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Патент USA US2119265

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May‘3l, 1938.
,.'c. A. BROOKS‘
»
2,119,265 ,
MULTIPLE CONTROL APPARATUS
Filed July 18, '1929
2,7
mm.
2
Patented May 31, 1938
2,119,265
UNITED STATES PATENT OFFICE
2,119,265
MULTIPLE CONTROL APPARATUS
Charles A. Brooks, Swissvale, Pa., assignor to The
Union Switch & Signal Company, Swissvale,
Pa“, a. corporation of Pennsylvania
Application July 18', 1929, Serial No‘. 379,163
46 Claims.
My invention relates to multiple control appa
ratus, and is particularly adapted for, although
not limited to, the control of the railway track
switches and signals in a railway switching or
,
5 interlocking layout.
One feature of my invention is the provision
(Cl. 246-3)
over switch W1 normal, when traffic conditions
prevent the displaying of a “proceed” indication
by signal S1. Signal S5 governs westbound
moves over switch W2 in its normal position as
shown.
Signal S4, similarly to signal S2, gov
erns moves over switches W1 and W2 reversed,
of means controlled by railway tra?c conditions
for completing restoration, to the normal con
dition, of manually controlled apparatus for con
10 trolling signals in a railway switching or inter
and when traffic conditions prevent the display
ing of a proceed indication by signal S5, signal
I will describe one form of apparatus embody~
ing my invention, and will then point out the
novel features thereof in claims.
The accompanying drawing‘ is a diagrammatic
.15
view showing one form of apparatus embodying
Each of the switches W1, and W2 can be 0p
erated by any suitable means such, for example,
as an electric motor. A polarized switch relay
locking layout.
my invention.
‘
Referring to the drawing, the reference char
acters i, la, lb and EC designate the track rails
20 of a stretch of double track railway comprising
two tracks Y and Z which are connected together
by means of a crossover track X, one end of
which terminates in a switch W1, and the other
end of which terminates in a switch W2. Track
25 Y is divided by means of insulated joints 2 into
section a-A, A-C and C—D, and track Z is
similarly divided by means of insulated joints 2
into sections f-—F, F—G and G-H. Each of
these sections is provided with a track circuit
30 which includes a track relay designated by the
reference character T with a distinguishing ex
ponent and connected across the rails adjacent
one end of the section, and which is supplied with
current by a track battery 3 connected across
the rails adjacent the opposite end of the sec
tion.
Sections a—-A, C—D, f—F and G-I-I
which are in the rear of signals located at A, C,
F, and G, respectively, are known as approach
sections, and sections A--C and F-G in which
switches W are located are known as detector
track sections.
,
'
Signals designated by the reference characters
in becomes energized by current of normal or 15
reverse polarity, as a pole-changing device Q is
in its normal position as shown or is in its re
verse position. The operating apparatus for
switches W1 and W2 moves these switches to the
normal or the reverse position, according as >20
switch relay m is energized in the normal or the
reverse direction.
Approach locking of switches W1 and W2 is
accomplished by means of stick relays designated
by the reference letter P‘ with distinguishing ex- .25
ponents.
Each of these stick relays is associ
'ated with the signal or signals at one of the 10
cations A, C, F, and G, respectively, and is so
controlled as to become de-energized when the
control apparatus for an associated signal be 30
comes energized for causing the signal to indi
cate “proceed”. Each approach locking relay P
can then again become energized when the ap
proach track section for the associated signal is
unoccupied, or when a detector track section 35
over which the signal governs is occupied, while
the control apparatus for the signal is de-ener
gized. In emergency, a time releasing device,
designated by the reference character J with
a distinguishing exponent, can be employed for 40
causing an approach locking relay P to become
energized when the control apparatus for the as
S1 and S2 govern eastbound traf?c moves from
location A, on track Y, that is, moves from lo
cation A toward the right as shown in the draw
ing. Signal S6 governs eastbound moves from
location G over track Z. Signals S3, S4 and S5
sociated signal is dot-energized.
similarly govern westbound moves on tracks Y
and Z. Signal S1 governs moves over track Y
lay m then continues energized by a stick circuit
which includes one of its own polar contacts and
a back contact of a detector track section relay .50
T or of an approach locking relay P.
An indication relay i is inserted in series with
relay m in the stick circuit for relay my. An indi
cation means, here shown as an electric lamp (1
from location A past location C, when switch W1
in its normal position as shown in the draw
.55
S4 provides a call-0n indication for moves over
switch W2 in its normal position. As here shown, 10
each of the signals S is of the semaphore type.
ing. Signal S2 governs moves from location A
over switches W1 and W2, when these switches
are reversed. Signal S2 is also employed as a
call-on signal to govern moves from location A
'
Device Q is removed from the control of re
lay m when either of the detector track sections .45
A-C and ,F-—G is occupied or when any of the
approachrlocking relays P is tie-energized. Re
is controlled by relay i.
2
2,119,265
A polarized switch indication relay K is so
controlled by switches W1 and W2 as to be en
orgized, in the normal direction when both
switches W1 and W2 are in their normal position,
(ii and to be energized in the reverse direction when
both switches W1 and W2 are in their reverse
position.
Control circuits for relay K, and op
erating circuits for switches W1 and W2 as con
trolled by switch relay m are well known and
de-energized, relays R are also de-energized, and
hence each signal is indicating stop. With re~
lays I and R de-energized and the approach
track relays energized, approach locking relays
P are energized.
The circuit for relay P1, for
example, passes from terminal 13 of a source of
current not shown in the drawing, through con»
tacts 4R2, 5*“, 611, T“, and the winding of relay P1
to terminal 0 of the same source of current.
10 form no part of my present invention and are
The stick circuit for relay P1 is also closed and 10
therefore omitted from the drawing.
Each signal is controlled by a signal relay des
ignated by the reference character R with an
exponent corresponding to that of the reference
character S for the signal. The signal relays R
are controlled by stick relays each of which is
designated by the reference character I with a
distinguishing exponent. Each of these stick re
lays, as for example relay P, has a pick-up cir
20 cuit which is controlled by a device, here shown
includes the path just traced for the pick-up
as a push button contact U1, which is closed
when, and only when manually held in its closed
position, and has a stick circuit which is con
trolled by a detector track relay and by a device,
25 here shown as a push button contact U‘Z, which
is closed at all times except when manually held
open. The signal relays R, in addition to being
controlled by relays I, are controlled by contacts
30
operated by switch indication relay K, by track
relays T, by approach locking relays P, and by
time releases J.
