS, wire 85, winding 5, wire 55, and
armature 66 to the negative terminal C. The
closing of- this circuit, however, will not clear the
mechanism 0 unless the mechanism a is at stop
30 so as to close at its controllers 6 and l the circuit
for energizing the winding 5 of mechanism 0 as
will be readily understood by an inspection of Fig.
1. Again it is to be noted that in order to clear
the mechanism 0 of R2, it requires that the ap
35 proach locking relay RM be ?rst deenergized to
close the back contact of the armature SURM and
furthermore that the operator energizes the relay
CS in addition to the relay 1X. In order to clear
the signal R211 to permit a train moving from
40 the siding, the operator must energize the relays
5Y and TX to effect the reversal of the switch SW
and the energizing of the relay RH. Current in
this instance is supplied to winding 5 of mecha
nism d from the positive battery B, through the
45 branch of the network that includes armature
55LGP, armature 561111, armature SlTE, armature
ESKR, armature 59RH with relay RH energized, ar
mature GBRM in its down position, armature BIKR
reversed, wire 71, winding 5 of signal RZd, Wire
50 65, and armature 65 to the negative terminal C.
The winding 4 of this signal RZd is energized
only upon the condition that the mechanisms at
and c of R2 are both in the stop position as will
be understood by an inspection of Fig. 1. Once
55 again it is to be noted that in order to clear the
signal R2d, it requires that the approach lock
ing relay RM be deenergized to close the back
contact of armature SURM.
The winding 5 of the mechanism 0 of the sig
60 nal L2 is energized with the switch in either po
sition in the event the operator energizes both
the relay ‘IX, and the relay CS. Under this con
dition, winding 5 of 0 receives current from the
positive terminal B, through the branch of the
65
network that includes tilRGP, EBRH, SSKR, STTE,
56LH raised with relay LI-I energized, armature
BBLM down, wire 8|, armature 82 of relay CS,
wire 83, winding 5, wires 85, "I6 and 13, and ar
mature 14 to the negative terminal C. Again we
70 note that in order to clear this signal mechanism,
it requires that the approach locking relay LM be
deenergized in order to close the back contact
of the armature 681M.
The signal R3 is controlled by the track relay
75 R2TR and the line relay RD. The line relay RD
is controlled by the position of the signal R2.
The circuit for relay RD extends from the posi
tive terminal B, through controller 5 in engage
ment with contact II indicating that mechanism
a is in the proceed position, wire 85, coil of relay
RD, and to the negative terminal C. With track
relay RZTR and the line relay RD both energized
the current supplied to the winding 5 of the
mechanism a of the signal R3 is of a polarity that
causes the signal to display proceed, while with
the track relay RZTR energized, and the line re
lay RD deenergized, current of reverse polarity
is supplied to the winding 5 to cause the signal R3
to display a caution indication. The signal L3
is controlled in a manner similar to that just de 15
scribed ior the signal R3.
Two relays designated by the reference char
acters RHG and RGP are associated with the
signal R2. The relay RHG is normally deener
gized, it being energized by a circuit that extends
from the positive terminal B, through the lower
contacts 8 and 9 of the controllers 6 and 1, re
spectively, of the mechanism a, the controller
6 of mechanism 0 in engagement with the contact
8 and the controller ‘I of c in engagement with 25
the upper contact ID, or- if ‘I engages contact 9
then through controller ‘I of mechanism d in en
gagement with its contact I 9, wire 81, winding of
relay RI-IG and to the negative terminal C. This
circuit is normally open and is closed only when 30
either mechanism 0 or 03 is cleared. The func
tion of this relay will appear later on in the
description.
The relay RGP checks the stop
position of the signal mechanisms a, c and d
inasmuch as its circuit passes from the positive 35
terminal B through the stop position of each
of the controllers of these mechanisms as Will
be readily understood by an inspection of Fig. 1,
then along wire 88, winding of RGP and to neg
ative terminal C. The signal L2 has associated
with it two relays LI-IG and LGP which are con
trolled respectively in a manner similar to that
just described for the relays RHG and RGP. It
will be readily apparent that a signal for only
one direction can be cleared at a time, for the 45
reason that the route circuits for each direction
each includes a front contact of the relay RGP or
LGP controlled by the signals for the opposite
direction, and for the additional reasons that the
circuits for relays RH and LH are interlocked, 50
and that each route circuit includes a front con
tact of one and a back contact of the other of
these relays.
Each direction,0f traf?c is provided with a
normally energized approach locking stick re
lay and an approach control relay.
The ap
proach control relay RA associated with tra?ic
from the left to the right is normally energized
by a circuit that extends from the positive ter
minal B at the signal location R3 through the 60
armature I04 of the track relay R3TR for the
approach section R3T, armature I05 of the track
relay TZTR of the approach section RZT, line
wire I06, coil of relay RA, and to the negative
terminal C. The approach control relay LA as 65
sociated with tra?ic from the right to the left
in the ?gures is normally energized by a circuit
that extends from the positive terminal B at
the signal location L3 and which circuit includes
the armature I01 of relay L3TR and armature 70
I08 of the track relay L2TR.
The approach locking relay RM associated
with tra?ic from the left to the right is normally
retained energized by a stick circuit that may be
traced from the positive terminal B at the sig
75
2,117,691
nal location R3 through controller 6 in engage
ment with contact 8, controller 'I in engagement
with either contact 9 or contact Ill, wire 89,
armature 9!) of the relay RGP, wire 9|, back con
CH tact of the armature 92 of the relay RI-I, wire
93, front contact of its own armature 94, wind
ing of the relay RM, and to negative terminal C.
This relay RM is provided with a pick-up circuit
that extends from the positive terminal B at the
10 signal R3 over the same circuit as before traced
up to wire 93, and then along wire I2'i, armature
95m when relay TR is deenergized, wire 96, neu
tral armature 91 of the switch repeater relay
KR, polarized armature 98 in its normal posi-‘
15 tion, wire 99, armature I96 of approach control
relay RA, wire IiiI, winding of relay RM, and to
the negative terminal C.
This pick-up circuit
also has a branch path that extends from the
wire I21, through the armature I02 of the time
element relay TE, wire I03 to the wire IIII, and
then as before traced. It will be noted that this
approach locking relay RM will become deener
gized whenever the directional control relay RH
is energized and that once ‘the relay RM is deen
ergized, it can be reenergized only in the event
the approach track sections R3T and R2T are
vacated so that the approach control relay RA is
energized, that the detector track relay TR is
shunted to drop the armature 95TH, that the
switch is set in the normal position and that the
directional relay RI-I has been opened either in
the network or by the deenergizing of the code
relay ‘EX.
The approach locking relay LM associated with
traffic from the right to the left is controlled by
circuits similar to those described for the ap
proach locking relay RM. The normal stick cir
cuit for the approach locking relay LM extends
from the positive terminal B at the signal L3,‘
through controller ‘I in engagement with contact
40
9, controller 6 in engagement with either contact
8 or contact II, line wire I39, armature I!!! of
LGP, wire II I, armature IIZ of the directional
relay LI-I, wire‘ I I3, front contact of its own arma
ture IIll, winding of relay LM, and to the nega
tive terminal C. The pick-up circuit for this relay LM extends from the same positive terminal
B over the same circuit as before traced up to
the wire IE3, and then along the wire I I5, arma
ture liliTR of the track relay TR, wire “I, arma
[will ture N8 of the relay LA, wire II 9, winding of
relay LM, and to the negative terminal C. There
is a shunt path for this pick-up circuit that
branches from the wire II5, through the arma
ture i2il of time element relay TE, wire I2I to
wire I iii and then as before traced, the function
of which will be shortly described.
Associated with the control of the approach
locking relays RM and LM is a time element re
‘lay TE. This time element relay TE may be of
any of the well known types and in this instance
it is normally deenergized and will close the front
contacts of its armatures Hi2 and I20 some pre
determined time after its energizing circuit has
. ‘ been closed.
The energizing circuit for this re
lay may be supplied with current from positive
terminal B at the signal R3 or at the signal L3.
In the event tra?ic is from left to right, the cir-,
cuit for energizing TE extends from the positive
70 terminal 13 at R3, through either the caution or
stop position of the controllers 5 and ‘I of the sig—
nal mechanism a of R3, wire 89, armature 90 of
RGP, wire BI, armature 92, wire 93, armature
9a of relay RM in engagement with its back con
75
tact, wire I22, armature I23“, armature IZIILH,
5
armature I25TR, coil of relay TE, and to the nega
tive terminal C. In the event traffic is from the
right to the left, then current is supplied to the
time element relay TE from the positive terminal
B at the signal location L3, through either the
caution or stop position of the controllers 6 and
l of the mechanism a of L3, line wire IE9, arma
ture IIO, wire III, armature H2, wire H3, arma
ture I I4 down in engagement with its back con
tact wire I 26, wire I22, and then as before traced. 10
Having pointed out the several circuits and
the diiferent apparatus that are included in our
invention, we will now describe its operation.
It will be understood that all apparatus of Figs.
1 and 2 is shown in its normal position. We 15
shall ?rst assume that the operator energizes
the code relay 'iY with the result that the direc
tional relay RH is energized to close its front
contacts. The lifting of the armature S2 of th‘e
relay RH opens the stick circuit of the approach
locking relay RM and that relay becomes deen
ergized. The closing of the front contacts of
the armatures 66 and 59ml of the relay RH and
back contact 8811M of the relay RM supplies cur
rent to the mechanism a of the signal R2, and
this signal is cleared. The clearing of the mech
anism a of the signal R2 energizes the relay
RD, and the signal R3 is then moved into its
proceed position. It will be seen that before the
signal R2 can be cleared, it requires that the 30
approach locking relay RM must be released
and with relay RM down to open the armature
2211M, the switch control relay W can not be
changed. Thus it is apparent that relay RM
must be normally energized in order to effect a
movement of the switch and that it must be
deenergized to effect a clearing of the signal R2.
It follows that it is safe to at once select a re
verse position of the switch SW by deenergizing
the normal code relay GK and energizing the 40
reverse code relay GY, in view of the fact that
as long as approach locking relay RM is deen
ergized, switch SW will not at once follow the
energizing of the reverse code relay EEY. The
relay W will respond to the energizing of the 45
code relay SY only when its control circuit has
been closed at the armature 22m’! which will take
place only when the approach locking relay RM
has been reenergized.
We will now assume that
a train approaches the signal R2 after this signal
has been cleared. The train shunting either the
track relay R3TR or R2TR of the approach track
sections opens the circuit to the approach con
trol relay RA and the armatures of that relay
drop. In the event the track relay TR of the
detector track section should be momentarily
shunted during the period the train is approach
ing the clear signal R2, the shunting of TR
would open the circuit of the relay RH at its
armature 2IITR, resulting in the signal R2 being 60
set at stop position. The signal R2, assuming
the stop position, reenergizes the relay RGP,
however, the approach locking relay RM will
not be reenergized due to the fact that its pickup circuit includes the contact Hm, now open, 7
of the approach control relay RA. Thus in our
system a momentary shunt of the detector track
circuit does not result in .a loss of the approach
locking that would otherwise permit the relay W
to reverse and start a movement of the switch
under the condition where a reverse control has
been stored.