In series with each signal relay R is an indi
cation relay 1" with a corresponding exponent.
In series with each relay R, at the opposite end
of its control circuit, is another indication relay
7'?’ with a distinguishing exponent. Each relay 1'
controls an indication means, here shown as an
electric lamp and designated by the reference
character e with a corresponding exponent.
40 Each relay rr also controls an indication means,
here shown as an electric lamp and designated
by the reference character ee with a correspond
ing exponent.
Pole-changing device Q, push button contacts
45 U, and releasing devices J may be grouped to
gether in some central location such, for exam
ple, as an interlocking tower.
Indication lamps
d, e and co should be so placed as to be con
venient to the towerman in charge of the devices
Q and J and of push button contacts U.
In the drawing, the contacts operated by the
various relays or by the time releases J are
identi?ed by numbers, such numbers having
suitable distinguishing exponents when such con
55 tacts are not shown adjacent the respective relay
or release by which they are operated. The ex
ponent for each of these contact numbers com
prises the reference character and exponent for
the respective relay or release, for example, the
60 exponent R2 for contact 4”, shown in the circuit
for relay P1, comprises reference character R
and its exponent 2 for signal relay R2 which
operates contact 4“. Similarly, exponents J1 for
contact l3J1 in the circuit'for relay P3 comprises
65 reference character J and exponent I of time
release J1, which is shown in the circuit for relay
P1 and which operates contact I3“.
Having thus described, in general, the arrange
ment and location of the various parts compris
ing my invention, I will now describe in detail
the operation of the apparatus.
As shown in the drawing, all parts are in their
normal condition, that is, relays I are de-ener~
gized, pole-changer Q is in its normal position,
“is and all track sections are clear. With relays I
circuit as far as contact 611, thence through con
tact l of relay P1, and the winding of relay P1
to terminal 0. With device Q in its normal posi
tion, with relays T2 and T5 energized, and with
approach relays P energized, switch relay m is
energized in the normal direction by its normal
pick-up circuit passing from terminal B, through
contact 3 of device Q, contact SI of relay T2,
contact 32 of relay T5, contacts 33F“, 34%, 351’1, 20
361’3, winding of relay m, contacts 3W3, 38P1, 381”,
MP6, 4| of relay T5, 42 of relay T2, and 43 of
device Q to terminal 0. With relay m energized
in the normal direction, switches W1 and W2
are in their normal position, and hence relay
K is energized in the normal direction.
I will now assume that the towerman desires
to clear signal S1 for a move along track Y from
location A past location C. He therefore de
presses push button contact Ul, completing the 30
pick-up circuit for relay I1 which passes from
terminal B, through contact U1, and the winding
of relay I1 to terminal 0. Relay I1, upon be
coming energized, completes its stick circuit pass
ing from terminal B, through push button con
tact U2, contact 138172, contact 49 of relay I1, and
the winding of relay I1 to terminal 0. Relay I1,
upon becoming energized, opens, at its contact
611, the pick-up and stick circuits for relay P1,
and completes the pick-up circuit for relay R1, 40
passing from terminal B, through the winding
of relay TTZ, contacts 54”, 5513, 56 and 57 of relay
K, 58“, front point of contact 5911, contact 60'”,
winding of relay 11, contacts BIK, 62'“, 63 of re
lay R2, winding of relay R1, and contacts M11 65 45
and 66 of relay K, and 6713 to terminal 0. Relay
R1 therefore becomes energized, causing the arm
of signal S1 to be operated to its proceed position
by its operating circuit passing from terminal B,
through contact 86 of relay R1, and the operating 50
mechanism of signal S1 to terminal 0. Relay R1,
upon becoming energized, opens its contact ER1 in
the pick-up and stick circuits for relay P1 which,
having already been de-energized by the opening 55
of contact 611, has already opened, at its front
contacts 35P1 and 38“, the normal pick-up circuit
for relay m.
The normal stick circuit for relay m
is then completed through the back points of
contacts 35P1 and 38m, and passes from terminal 60
B, through the winding of relay 1', normal contact
44 of relay m, back point of contact 35P1 con
tact 36H, winding of relay m, contact 37", back
point of contact 38“, and normal contact 45 of
relay m .to terminal 0.
65
Relay 2‘ now being energized causes indication
lamp d to be lighted by its circuit passing from
terminal B through contact 92 of relay 2', and
lamp d to terminal 0.
On account of the com
pletion of the circuit for relay R1, relays r1 and
W2 are energized, and hence lamp e1 is lighted
by its circuit passing from terminal B, through
contact 94 of relay T1, and lamp e1 to terminal 0.
On account of relay rrz being energized, lamp
ee2 is also lighted by its circuit passing from ter 75
2,119,265
minal B, through contact llll] of relay T112, and
lamp cc2 to terminal 0.
If a train now approaches signal S1‘ and then
enters section A-C, ole-energizing relay T2, relay
I1 becomes de-energized on. account of the open
.3
val of time, contact 9 of release J1 closes, com
pleting a pick-up circuit for relay P1 which is
the same as the pick-up circuit ?rst traced for
relay P1 except including contact 9 of release J1
instead of contact 1T1. Relay P1 being thus en
ergized completes its stick circuit as previously
described, and the towerman then returns re
ing of contact 48172 which is operated by relay T2.
Relay R1 therefore becomes de-energized due to
the opening of contacts 5911 and M11, and hence lease J1 to its normal condition, causing contact
the arm of signal S1 returns to its “stop” position.
10 The circuit for relay R1 being opened, relays 1'1
and 7"?‘2 are de-energized, causing lamps e1 and
ac2 to be extinguished. When the train enters
section A-C, relay P1 becomes energized again
by its pick-up circuit which is the same as that
15 previously traced except including contact 8T2
instead of contact 1T1.