‘With the train approaching a clear signal at
R2, let us assume that relay .RA has become
falsely energized in some manner so that its 75
6
2,117,691
armature l 60 is up. Should the attempt be made
to display a stop signal at R2 at the moment
when RA is falsely up, the approach locking
relay RM will not be reenergized due to the fact
that we have inserted in the pick-up circuit of
RM a back contact of the armature 9513 of the
track relay TR. Thus we have two contacts
(um and 95“) that must function in regular
order of train movements to reenergize the ap
10' proach locking relay RM and release the ap
proach locking. Again let us assume that with
RA falsely closed, track relay TR is momentarily
shunted during the interval a train is approach
ing a clear signal at R2 under the condition
15 where a reverse control has been stored by en
ergizing the reverse control relay GY. The switch
control relay W will still not operate due to the
fact that its control circuit includes a front con
tact of the armature 25 of the track relay TR.
Thus in our invention, we have provided against
any false movement of the switch while a train
is approaching a clear signal up to three irregu
larities all of which must happen at the same
instant. In other words this combination of
25 control provides a continuous check on the in
tegrity of the approach locking and insures a
vminimum chance of a false operation of the
switch occurring at a time when a reverse move
ment of the switch has been stored.
The approach locking relay LM associated with
traffic from the right to the left functions in the
same manner for a train approaching switch
SW from the right and provides the same pro
tection against a false movement of the switch
35 as that described for the approach locking re
lay RM.
In centralized traf?c control systems, it is de
sirable at times to employ a single code to in
sequence operate the switch and clear the sig
40 nal governing traf?c over the route correspond
ing to the operated position of the switch. It is
necessary under such conditions to insure that
there is an agreement between the controlling
relays for the switch and signals so that the sig
45 nal control can not function ahead of the con
trol of the switch. Let us assume that it is de
sirable to move a train past the signal L2 into
50
55
60
65
the siding, and that the relays BY and 1X are
energized by a single code. At the instant the
code is received, the KR relay is, of course, nor
mal, however, the relay LI-I can not at once
pick-up, because its circuit that includes the
normal position of the armature Ill of the relay
KR is cut to negative terminal C through the
armature ll of the relay EX which is now deen
er-gized, and the circuit for LH that is closed to
the negative terminal C through the armature 511
of the relay ESY which is the relay now energized,
includes the reverse contact of the armature 4|
of the relay KR. Thus the relay LH is not en
ergized ‘until the switch SW has functioned and
has reversed the relay KR.
If after the mechanism 2) of the signal L2 has
been cleared for a movement to the siding, as
just described, the operator transmits a second
code to route a following train over the switch in
its normal position, which code will deenergize
the relay GY and reenergize the relay 6X, the
signal governing the ?rst train will not be inter
70 fered with. This is because we have provided a
stick circuit for the relay LH so as to retain the
mechanism 2) of signal L2 in its clear position
until the ?rst train has advanced to occupy the
detector track section i T even though there now
75 exists a disagreement between relays BY and KR.
This stick circuit for the relay LI-I, while before
pointed out, will again be traced and we ?nd that
it extends from the positive terminal B, through
armature 33 of relay TY, armature 46 of relay ‘EX,
wire 41, armature 481m, wire 49, winding of relay
LI-I, wire 59, wire 38, armature ZBTR, front contact
of the armature Ell-H, and to the negative ter
minal C. This stick circuit insures that the sig~
nal L2 is retained in a clear position for a move
ment into the siding until such time as the train
occupies the detector track circuit.
In a similar manner the directional relay RH
is provided with a stick circuit which includes
front contact of its own armature 431m.
The call-on mechanism 0 of either R2 or L2 or 15
the siding signal R211 may be cleared even though
the detector track relay TR is shunted for some
reason by a code that selects the code relay CS
in addition to selecting either the code relay ‘W
or 1X as the case may be.
With the code relay 20
CS energized to close the front contact of its
armature 4403, the control circuit for either the
relay RI-I or LH is closed around the armature
28TR of the track relay TR.
Furthermore, in order to prevent the call-on 25
signal mechanism 0 of either R2 or L2 or the sig
nal R2d being set at stop, by the track relay TR
being shunted to open the front contact of its
armature 26“ at a time when the code relay CS
is not energized, the by-paths through the arma 30
tures 45RHG and EZLHG are provided. Let us as
sume the call-on mechanism 0 of R2 has been
cleared as a result of a code that selects relay 'l’X
but not CS. Once the mechanism 0‘ of signal R2
clears to bring its controller ‘i into engagement
with the contact II], the relay RHG picks up to
close the front contact of its armature 45mm.
With armature 45RHG up then this call-on signal
0 will be retained in the clear position until a
diiferent code is received even though the track 40
relay TR becomes shunted. Again let us assume
that tra?ic is from the siding towards the right
in the ?gures, and that the code relay TY has
been energized to energize the directional relay
RH and in turn the signal R2 cleared. As soon 45
as the signal R201 clears, the relay RI-IG picks up
to close the contact of the armature 45mm due to
the fact that its controller 1 is now in engagement
with its contact 10. In a similar manner the
relay LI-IG functions to control the signal mecha 60
nism c of the signal L for tra?ic from the right to
the left.
Inthe event that a route has been set up and a
train has entered the approach track section and
then it becomes necessary to change the position 55
of the switch before the train passes beyond the
limits of the route, the time element relay TE is
provided. Let us assume that the signal R2 has
been cleared and a train approaching the signal
from the left has entered the section R3T and 60
that it then becomes necessary to change the
position of the switch. The deenergizing of the
relay RH sets signal R2 at stop and with relay
RH down, the energizing circuit for time element
relay TE associated with traflic from the right to 65
the left is closed and the relay TE set into oper
ation. After a predetermined time interval the
relay TE closes its contacts, the time interval
‘being so chosen as to insure that the approaching
train will have time to be over the switch and 70
gone, or to allow it to come to a stop to the rear
of signal R2. With relay TE closing its contacts,
the pick-up circuit for the approach locking
relay RM is completed through the front contact
of the armature Hi2 and the approach locking 75
7
2,117,691
relay RM reenergized. With relay RM up, then
the switch SW may be reversed as under normal
conditions, It will be understood that the time
element relay TE functions in a like manner for
a train approaching the signal L2 from the right.
As stated earlier in the speci?cation, while the
wayside signals disclosed are of the Searchlight
type, our invention is equally adapted to any
other type of signals, also that while we have
10 disclosed a system making use of code relays, our
invention is equally adapted to a system that
relies for control upon the movement of control
lers operated by a lever of a tower machine or
where the control is automatic.
Such a system as here disclosed insures against
a false operation of the switch up to three ir
regularities all of which must occur at the same
instant, that the operation of the switch and
signal will take place in the proper sequence and
20 that the storing of a code will not affect a route
set up until the signal has been accepted by a
train and the route vacated.
Although we have herein shown and described
only one form of railway tra?ic controlling appa
25 ratus embodying our invention, it is understood
that various changes and modi?cations may be
made therein within the scope of the appended
claims without departing from the spirit and
15
scope of our invention.
Having thus described our invention, what we
30
claim is:
controlled from a central office for energizing
said tra?ic governing relay and to rupture the
stick circuit of said stick relay, a circuit rendered
effective by'the energizing of said traffic govern
ing relay and the deenergizing of said stick relay
to clear said signal, a pick-up circuit for said
stick relay to energize said stick relay in response
to a train traversing said ?rst and second track
sections and the deenergizing of said traffic gov
erning relay, and means to operate said switch
effective to move the switch only when said stick
relay is energized.
5. In combination, a railway switch, a signal
to govern traflic over the switch, a ?rst track sec
tion remote from the switch, a second track sec 15
tion adjacent the switch, a switch controlling
relay to control the operation of the switch;
means to render at times said switch controlling
relay ineffective to control the switch, including
an approach locking stick relay; a trailic govern
ing relay controlled from a remote point to rup
ture the stick circuit of said stick relay, a circuit
rendered e?ective by the deenergizing of said
stick relay to clear the signal, and a pick-up cir
cuit to energize said approach locking relay in 25
response to a train entering and vacating suc
cessively the ?rst and second track section to
restore the control of said switch controlling re~
lay.
v
1. In combination, a railway switch, a signal to
govern tra?ic over the switch, a normally de
energized traffic governing relay, a normally en
35 ergized approach locking relay, means controlled
from a remote point to energize said traffic gov
erning relay and to deenergize said approach
locking relay, a circuit effective with said traffic
governing relay energized and said approach
locking relay deenergized to clear said signal, and
means to operate the switch ineffective to move
the switch as long as said approach locking relay
is deenergized.
2. In combination, a railway switch, a signal to
govern tra?ic over the switch, a normally deen
45 ergized traihc governing relay, a normally en
ergized approach locking relay, means controlled
from a central oifice to energize said traflic gov
erning relay and to deenergize said approach
locking relay, a circuit rendered eifective with
50 said traffic governing relay energized and said
approach locking relay deenergized to clear the
signal, means to operate the switch ineffective
6. In combination, a railway switch, a signal to
govern traffic over the switch, a switch control
ling relay to control the switch, a signal govern
ing relay to govern the signal, a first remote con
trolled relay to control both the switch control
ling relay and the signal governing relay, a sec
ond remote controlled relay to control the signal
governing relay only, and a stick circuit for said
signal governing relay to retain said relay ener
gized and the signal cleared irrespective of said
?rst remote controlled relay.
'7. In combination, a railway switch, a signal
to govern traffic over the switch, a switch con
trolling relay to control the operation of the
switch, a signal governing relayto govern the
signal, a remote controlled relay to control both 45
the switch controlling relay and the signal gov
erning relay, and a stick circuit for said signal
governing relay to retain said relay energized
and the signal cleared irrespective of the condi
tion of said remote controlled relay.
8. In a centralized tra?ic control system for
railways, a track switch, a signal to govern traf
fic over the switch, an approach locking circuit,
means rendered effective to move the switch
to move the switch as long as said approach only when said approach locking circuit is closed,
locking relay is deenergized, and a traffic con- .
means‘ rendered e?ective to clear the signal only
55 trolled circuit to reenergize said approach lock
when the approach locking circuit is open,
ing relay.
means controlled from a central o?ice to open
_3. In combination, a railway switch, a ?rst
track section remote from the switch, a second
track section adjacent the switch, a signal to gov
60 ern traf?c over the switch, a normally energized
stick relay, means controlled from a central office .
said approach locking circuit and thereby clear
said signal, and means responsive to a train ad
vancing past the said signal and switch to close
said approach locking circuit.
9. In a centralized traffic control system for
for rupturing the stick circuit of said stick relay,
a circuit rendered e?ective by the deenergiz‘ing
of said stick relay to clear the signal, a pick-up
65
circuit for said stick relay to reenergize said stick
relay in response to a train traversing successive
ly the ?rst and second track sections, and means
for operating said switch effective to move the
70 switch only when said relay is energized.
railways, a track switch, a ?rst and a second
signal to govern tra?ic over said switch, a signal
track section remote from the switch, a second
track section adjacent the switch, a signal to
govern traffic over the switch, a tra?ic govern
ing relay, a normally energized stick relay, means
means irrespective of said track circuit to clear
' 4. In combination, a railway switch, a ?rst
control relay to control said signals, a track cir
cuit including said switch, a despatcher con
trolled means, means controlled jointly by said
track circuit and said despatcher controlled
means to energize said signal control relay to
clear said first signal, and means to at times en
ergize said relay by said despatcher controlled
said second signal.