With relay P1 energized,
a second normal stick circuit for relay m is now
completed, passing from terminal B, through the
winding of relay 2', normal contact 44 of relay
.20 m, back point of contact 3! of relay T2, contact
32 of relay T5, contacts 33%, MP5, 35131, 36“,
winding of relay in, contacts 31”, 38Pl, MP5,
MP6, contact 13! of relay T5, back point of contact
42 of relay T2, and normal contact 45 of relay m
to terminal 0. When the train leaves section
A-C, relay m is again energized by its normal
pick-up circuit as already traced. Relay 2' is
therefore de-energized and lamp :1 is extin
guished. After the train has left section a-A,
30 the pick-up circuit for relay P1 is again completed
through contact l'Tl as previously traced. It is
clear from the foregoing that after an eastbound
train leaves section C-—D, all apparatus will again
be in the normal condition without any action
.35 having been taken by the towerman after the
closing of push button contact U1 for causing
signal S1 to display the proceed indication.
I will now assume that with all parts of the
apparatus again in their normal condition, the
.40 towerman again clears signal S1 by depressing
push button contact U1 as previously described.
If, after the arm of the signal S1 has moved to
the proceed position, the towerman should desire
to return the arm of signal S1 to the stop posi
45 tion before a train enters section a-A, he will
depress push button contact U2, thereby break
ing the stick circuit for relay I1 and causing relay
11 to become de-energized. Relay I1 thus be
ing de-energized breaks the circuit for relay R1
and so causes the arm of signal ‘S1 to return to
the stop position. Relay P1 then becomes ener
gized again by its pick-up circuit through con
tact 'IT1 as already traced.
I will next assume that all parts having again
been returned to their normal condition, the
towerman has again depressed push button con
tact U1 causing signal S1 to display the proceed
indication and that, after a train has entered
section a—A, the towerman wishes to return the
arm of signal S1 to its stop position and clear
signal S3 for a train to move in the opposite di
rection. He therefore depresses push button
9 in the pick-up circuit for relay P1 to open.
circuit.
The towerman now depresses push button con
tact U3, causing relay I3 to be energized by its
pick-up circuit passing from terminal B, through
contact U3, and the winding of relay 13 to ter v15
minal 0. Relay 13, upon becoming energized,
completes its stick circuit passing from terminal
B, through push button contact U‘l, contact 48'”,
contact 50 of relay I3, and the winding of relay
13 to terminal 0.
Relay R3 now becomes ener .20
gized by its circuit passing from terminal B,
through the winding of relay T13, contacts ‘MP1,
5911, ,58J1, 5'! and 56 of relay K, front point of
contact 5513, winding of relay r3, winding of relay
R3, contact 6113, contacts 66 and E5 of relay K,
‘ and the back point of contact 6411 to terminal 0. 25
Relay R3 thus being energized, signal S3 is op
erated to the proceed position by its circuit pass
ing from terminal B, through contact 39 of relay
R3, and the mechanism‘ of signal S3 to terminal
0‘. With relay I3 energized, relay P3 is de-ener
gized due to the opening of contact I213. With
relay P3 de-energized, another normal stick cir
cuit for relay m is closed through the back points
of contacts 381’3 and MP3. Relay i is therefore .35
again energized and lamp d is lighted. The en
ergization of the circuit for relay R3 causes relays
r3 and M3 to close their front contacts, complet
ing the lighting circuits for lamps e3 and ee3,
respectively.
A0
If a train now passes signal S3 and enters sec
tion A—-C, relay I3 will become de-energized by
the opening of contact 48'”. With relay I3 de
energized, relay R3 and also relays r3 and T73
become de-energized. Relay P3 now becomes en .45
ergized by its pick-up circuit passing from termi
nal B, through contacts NR3, I213, I5“, and the
winding of relay P3 to terminal 0. Relay P3,
upon becoming energized, completes its stick cir
cuit which includes its contact it insteadof con 15.0
tact i5T2 in the circuit just traced. With relays
T3 and TT3 de-energized, lamps e3 and e63 are again
unlighted. When all sections again. become un
occupied, all apparatus will again be in the nor-mal condition without any action on. the part $5.5
of the towerman subsequent to the closing of
push button contact U3.
I will now assume that all parts are again in
their normal condition except that section C-D
is occupied, causing relay T3 to be de~energized
I will also assume that the towerman attempts
to clear signal S1 by closing push button contact
I contact U2, breaking the stick circuit for relay ' U1.
I1 which then, becoming de~energized, de-ener
Re
lay Pl, however, continues energized by its stick ~10
Relay I1 then becomes energized as already
described, closing its front contact 5th, but the
gizes relay R1 and ,so, causes the arm of signal
circuit for relay R.1 is still open at contact 82'“
S1 to return to the stop position. Relay P1 hav
ing been de-energized when relay I1 previously
opened its contact 611, now continues de-energized
which is operated by relay T3. Relay R2, there
since the train occupying section a—A causes
contact 7T1 to be open.
In order to clear signal S3, the towermanmust
‘then start the operation of time releasing device
J1. At the beginning of this operation of release
J1, contact 58“ in the circuit for relay R3 is
‘opened and,'ai'ter the lapse of a measured inter
fore, becomes energized by its circuit which fol
lows the path previously traced for relay R1’ as far
as contact ?iK, thence through the back point of
contact E2“, contact 18 of relay R1, the winding 5,7,0
‘of relay R2, and contacts M11, 65 and 66 of relay
‘K, and 8713 to terminal 0. Relay R2 thus be
coming energized causes the arm of signal S2 to
be operated to the call-on position by its circuit
passing from terminal B, through contact 8'! of :75
a
2,119,266
relay R2, and the mechanism of signal S2 to
train has entered section, a—-A, the towerman
should desire to send the train along stretch Y
‘becomes de-energized, causing signal S2 to again
'over switch W‘li normal instead of to track Z
over- switches W1 and W2 reversed, he will ?rst
display the stop indication. When all track sec
tions are again clear, all apparatus will again
be in the normal condition without any action
on the part of the towerman subsequent to his
closing of push button contact U1.
I will now assume that with all parts again in
‘their normal condition, thetowerman wishes to
send a train from track Y to track Z over cross
over X. In order to reverse switches‘ W1‘ and
15 W2, he vmoves device Q to its reverse position,
thereby causing current of reverse polarity to
be supplied to relay m through the reverse points
of contacts 30 and 43 of device Q. Relay m
therefore closes its reverse polar contacts, and
320 hence switches W1 and W2 are caused to move
to their reverse position by their reverse operating
circuit which includes contact 46 and the reverse
contact 41 of relay m. Upon the completion of
the operation of switches W1 and W2 to their
reverse position, relay K becomes energized in
the reverse-direction.