10. The combination with a track switch of a
8
2,117,691
railway system, of a switch machine for oper
ating said switch, a signal associated with said
switch for governing movement of tra?ic over
said switch, a locking relay which if deenergized
; prevents operation of said switch, a control relay
for controlling said signal to permit clearing of
said signal only when said control relay is ener
gized, a time element device rendered active to
energize said locking relay a predetermined time
after being energized, a circuit for said time ele
ment device including a back contact of said
control relay, and a circuit for said signal in
cluding a normally closed contact of said time
element device.
15'
11. In combination with a stretch of railway
track, a signal governing‘tra?ic over said stretch,
a stick relay controlling said signal, means con
trolled from a remote point for energizing said
stick relay, a second relay, means controlled from
20v ;a remote point for selectively energizing or deen
ergizing said second relay, means effective when
said second relay is energized for holding said
stick relay energized independently of trailic con
ditions, and means effective when said second re
25 lay is deenergized for releasing said stick relay
when said stretch becomes occupied.
12. In combination, a railway switch, a signal
to govern trai?c over the switch, a locking relay
to control the operation of the switch and of the
30 '1 signal, said relay being arranged to permit op
eration of the switch only when energized, and
to permit the signal to clear only when deener
gized, means controlled by the movement of a
train past the signal to cause the signal to as
35 ;sume its most restrictive condition and to ener
gize said relay when it assumes said condition,
and manually operable means for releasing said
relay to permit the signal to be cleared, whereby
the switch is locked against operation unless the
-signal is in its most restrictive condition and the
signal is prevented from clearing unless the
switch is locked.
13. In combination, a railway switch, a signal
to govern traiiic over the switch, a locking relay,
45 ,a circuit for said relay controlled by the signal
and closed only when the signal displays its most
restrictive indication; a circuit including a front
contact of said locking relay for controlling the
switch, a circuit including a back contact of said
‘locking relay for clearing the signal, and manu
50
ally operable means for releasing the locking re
lay to permit the signal to be cleared.
14. In combination, a railway switch, an ap
proach track section remote from the switch, a
55 detector track section including the switch, a
normally energized stick relay, means controlled
from a central of?ce for rupturing the stick cir
cuit of said stick relay, a circuit rendered effec
tive by the deenergizing of said stick relay to
60 clear the signal, a pickup circuit for said stick
relay closed to reenergize said relay when the de
tector track section is occupied and the approach
track section is not occupied, and means for op
erating said switch e?ective to move the switch
65 only when said relay is energized and the detector
track section is not occupied.
'
15. In combination, a railway switch, an ap
proach track section remote from the switch, a
detector track section including the switch, a nor
70 mally energized stick relay, means controlled
from a central of?ce for rupturing the stick cir
cuit of said stick relay, a circuit rendered e?ec
tive by the deenergizing of said stick relay to
clear the signal, a circuit for said stick relay
75 closed to reenergize said relay only when the sig
nal is in its most restrictive condition, said cir
cuit having one branch closed when the detector
track section is occupied and the approach track
section is not occupied, another branch including
a time controlled contact and a third branch
including a front contact of said relay, and means
for operating said switch effective to move the
switch only when said relay is energized and the
detector track section is not occupied.
16. In combination, a railway track switch, 10
switch control means, signal control means, a
stick relay, a pickup circuit for said relay closed
only when the signal control means is energized,
and the switch and the switch control means are
in corresponding positions, a stick circuit for said 15
relay closed when the relay is picked up and the
signal control means is energized; a signal for
governing traf?c over the switch, and a circuit
for clearing the signal including a front contact
of the stick relay.
20
1'7. In combination, a railway track switch,
switch control means, signal control means, a
stick relay, a pickup circuit for said relay closed
only when the signal control means is energized,
and the switch and the switch control means are
in corresponding positions, a stick circuit for said
relay closed when the relay is picked up and the
signal control means is energized; a signal for
governing tra?ic over the switch, a circuit for
clearing the signal including a front contact of 30
the stick relay; and an operating circuit for the
switch, controlled by said switch control means,
and closed only when said signal is in its most
restrictive condition.
18. In combination, a railway‘ track switch, 35
switch control means, signal control means, a
stick relay, a pickup circuit for said relay closed
only when the signal control means is energized,
and the switch and the switch control means
are in corresponding positions, a stick circuit for 40
‘said relay closed when the relay is picked up and
the signal control means is energized; a signal for
governing traflic over the switch, a circuit for
clearing the signal closed only when the stick re
lay is energized, and an operating circuit for the
switch controlled by said switch control means,
and closed only when said stick relay is deener
gized.
19. In combination, a railway track switch,
switch control means for operating the switch, a 50
stick relay, a pickup circuit for said relay closed
only when the switch and the switch control
means are in corresponding positions, a stick cir
cuit for said relay independent of the switch and
of the switch control means, a signal for govern 55
ing traffic over the switch, a circuit for clearing
the signal closed only when the stick relay is en
ergized, and manually controllable means for
controlling the pickup and stick circuits of said
relay to control said signal.
20. In combination, a detector section of rail
way track including a track switch, switch con
trol means, a stick relay, a pickup circuit for said
relay closed only when the detector section is un
occupied and the switch and switch control means
are in corresponding positions, a stick circuit for
said relay closed, when the relay is picked up and
the detector section is unoccupied; a signal for
governing traffic over the switch, a circuit for
clearing the signal including a front contact of
the stick relay, and an operating circuit for said
switch controlled by said switch control means
and closed only when said detector section is un
occupied and said signal is in its most restrictive
condition.