.
The ‘towerman ‘now depresses push button con
tact U1, causing relay I1 to become energized as
already described, and completing a second cir
cuit for relay ‘R2 passing from terminal B, through
the ‘winding of relay rrl, contacts 68”, 6915, 10“,
front contact 1| and reverse contacts 12 and 56
of relay K, contact '51 of relay K, contacts 58“,
15911, 60m, winding of relay 1'1, reverse contact
BIK, contact 180i relay R1, winding of relay R2,
contact 64m, front contact 65 and reverse con
tacts 66 and 15 of relay K, contact 16 of relay K,
and contact 1-115 to terminal 0. The operating
circuit for signal S2 is then completed at contact
8'! of relay R2, and the arm of signal S2 there
fore moves to the proceed position. Energy
supplied to the circuit just traced for relay R.2
also energizes relays M1 and r1, causing lamps
eel and e1 to be lighted by their circuits through
contacts 98 and 94, respectively.
After the train moves over crossover X and
all track sections have again become unoccupied,
all parts of the apparatus except those for the
control, indication and operation of switches W1‘
and W2 are returned to the normal condition
without further action by the towerman. In
order to return switches W1 and W2 to the 'nor
mal position, the towerman must return device
Q to its normal position, thereby causing current
55 of normal polarity to again be supplied to the
circuit for relay m. Relay m being thus ener
gized in the normal direction causes switches W1
and W2 to be returned to their normal position,
and relay K then becomes energized in the normal
direction. When returning switches W1 and W2
to the normal position as thus described, it is. not
necessary for the towerman to- wait to operate
device Q until the train has moved off of sections
~ 65
and cleared signal S2 for a move from track Y
to track Z over crossover X. If then, after a
terminal 0. A train upon passing signal S2 ‘and
entering section A—C causes relay I1 to be de
energ-ized as already described. Relay R2 then
depress push button contact U2 thereby causing
relay I1 to become de-energized. Relay I1, upon
becoming :de-energized, causes relay R2 to also
be de-energized. In order to complete a pick-up 10
circuit for relay P, the towerman will now oper
ate time releasing device J1 as previously de
scribed. Upon the energization of relay P1, the
towerman can complete the normal pick-up cir
cuit ‘for relay m by returning device Q to its
normal position. Switches W1 and W2 will then
be returned to their normal position as previously
described. The towerman will now close push
‘button contact U1, thereby causing relay I1, and
in turn ‘relay R1 to be energized and signal S1 20
to display the proceed indication.
From the foregoing description of a few typical
traffic moves, the operation of the apparatus em
bodying my invention for every other possible _
tra?ic move will be readily understood.
From the foregoing description and the ac
companying drawing, it will be clear that ap
paratus embodying my invention provides means
for controlling the switches and signals in a rail
way switching or interlocking layout by non-in 30
terlocked manually operable means which may
‘be of very simple construction such, for example,
as that of ‘ordinary push button circuit control
lers. It will also be clear that, after a signal has
beenoperated to its proceed position as controlled 35
by the operation of one of these push button cir
cuit controllers, a train upon moving past the
signal and then clearing all the associated track
sections restores the apparatus to the normal
condition without further action by the tower
man.
Although I have herein shown and described
only one form of multiple control apparatus em
bodying my invention, it is understood that var
ious changes and modi?cations may be made 45
therein within the scope of the appended claims
without departing from the spirit and scope of
my invention.
Having thus described my invention, what I
50
claim is:
1. A railway interlocking system comprising a
plurality of railway tra?ic governing devices, a
plurality of stick relays, a plurality of contacts
each of which is open except when manually held
closed, ‘a plurality of second contacts each of 55
which is closed except when manually held open,
a pick-up circuit for each of said stick relays
controlled by one of said ?rst contacts, a stick
circuit for each of said stick relays controlled
by one of said second contacts, means controlled 60
‘by each of said stick relays for controlling one
of said governing devices, and means controlled
by each of said stick relays for preventing the
control of another of said governing devices by
65
another of said stick relays.
2'. In combination with a plurality of railway
tra‘ffice governing devices, a main circuit path, a
branch path for each of'said devices, a circuit for
the train has left these sections, the change in controlling each-of said devices including a cor
responding branch path and said main path, an 70
direction of energization of relay m will be e?ec
.fected without further action by the towerman findi'ca'tionrelay included in said main path, an
"after returning device Q to its normal position. ‘indication relay included in each of said branch
I will next assume that all parts having again paths respectively, and indication means con
been returned to their normal. condition, the ftrollediby each of said indication relays.
towerman has'again-reversed switches W1 and W2 i.3.lln;c‘ombination with a plurality of railway 75
A—C and F—G, for one of the reverse stick cir-,
cuits for relay m through reverse contacts 44
and 45 of relay m will prevent a change in direc
tion of energization of relay m as long as the
train occupies one of these sections. As soon as
5
2,119,265
tra?ic governing devices, a source of current, a
section and an intermediate switch section, a
main circuit including said source, a plurality
of branch paths, a circuit including said main cir
cuit and one of said branch paths for controlling
each of said devices respectively, indication means
controlled by each of said branch paths respec
track switch in said switch section, a signal ad
jacent one end of said switch section for gov
erning traf?c movements in a given direction
over said switch, a control device for controlling
said signal, a second signal adjacent the opposite
end of said switch section for governing traffic
movements in theopposite direction over said
switch, a second control device for controlling
said second signal, an approach locking relay 10
controlled by traf?c conditions in said ?rst ap
proach section and in said switch section as well
by said ?rst signal control device, a second
approach locking relay controlled by traffic con
ditions in said second approach section and in 15
said switch section as well as by said second
signal controldevice, means controlled by said
tively, and indication means controlled by said
main circuit.
4. In combination with a stretch of railway
track containing a switch, a signal, a second sig
nal, a circuit for controlling said ?rst signal
when said switch is in a given position, a second
circuit for controlling said second signal when
said switch is in a second position, an indication
‘15 means controlled by said ?rst circuit, a second
indication means controlled by said second cir
cuit, and a third indication means controlled by
both said ?rst and said second circuits.