2,117,691
position when the reverse switch controlling re
21. In combination, a detector section of rail
way track including a track switch, switch control lay is energized, and a signal circuit to govern
traffic over the switch closed only when said
means, a stick relay, a pickup circuit for said re
lay closed only when the detector section is un repeater relay is energized.
26. In combination, a stretch of track, a traf- ‘
occupied and the switch and switch control means
are in corresponding positions, a stick circuit for ?c device included within said stretch of track
said relay closed when the relay is picked up and and operable for at times changing the continu
the detector section is unoccupied; a signal for ity of said stretch of track, signals for governing
governing traffic over the switch, a circuit for , traffic in both directions over said stretch of track,
a circuit extending between two tra?ic governing
clearing the signal closed only when the stick re
,lay is energized, and an operating circuit for said ‘relays respectively associated with the opposite
switch controlled by said switch control means ends of said stretch of track, a current source
at each end of said circuit for supplying current
and closed only when said detector section is un
to said circuit but normally disconnected there
occupied and said stick relay is deenergized.
22. In combination, a section of railway track from, a manually controlled relay associated with
15
having a track relay, a main signal and a call~on each end of said circuit, a contact included in
signal for governing traffic through said section, said circuit which contact is closed when and
a signal relay, a circuit for clearing the main only when said traf?c device is locked to pre
signal, closed only when the signal relay‘ and the vent its operation, means governed by each said
manually controlled relay when energized to con- ‘
120 track relay are energized, a ?rst circuit for the nect the associated current source with said cir
signal relay including a front contact of the track
cult, and means governing said signals by said
relay and a manually controllable contact, a sec
ond relay, a circuit for clearing the call-on signal tra?ic governing relays so as to permit traf?c to
closed only when the signal relay and the second
25 relay are energized, a second circuit for the sig
nal relay including a front contact of the second
relay and said manually controllable contact,
manually operable means for controlling said
second relay, and means for preventing the clear
30 ing of the call-on signal except when the main
signal is in its most restrictive condition.
23. In combination, a section of railway track
having a track relay, a main signal and a call-on
signal for governing traf?c through said section,
35 a signal relay, a circuit for clearing the main
signal closed only when the signal relay and the
track relay are energized, a circuit for the signal
relay including a front contact of the track relay
40
and a manually controllable contact, a second
relay, a circuit for clearing the call-on signal
closed only when the signal relay and the second
relay are energized, a second circuit for the sig
nal relay including said manually controllable,
contact but independent of the track relay and
closed when the call-on signal has been cleared,
45 and means for preventing the clearing of the
call-on signal except when the main signal is in
its most restrictive condition.
'
24. In combination with a stretch of railway
track, a signal governing tra?ic over said stretch,
50 a stick relay controlling said signal, a track re
lay for said stretch, means for deenergizing said
track relay when the stretch is occupied by a
train, a ?rst relay and a second relay manually
controllable from a point remote from said sig
55 nal, a pickup circuit for the stick relay includ
ing a front contact of said ?rst relay, a stick
circuit for the stick relay including the winding
and a front contact of said stick relay, and in
multiple, front contacts of said track relay and
60 of said second relay, and an energizing circuit for
said signal including front contacts of said
stick relay and of said track relay.
25. In combination, a railway switch having a
65
normal and a reverse position, a polarized relay
controlled by said switch arranged to occupy its
normal positionrwhen the switch is normal and
to occupy its reverse position when the switch is
reversed, a normal and a reverse remote con
70 trolled switch controlling relay to govern the
switch, a repeater relay, circuit means to ener
gize said repeater relay only in the event the
polarized relay controlled by the switch is in its
normal position when the normal switch con
75 trolling relay is energized or is in its reverse
move through said stretch of track in a direction
determined by the end at which said circuit is $25
supplied with current.
27. In combination, a stretch of track, a traf
?c device included within said stretch of track
and operated for at times breaking the continu
ity of said stretch of track, signals at opposite 30
ends of said stretch for governing trai?c in
opposite directions over said stretch of track, a
circuit extending between two tra?ic governing
relays respectively associated with the opposite
ends of said stretch of track, a current source 35
at each end of said circuit for supplying current
to said circuit but normally disconnected there
from, a manually controlled relay associated
with each end of said circuit, a contact included
in said circuit which contact is closed only when 40
the continuity of said stretch is completed by
said tra?ic device, a second contact included in
said circuit which second contact is closed when
and: only when said traf?c device is locked to
prevent its operation, means governed by each 45
said manually controlled relay when energized
to connect the associated current source with
said circuit, and means for clearing the one of
said signals at the end‘ of‘said stretch having
both its associated said tra?ic governing ‘relay 50"
and said manually controlled relay energized so
asto permit traffic to move through said stretch
of track in’ a direction determined by the end at
which said circuit is supplied with current.
28. In combination, a stretch of track, a trafllc 55
device included within said stretch of track and
operated for at times breaking the continuity of
said stretch of track, signals at opposite ends of
said stretch for governing tra?ic in both direc
tions over said stretch of track, a circuit extend
60
ing between two trailic governing relays respec
tively ‘associated with the opposite ends of said
stretch of track, a current source at each end of
said circuit for supplying current to said circuit
but normally disconnected therefrom, a manually 65
controlled relay associated with each end of said
circuit, a contact included in said circuit which
contact is closed only when the continuity of said
stretch is completed by said traf?c device, a sec
ond contact included in said circuit which second 70
contact is closed only when said tra?ic device is
locked to prevent its operation, means governed
by each said manually controlled relay when en
ergized to connect the associated current source
with said circuit, means for clearing the one of 75
10
2,117,691
said signals at the end of said stretch having both
its associated said tramc governing relay and said
if deenergized prevents power operation of the
manually controlled relay energized so as to per
routes including said indication contacts and a
back contact of said locking relay, and means for
energizing each route circuit by current of which
the relative direction depends upon the direction
in which traffic shall be permitted to move over
such route.
34. In an interlocking system, the combination
with a track layout including a track switch for I10
mit tra?‘ic to move through said stretch of track
in a direction determined by the end at which
said circuit is supplied with current, and means
effective upon the energization of one of said
manually controlled relays for closing said second
contact.
10
_
29. In an interlocking system for railroads, a
stretch of railway track, a track switch in said
stretch, signals for governing tra?ic in opposite
directions over said stretch, a route circuit in
cluding a contact assuming a position correspond
15 ing to the position of the switch, a relay at each
end of said circuit, means for applying to said
circuit either of two polarities at each end, a look
ing contact associated with said track switch and
included in said circuit for allowing the circuit
20 to be completed only when the track switch is
locked, and means for clearing said signals
dependent upon the‘ energization of said relays.
30. In an interlocking system for railroads, a
stretch of railway track containing a track switch,
25 signals for governing tra?ic in opposite directions
over said stretch, a control contact for each of
said signals operable to clear or stop position,
means rendered eiiective when any one of said
control contacts is moved to a clear position for
'30 locking said track switch against operation, a
route circuit having current ?owing therein only
when said track switch is locked and only when a
control contact is moved to its clear position, and
means responsive to the ?ow of current in said
35
route circuit for clearing the signal corresponding
to such control contact.
31. In an interlocking system for railroads, a
track layout including a track switch, means for
at times locking said track switch against oper
40 ation, contacts controlled by the track switch in
accordance with its position, a plurality of wires
adapted to be interconnected by said contacts to
establish a route circuit corresponding to each
trackway route established by said track switch,
45 a signal at each end of each trackway route,
energizing means at each end of each route cir
cuit for energizing such route circuit when estab
lished, interlocking means preventing the ener
gizing means at one end of a route circuit from
50 functioning when the energizing means at the
other end of said route circuit is effective, means
preventing the establishment of any route circuit
unless said track switch is locked against opera
tion, and means for energizing the signal at one
55 end or the other of an established route circuit
depending upon the end at which such circuit is
energized.
32. In an interlocking system, the combination
of a track layout containing a plurality of routes
60 each including a track switch, a locking relay for
preventing the operation of said switch when de
energized, a plurality of route circuits each cor
responding to one of said routes and including a
conductor for each portion of the route and a
65 contact assuming a position corresponding to the
position of the track switch, each said route cir
cuit also including a back contact of said locking
relay, and a signal at each end of each route
controlled by the route circuit corresponding to
70 such route.
33. In an interlocking system, the combination
with a track layout including a track switch for
arranging different tra?ic routes, switch indica
tion contacts controlled in accordance with the
75 position of the track switch, a locking relay which
track switch, a route circuit for each of said
arranging different tra?'ic routes, switch indica
tion contacts controlled in accordance with the
position of the track switch, a locking relay which
if deenergized prevents power operation of the
track switch, a route circuit for each of said 15
routes including said indication contacts and a
back contact of said locking relay, means for en
ergizing each route circuit by current of which
the relative direction depends upon the direction
in which tra?ic shall be permitted to move over
such route, and manually operable means for
deenergizing said locking relay.
35. In combination, a track layout including a
track switch for establishing any one of a plu
rality of routes, a switch machine for controlling
said track switch, a polar control circuit for op
erating said switch machine to a normal position
and to the reverse position respectively when en
ergized by current of one polarity or the. other, a
locking relay having front contacts included in "30
said polar control circuit, whereby said switch
machine cannot be operated to either position un
less said locking relay is energized, a signal for
governing tra?ic over one of said routes, and a
circuit for clearing said signal including back ’
contacts of said locking relay closed only if said
locking relay is deenergized.
36. In combination, a track layout including a
track switch for establishing any one of a plu-'
rality of routes, a switch machine for controlling 40
said track switch, a polar control circuit for oper
ating said switch machine to a normal position
and to the reverse position respectively when
energized by current of one polarity or the other,
a locking relay having front contacts included in 45
said polar control circuit, whereby said switch
machine cannot be operated to either position un
less said locking relay is energized, a signal, for
governing tra?ic over one of said routes, a circuit
for clearing said signal including back contacts 501
of said locking relay closed only if said locking
relay is deenergized, and means which if manu
ally operated to a particular position permits said
signal to be conditioned for clearing and breaks
the energizing circuit for said locking relay the 55
dropping of which locking relay in turn‘ allows
clearing of said signal.
37. In combination, a track layout including a
track switch for establishing any one of a plu
rality of routes, a switch machine for controlling 60
said track switch, a polar control circuit for oper
ating said switch machine to a normal position
and to the reverse position respectively when
energized by current of one polarity or the other, 65
a locking relay deenergized when it is unsafe to
operate said track switch and having front con
tacts included in said polar control circuit, where
by said switch machine cannot be operated to
either position unless said locking relay is ener» 70
gized, a signal for governing tra?ic over one of
said routes, a circuit for clearing said signal in
cluding back contacts of said locking relay closed
only if said locking relay is deenergized, and a
lever which if moved to a particular position per
75.
2,1 17,691
mits clearing of ‘said signal and breaks the ener
gizing circuit for said locking relay.