5. In combination, a polarized relay, a normal
20 and a reverse pick-up circuit for said relay, a
stick circuit for said relay including‘one of its
?rst approach locking relay for controlling said
switch and said second signal, and means con
trolled by said second approach locking relay 20
for controlling said switch and said ?rst signal.
own polar contacts and an indication relay, and
indication means controlled by said indication
11. In combination, a stretch of railway track
comprising a ?rst and a second approach track
relay.
section as well as a switch section one end of
6. In combination with a stretch of railway
25
track, a ?rst and a second signal for governing
tra?ic movements in opposite directions respec
tively over said stretch, an approach track cir
cuit for said ?rst signal including a track relay,
a time release having a normally closed contact
as well. as a normally open contact which be
comes closed upon the lapse of a measured in—
terval of time after said ?rst contact opens, a
manually controlled circuit for controlling said
35 ?rst signal, a stick relay, a pick-up circuit for
said stick relay including a front contact of said
approach track relay and closed only when said
?rst signal is controlled to indicate stop, a branch
path for said pick-up circuit including said nor
40 mally open time release contact connected in
multiple with said front contact of the approach
track relay, a stick circuit for said stick relay
closed only when said ?rst signal is controlled
to indicate stop, and a circuit including said nor
45. mally closed time release contact and a front
contact of said stick relay for controlling said
second signal.
7. In combination, a railway tra?ic governing
device, a track section having a track circuit in
50 cluding a track relay, a stick relay, a contact
which opens except when manually held closed, a
second contact which closes except when manual
ly held open, a pick-up circuit for said stick relay
including said ?rst contact, a stick circuit for
55 said stick relay including said second contact and
controlled by said track relay, and means con
trolled by said stick relay for controlling said
tra?ic governing device.
8. In combination, a stick relay, a control in
60 strument, an indication device, a pick-up circuit
controlled by said instrument in a given condi
tion for energizing said relay but not said indi
cation device, and a stick circuit for said relay
controlled by said instrument in a second condi
65 tion and including said device in series with said
relay for controlling said device as well as said
relay.
9. In combination, a stick relay, a pick-up cir
cuit for energizing said relay, a stick circuit for
70 said relay, an indication device, and a second re
lay the operating winding of which is included
in said stick circuit but not in said pick-up circuit
for controlling said indication device.
10. In combination, a stretch of railway track
75 comprising a ?rst and a second approach track
which adjoins an end of said ?rst approach sec 25
tion and a second end of which adjoins an end
of said second approach section, a track switch in
said switch section, a signal adjacent said ?rst
end of said switch section for governing traf?c
movements from a given direction over said
switch, a control device for controlling said signal,
a second signal adjacent said second end of said
switch section for governing tra?ic movements
from a second direction over said switch, a sec
ond control device for controlling said second 35
signal, an approach locking relay controlled by
traffic conditions in said ?rst approach section
and by said ?rst signal control device, a second
approach locking relay controlled by tra?ic con
ditions in said second approach section and by
40"
said second signal control device, means con
trolled by said ?rst approach locking relay for
controlling ‘said switch and said second signal,
and means controlled by said second approach
locking relay for controlling said switch and said 45
?rst signal.
’
'
12. In combination, a section of railway track
containing a switch, a signal adjacent one end
of said section for governing traffic movements
over said switch, a control device for controlling 50
said signal, a second signal adjacent a second
end of said section for governing traf?c move
ments over said switch, a second control device
for controlling said second signal, a stick relay
having a pick-up and a stick circuit one of which 55
is controlled by said ?rst signal control device
and the other of which is controlled by tra?ic
conditions in said section, a second stick relay
having a pick-up and a stick circuit one of which
is controlled by said second signal control de
60
vice and the other of which is controlled by traf
?c conditions in. said section, means controlled
by said ?rst stick relay for controlling said switch
and said second signal, and means controlled by
said second stick relay for controlling said switch 65
and said ?rst signal.
13. In combination, a railway track switch, a
signal for governing traf?c movements over said
switch, a second signal for governing traf?c
movements over said switch, an approach look
ing relay controlled by traffic conditions associ
ated with said ?rst signal, a second approach
locking relay controlled by traf?c conditions as»
sociated with said second signal, means con
trolled by said fll‘st approach locking relay for 75 j
6
2,119,265
controlling said second signal, means controlled
by said second approach locking relay for con
trolling said ?rst signal, and means controlled
by said ?rst and second approach locking relays
for controlling said switch.
14. In combination, a railway track switch, a
signal for governing traffic movements over said
switch, a second signal for governing trai?c
movements over said switch, an approach locking
relay controlled by tra?ic conditions associated
with said ?rst signal, a second approach lock
ing relay controlled by traffic conditions associ
ated with said second signal, means for clearing
said ?rst signal only if said second approach
15 locking relay is energized, means for clearing
said second signal only if said ?rst approach
locking relay is energized, and means energized
for controlling said switch if and only if both
said approach locking relays are energized.
20
15. In combination, a stretch of railway track
including a switch, a signal control instrument,
a second signal control instrument, an approach
locking relay controlled by said ?rst instrument
and by a train in said stretch, a second approach
locking relay controlled by said second instru
ment and by a train in said stretch, a signal con
trolled by said second approach locking relay and
by said ?rst instrument for governing traffic
movements over said switch, a second signal con
30
trolled by said ?rst approach locking relay and
by said second instrument for governing tra?ic
movements over said switch, and means con
trolled by said ?rst and second approach look
ing relays for controlling said switch.
16. In combination, a stretch of railway track
35
including a switch, a signal control instrument,
a second signal control instrument, a stick relay
having a pick-up and a stick circuit one of which
is controlled by said ?rst instrument and the
other of which is controlled by a train in said
stretch, a second stick relay having a pick-up and
a stick circuit one of which is controlled by said
second instrument and the other of which is
controlled by a train in said stretch, a signal con- '
45 trolled by said second stick relay and by said
?rst instrument for governing tra?ic movements
over said switch, a second signal controlled by
said ?rst stick relay and by said second instru
ment for governing tra?ic movements over said
50 switch, and means controlled by said ?rst and
second stick relays for controlling said switch.
1'7. In combination, a polarized relay, a nor
mal and a reverse pick-up circuit for said relay,
a plurality of stick circuits for said relay each of
55 which includes a polar contact of said relay, and
indication means energized if and only if one of
said stick circuits is energized.