38. In combination, a track layout‘including a
track switch for establishing any one of a plu
rality of routes, a switch machine for controlling
said track switch, a polar control circuit for oper
‘ ating said switch machine, to a normal position
ing current to a control circuit for said switch
machine which control circuit may be broken by
said lever‘and by the operation of said locking
relays, upon passage of a train over said track
switch and upon the initiation ‘of the clearing
of said signal, and control means for said signal
and to the reverse position respectively when
energized by current of one polarity or the other,
10 a locking relay controlled in accordance with
track occupancy and the direction of train move
ment and having front contacts included in said
polar control circuit, whereby said switch ma
chine can not be operated to either position unless
15 said locking relay is energized, a signal for govern
ing traf?c over one of said routes, a circuit for
clearing said signal including back ocntacts of
said locking relay closed only if said locking relay
is deenergized, and contacts which if moved to a
20
particular position permits clearing of said signal
and breaks the energizing circuit for said look
ing relay.
39. In combination, a track switch, a switch
machine for operating said track switch, a lock
25 ing relay for preventing operation of said switch
machine, a free and non-lockable lever for apply
ing current to a control circuit for said switch
machine which control circuit may be broken by
said lever and by a contact of said locking relay,
a signal for governing movement of traffic over
said track switch, and control means for said
signal permitting clearing of said signal only if
said lever and switch machine assume corre
sponding positions but which does not require
35 such correspondence between said lever and
switch machine to maintain said signal clear.
40. In combination, a track switch, a switch
machine for operating said track switch, a locking
relay for preventing operation of said switch ma
chine, a free and a non-lockable lever for apply
40 ing current to a control circuit for said switch
machine which control circuit may be broken by
said lever and by a contact of said locking relay,
a signal for governing movement of traffic over
said track switch, a control circuit‘for said look
45 ing relay including a contact opened upon the
approach of a train and a contact opened upon
the initiation of the clearing of said signal, and
control means for said signal permitting clearing
of said signal only if said lever and track switch
59 assume corresponding positions but which does
not require such correspondence between said
lever and track switch to maintain said signal
clear.
41. In combination, a track switch, a switch
55 machine for operating said track switch, a locking
relay for preventing operation of said switch ma
chine, a lever for applying current to a control
circuit for said switch machine which control cir
cuit may be broken by said lever and by a contact
60 of said locking relay, a signal for governing move
ment of tra?ic over said track switch, control
means for said signal permitting clearing of said
signal only if said lever and switch machine as
sume corresponding positions but which does not
65 require such correspondence between said lever
and switch machine to maintain said signal clear,
and a signal control circuit for said signal con—
trolled by said control means and closed only if
said locking relay is deenergized.
70
75
#11
42. In combination, a track switch, a switch
machine for operating said track switch, look
ing relays for preventing operation of said switch
machine, a signal for governing movement of
traflic over said track switch, a lever for apply
permitting clearing of said signal only if said
lever and track switch assume corresponding
positions but which does not require such corre
spondence between said lever and track switch 10
to maintain said signal clear, whereby a new
route may be pre-conditioned during the oc
cupancy of a prior con?icting route as soon as
said prior route has been established by a pro
ceed signal and said new route is automatically 15
set up upon leaving of the train off of said ?rst
route.
43. In combination, a track switch, a switch
machine for operating said track switch, look
ing relays for preventing operation of said switch 20
machine when a signal governing traf?c over
said track switch is at proceed or a train is
passing over said track switch, a free and non—
lockable lever for applying current to a control
circuit for said switch machine which control 25
circuit may only be broken by said lever and by
the operation of said locking relays, a signal for
governing tra?ic over said track switch, control
means for said signal permitting clearing of said
signal only if said lever and track switch assume 30
corresponding positions but which does not re
quire such correspondence between said lever and
track switch to maintain said signal clear, and
a signal control circuit for said signal controlled
by said control means and closed only if one of 35
said locking relays is deenergized, whereby a new
route may be pre-conditioned during the oc
cupancy of a prior con?icting route as soon as
said prior route has been established by a pro
ceed signal and said new route is automatically
set up upon leaving of the train off of said ?rst
route.
44. In combination, a track switch, a switch
machine for operating said track switch, look
ing relays for preventing operation of said switch 45
machine when a signal governing tra?ic over said
track switch is at proceed or a train is passing
over said track switch, a lever for applying cur
rent to a control circuit for said switch machine
which control circuit may only be broken by 50
said lever and by the operation of said locking
relays, a signal for governing movement of traf
?c over said track switch, and control means for
said signal permitting clearing of said signal only
if said lever and switch machine assume corre
sponding positions and one of said locking re
lays is deenergized but which does not require
such correspondence between said lever and
switch machine to maintain said signal clear,
whereby a new route may be pre-conditioned 60
during the occupancy of a prior conflicting route
as soon as said prior route has been established
by a proceed signal and said new route is auto
matically set up upon leaving of the train off of
said ?rst route.
65
45. In combination, a track switch, a switch
machine for operating said track switch, locking
relays for preventing operation of said switch
machine when a signal governing traf?c over said
track switch is at proceed or a train is passing 70
over said track switch, a lever for applying cur
rent to a control circuit for said switch machine
which control circuit may only be broken by
said lever and by the operation of said locking
relays, a signal for governing movement of traf 75
12
2,117,691
?c over said track switch, and control means for
said signal permitting clearing of said signal
only if said lever and track switch assume corresponding positions but which does not require
such correspondence between said lever and
track switch to maintain said signal clear, whereby a new route may be pre-conditioned during
the occupancy of a prior con?icting route as soon
as said prior route has been established by a pro
ceed signal and said new route is automatically
set up upon leaving of the train oil of said ?rst
route.
EARL M. ALLEN.
CHARLES A. BROOKS.
HOWARD A. THOMPSON.
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