18. In combination, a circuit extending be
tween two tra?‘ic governing relays respectively
60 associated with the opposite ends of a section of
railway track over which tra?ic is to move in
either direction, a current source at each end of
the circuit for supplying current to said circuit
but normally disconnected therefrom, a central
65 office controlled relay associated with each end
of the circuit, means governed by each central
o?ice controlled relay when energized to connect
the associated current source with said circuit,
and signals governed by the tra?ic governing re
70 lays to permit trai?c to move through the sec
tion in a direction determined by the end at
which said circuit is supplied with current.
19. In combination, a circuit extending be
tween two tra?ic governing relays respectively
75 associated with the opposite ends of a section
of railway track over which tra?ic is to move in
either direction and containing a track switch, a
current source at each end of the circuit for sup
plying current to said circuit but normally dis
connected therefrom, a central o?ice controlled 01
relay associated with each end of the circuit,
means governed by each central of?ce controlled
relay when energized to connect the associated
current source with said circuit, signals governed
by the traf?lc governing relays to permit tral?c 10
to move through the section in a direction deter~
mined by the end at which said circuit is sup
plied with current, and contacts in said circuit
assuming a position in accordance with the posi
tion assumed by said track switch.
15
20. In- combination, a stretch of track, a signal
at ‘each'e-nd of said stretch for governing the
movement of tra?ic into said stretch from that
end, a signal‘ governing relay associated with each
of said signals and when. energized permitting the
associated signal to indicate proceed, another
relay manually controlled from a central o?ice
associated with each of said signals, a movable
contact on each of said another relays, said mov
able contacts being connected by a partial circuit
and said movable contacts if in one position con
necting said partial circuit to the associated sig
nal governing relay and if in another position
connecting said partial circuit to a source of
current, whereby both of said tra?ic governing 50
relays may be controlled over the same partial
circuit ‘and only one of said signal governing
relays may be energized at one time.
21'. In an interlocking system for railroads, one
track’ section having a track switch, another
track section having a track switch, signal means
governing tra?ic in both directions over said one
track section, signal means governing tra?ic in
both directions over said other track section, one
directional stick route relay associated with said 40
one tracksec'tion being deenergized with said sig
nal means for said one track section cleared for
trai?c in one direction, and means preventing the
clearing of said signal means for said other track
section in a direction in opposition to the direc 45.?
tion established in said one track section, said
means including said one directional stick route:
relay.
’
22. In combination, a stretch of railway track,
a signal at each end of said stretch each govern
ing movement of tra?ic into said stretch, a track
switch at an intermediate point in said stretch,
a route wire extending from one to the other of
said signals and including a contact closed only
if said switch is in a position to establish a route
over said stretch and connected at each end to
the same terminal of a source of current, con
tacts at each of said signals reflecting tra?ic con
ditions and normally included in said route wire,
a route relay associated with each of said sig 60
nals for controlling such signal, and manually
controllable means at each route relay for sub
stituting such route relay for the associated
tra?ic re?ecting contacts and connecting that
end of said route wire to the other terminal of
said source.
23. In combination, a stretch of railway track,
a signal at each end of said stretch each govern
ing movement of tra?iic into said stretch, a track
switch at an intermediate point in said stretch, 70
a route wire extending from one to, the other of
said signals and including a contact closed only
if said switch is in a position, to establish a route
over said stretch and connected at each end to
the same terminal of a source of current, a route 75
2,119,265
relay associated with each of said signals for con
trolling such signal, and manually controllable
means for each route relay for connecting that
end of the route wire to the opposite terminal of
said source and including the associated relay in
said route wire.
24. In combination, a stretch of railway track,
a signal at each end of said stretch each govern
ing movement of traffic into said stretch, a track
10 switch at an intermediate point in said stretch,
a route wire extending from one to the other of
said signals and including a contact closed only
if said switch is in a position to! establish a route
over said stretch and connected at each end to
the same terminal of a source of current, a route
relay associated with each of said signals for con
trolling such signal, manually controllable means
for each route relay for connecting that end of
the route Wire to the opposite terminal of said
source and including the associated relay in said
route wire, and tra?ic controlled contacts in
cluded in said route wire. ,
7
trolled relay for the opposing signal is deener
gized, and the opposing signal is in its stop po
sition; and manually controllable approach look
ing means adjacent each signal and effective
when operated, to prevent the clearing of the
opposing signal until the ?rst signal has been in
the stop position for at least a predetermined time
interval provided a train ‘was approaching said
?rst signal within a predetermined distance when
it assumed the stop position.
10
29. In combination, a stretch of railway track,
a signal for governing traffic movements over said
stretch, an electrorespo-nsive device for control
ling the signal, a stick relay, a pickup circuit for
said stick relay controlled by traffic conditions, a 15
stick circuit for said stick relay controlled by
said electroresponsive device, a second signal for
governing tra?ic movements over said stretch,
and means requiring said stick relay to be ener
gized for clearing said second signal.
20
30. In combination, a stretch of railway track,
a track circuit for said stretch including a track
relay, a signal for governing tra?ic movements
a signal at each end of said stretch, each govern—
over said stretch, a signal relay for controlling
ing movement of traf?c into said stretch; manual said signal, a stick relay, a pickup circuit and a
control means for each of said signals; a track , stick circuit for said stick relay one of which is
25. In combination; a stretch of railway track;
switch at an intermediate point in said stretch
of track; manual control means for said track
switch; and a time element means for each of
said signals eifective, when a train is in approach
to that signal, to prevent both the response of said
track switch to its manual control and the re
sponse of said other signal to its manual control
means for a predetermined time after that signal
controlled by said track relay and the other of
which is controlled by said signal relay, a second
signal for governing tra?ic movements over said
stretch, and means for causing said second signal
to display a proceed indication only when said
stick relay is energized.
31. In combination, a stretch of railway track,
' having a train in approach thereto has been
relay, a signal for governing tra?ic movements
caused to display stop‘ by its manual control
means.
26. In combination; a stretch of railway track;
‘ a signal at each end of said stretch, each govern
40 ing movement of tra?ic into said stretch; a free
and unlockable lever for each of said signals; a
track switch at an intermediate point in said
stretch of track; a free and unlockable lever for
‘ said track switch; and a time element means
45
for each of said signals effective, when a train
is in approach to a signal, to prevent both the
response of said track switch to its lever and
the response of said other signal to its lever for
‘ a predetermined time after the ?rst signal has
been caused to display stop by its lever.
27. In combination; a stretch of railway track;
a signal at one end of said stretch governing the
entrance of tra?‘ic into said stretch from that
end by indicating proceed or stop; a signal at the
other end of said stretch governing the entrance
of tra?ic into said stretch from that end by indi
cating proceed or stop; a free and unlockable
manual device for each of said signals, each of
said manual devices so controlling its respective
60 signal that it may always be caused to indicate
stop, but can be caused to indicate proceed only
when traf?c conditions are proper in said stretch;
and a manually controllable time measuring
means associated with each of said signals, each
of said time measuring means being at times
effective, upon being operated, to measure o? a
predetermined time before the opposite one of
said signals can be caused to indicate proceed in
accordance with traf?c conditions.
28. In a relay interlocking system for railroads,
two opposing signals at opposite ends of a stretch
of single track, a manually controlled relay for
each signal; a control circuit for each signal
‘ closed only when the manually controlled relay
‘1 for such signal is energized, the manually con
a track circuit for said stretch including a track
over said stretch, a stick relay, a manually con
trolled relay,‘ a circuit including a front contact
of said manually controlled relay for at times
causing said signal to displaya proceed indica
tion, a pickup and a stick circuit for said stick
relay one of which is controlled by said track relay
and both of which are controlled by a back con
tact of said manually controlled relay, a second
signal for governing tra?ic movements over said
stretch, and means for causing said second sig 45
nal to display a proceed indication only when
said stick relay is energized.
32. In combination, a stretch of railway track,
a signal for governing trai?c movements over
said stretch, an electroresponsive device for con
trolling said signal, a second signal for governing
tra?ic movements over said stretch, a stick re
lay, a time releasing instrument, a pickup cir
cuit and a stick circuit for said stick relay one
of which is controlled by said instrument and
the other of which is controlled by said electro
responsive device, and means for causing said
second signal to indicate proceed e?ective only
when said stick relay is energized.
33. In combination, a stretch of railway track, 60
a signal for governing traf?c movements over
said stretch, a signal relay for controlling said
signal, a second signal for governing traf?o move
ments over said stretch, a stick relay, a time
releasing instrument, a pickup circuit and a stick
circuit for said stick relay one of Which is con
trolled by said instrument and the other of
which is controlled by said signal relay, a sec
ond signal relay, a circuit including a front
contact of said stick relay for controlling said 70
second signal relay, and a circuit including a
front contact of said second signal relay for
controlling said second signal.
34. In combination, a stretch of railway track,
two conflicting signals for governing the move 75
8
2,119,265
ment of traffic over the stretch, manually oper~
able means for controlling said signals, an ap
proach locking stick relay, an energizing circuit
for said stick relay closed only when one said
signal is at stop, means for delaying the clos
ing of said circuit for a predetermined time in
terval after said one signal is put to stop, means
for cancelling said delay if there is no train ap
proaching within a predetermined distance of
10 said one signal, and a control circuit for energiz
ing said other signal closed only when said stick
relay is energized.
35. In combination, a stretch of railway track,
two con?icting signals for governing traf?c move
ments over said stretch, manually operable
means for controlling said signals, an approach
locking stick relay for each signal, an energiz
ing circuit for each stick relay closed only when
the corresponding signal is at stop, means for
20 delaying the closing of such circuit for a prede
termined time interval after the corresponding
signal has been put to stop, means for cancelling
said delay if there is no train approaching with—
in a predetermined distance of the signal, and
control circuits for each of said signals closed
only when the stick relay for the other signal
is energized.
36. In an interlocking system for railroads, a
railroad track switch, a switch machine for oper
30 ating said track switch, a free and unlockable
lever for controlling said switch machine, a sig
nal for governing tra?ic over said track switch,
a signal lever operable manually to cause said
signal to indicate clear, approach locking means
preventing operation of said switch machine in
response to a change in the position of said ?rst
mentioned lever if said signal indicates clear, re
leasing means for releasing said approach look
ing means a predetermined time after said signal
40 is manually caused to indicate stop whenever a
train is approaching said track switch, means
automatically causing said signal to indicate stop
upon the passage of a train over said track switch
independently of said signal lever, and other
45 means for immediately releasing said approach
locking means when said signal is caused to be
automatically put to stop, said other means being
effective continuously until said signal lever is
again manually governed.
37. In combination, a stretch of railway track,
a signal for governing traffic movements in a
given direction over said stretch, a second sig
nal for governing traffic movements in the oppo
site direction over said stretch, a manually con
55 trolled relay, a control relay for said ?rst signal
50
controlled by track circuit conditions in said
stretch, an approach locking relay associated With
said ?rst signal, a pick-up and a stick circuit
for said approach locking relay one of which is
60 controlled by a back contact of said manually
controlled relay and the other of which is closed
only while said ?rst signal is controlled to in
dicate stop, means controlled by a front contact
of said manually controlled relay and by a front
65 contact of said control relay for controlling said
?rst signal to display a more favorable indica
tion than stop, and a circuit controlled by a
front contact of said approach locking relay for
controlling said second signal to display a more
70 favorable indication than stop.
38. In an interlocking system for railroads, a
detector section of railroad track including a
track switch, means for operating said track
switch, a signal for governing the movement of
75 tra?c through said detector section, manually
operable means for causing said signal to in
dicate clear or stop, atrack relay for said de
tector section, a stick relay having a pick-up
circuit closed in response to an operation of said
manually operable means and a stick circuit in
cluding a front contact of said track relay, a cir
cuit for controlling said signal including a con
tact closed only when the track relay is energized
and a second contact closed only when the stick
relay is energized, a lock relay which when de 10
energized prevents operation of the track switch,
a pick-up circuit for said lock relay closed when
the signal is manually put to stop if there is no
train approaching within a predetermined dis
tance oi the switch, a second pick-up circuit for
said lock relay closed only when the signal has
been controlled to indicate stop for at least a
predetermined time interval, a third pick~up cir
cuit for said lock relay closed when the signal
indicates stop due to the release of said track 20
relay, and a stick circuit for holding the lock re
lay energized until the signal is again cleared.
39. In combination, a section of railway track
over which trai?c may move and containing a
track switch, circuit portions associated with
said section of track so as to extend from, one
tra?ic governing relay to either of two other traf
?e governing relays depending upon the position
of the track switch, means for completing a route
circuit including some of said circuit portions to 30
thereby energize a selected tra?ic governing re
lay, signals governed by said trainc governing re
lays to allow the movement of tra?ic over said
section, power operating means for the track
switch, manual control means for controlling said 35
power operating means, and means preventing
response of said power operating means to said
manual control means when a route circuit is en
ergized.
40. In combination, a section of railway track 40
over which traffic may move and containing a
track switch, circuit portions associated with
said section of track so as to extend from one
tra?ic governing relay to either of two other traf
?e governing relays depending upon the position
of the track switch, means for completing a
route circuit including some of said circuit por
tions to thereby energize a selected traiiic gov
erning relay, signals governed by said traflic gov 50
erning relays to allow the movement of trailic
over said section, power operating means for the
track switch, manual control means for control
ling said power operating means, and means pre
venting initiation of said power operating means 55
in response to said manual control means when a
route circuit is energized but allowing the contin
uation of an operation already initiated.
41. In combination, a section of railway track
containing a track switch and over which traffic 60
may move in either direction, circuit portions as
sociated with said section of track so as to extend
from one trai?c governing relay to either of two
other traffic governing relays depending upon
the position of the track switch, means for ener 65
gizing selected ones of said traf?c governing re
lays by completing circuits including some of said
circuit portions, signals governed by said tra?ic
governing relays to allow the movement of traiiic
over said section in a direction depending on the 70
direction of current flow in said circuits for said
tra?ic governing relays, power operating means
for the track switch, other means for controlling
said power operating means, and means prevent
ing response of said power operating means to 75
2,119,265
said other means when any one of said traffic
governing relays is energized.
42. In combination, a circuit extending between
two t'ra?ic governing relays respectively associ
ated with the opposite ends of a section of rail
way track over which traffic may move in either
direction and containing a track switch, a source
of current at each end of the circuit for supply
ing current to said circuit, a manually controlled
relay associated with each end of said circuit,
means governed by each manually controlled
relay when energized to connect the associated
traf?c governing relay with said circuit, signals
governed by said traf?c governing relays to allow
iii traffic to movethrough the section in corre
sponding directions, contacts in said circuit as
suming a position in accordance with the posi
tion assumed by the track switch, power operat
ing means for the track switch, manually con
trolled means for governing the operation of said
power operating means, and means preventing
the response of said power operating means to
said manually controlled means when one of said
tra?ic governing relays is energized, whereby
25 operation of said manually controlled means
while one of said traffic governing relays is en
ergized does not affect the control of said sig
nals.
43. In combination, a circuit extending be
20 tween two tra?ic governing relays respectively
associated with the opposite ends of a section of
railway track over which tra?ic may move in
either direction and containing a track switch, a
source of current at each end of the circuit for
supplying current to said circuit, a manually con
trolled relay associated with each end of said
circuit, means governed by each manually con
trolled relay when energized to connect the as
40
sociated traf?c governing relay with said circuit,
signals governed by said tra?ic governing relay
to allow traflic to move through the section in a
corresponding direction, contacts in said circuit
assuming a position in accordance with the po
sition assumed by the track switch, power oper
45 ating means for the track switch, manually con
trolled means for governing the operation of said
power operating means, means preventing the
response of said power operating means to said
manually controlled means when one of said traf
fic governing relays is energized, and means al
lowing the response of said power operating
means to said manually controlled means follow
ing the deenergization of a tra?ic'governing relay
only at least a predetermined time thereafter if
a train is approaching the track switch, whereby
operation of said manually controlled means
while one of said traf?c governing relays is en
ergized does not affect the control of said signals,
and whereby the operation of the track switch is
at times delayed following the deenergization of
one of said tra?ic governing relays.
44. In a relay interlocking system for railroads,
a track layout comprising a plurality of track
sections capable of interconnection by track
9
switches to form different tral?c routes, a signal
at each end of each section for governing the -
movement of traf?c into the section, a route relay
and a manually controlled relay for each signal,
a circuit network arranged as a counterpart of
the track layout including a conductor for each
track section and indication contacts controlled
by the track switches for interconnecting said
conductors to form route circuits each of which
is a counterpart of a traffic route through the 10
layout, means for energizing each route relay
over the route. circuit for the route governed by
the associated signal, comprising a front contact
of the manually controlled relay .at the same end
and a back contact of the manually controlled 15
relay at the opposite end of said route circuit,
and a control circuit for each signal including a
front contact of the associated route relay.
45. In a relay interlocking system for railroads,
a track layout including a plurality of track 20
switches manually operable to form different
traffic routes, indication contacts repeating the
positions of the track switches, a circuit network
arranged as a counterpart of the track layout and
including conductors interconnected by said con 25
tacts to form route circuits corresponding to the
routes established by the track switches, a route
relay and a manually operable relay at each end
of each route circuit, a signal at each end of
each route, a control circuit for clearing each 30
signal controlled by the corresponding manually
operable relay and including the associated route
relay and the route circuit for the route gov
erned by the signal, and means rendered effective
when a control circuit is closed to prevent the 35
closing of the control circuit for a selected one
of a plurality of opposing signals, the selected
signal being the one at the opposite end of the
route established by the track switches.
46. In combination, a railway track switch, a
signal for governing tra?ic movements over said
switch, a manually controllable switch control de—
vice, a polarized switch control relay, circuits con
trolled by said switch control device in its normal
and reverse positions for energizing said polarized 45
switch control relay in the normal and reverse
directions respectively, means controlled by said
polarized switch control relay for operating said
switch to its normal or its reverse position ac
cording as said switch control relay is energized
in the normal or the reverse direction, a manu
ally controllable signal control device having a
normal and an operated position, a signal circuit
controlled by said signal control device in its op
erated position and by said switch in a given po
sition for clearing said signal, and electro-respon
sive means controlled by said signal control device
for removing said switch control device from con
trol of said polarized switch control relay when
said signal control device is in its operated posi
tion and thereby preventing an operation of said
switch control device from causing said signal to
display a stop indication.
CHARLES A. BROOKS.
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