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Патент USA US2121785

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June 28, 1938.
'
'c. s. BUSHNELL -
'
2,121,785
INTERLOICKING SYSTEM FOR RAILROADS'
Filed April 8, 1936
2 Sheets-Sheet Y1
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ATTORNEY
June~ 28, 1938.
c. s. BUSHNELL
I
INTERLOCKING SYSTEM FOR RAILROADS
Filed April 8, 1936
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42,121,785
Patented Jiuie 28, 11938
UNITED STATES PATENT forries
7
2,121,685.?
-
” YIVNTERLOCKINVG FSYSTEM ' FoRv ammo-Ans] 7
Charles S. Bushnell, Rochester, -N. Y., assignorw'?
to General Railway
ter, N. Y.
Signal Company, Roches
,
Application April 3; 1936,'Serial Nori'zasza
>
g
f , 19 Claims.
(Cl. 246-434) ~.
This invention relates to an interlocking‘ sys
‘
"
‘addition-it is proposed to provide a routecircuit
tem of the free lever type forrailroads, and more , to'clea'r a signal over such‘ route only in ‘the event
particularly‘ to an interlocking’ system of the that’ the track'switcheshave actually responded
entrance-exit type in which a route is de?ned to set up the route de?ned .by the two energized ,
‘by operating a button at the'entranceto such
route end relays.
'
_
"
,
.
g
i
,7
" Another feature of-the' present invention re
ing another button‘ at :the exit endof the routev sides in’the provision ‘of a polar switch machine
coiitrol relay which‘ may be. energized either ‘
on such miniature track layout.
» "
route on a, miniature track layout and by operat
Since, in mostinterlocking systems, the num;
through: circuits controlled by th’e?rout‘e end re
it
ber of routes that may be setupgreatly exceeds lays de?ning the entrance and exit ends of aroute
the number of entrance points tosuch routes, a including thetrack switcher may be, controlled
considerable saving in manually operable devices in case_ of emergency 'by'circuits'controlled by a
and considerable simpli?cationv results ifa par switch machine lever‘, the organization of ‘circuits
ticular route is de?ned by designating its be being such that'if the switchmachine control Aitv
relay is once energized it cannot be energized to a
ginning and its end; and without giving any con
I a
" 15
sideration to the track. switches involved therein; Vreverse‘fpolarjposition'unless such relay is ?rst
allowed ‘to assume the deenergized position. This
, Also, if an operator has before him a- miniature .
track layout corresponding to the‘actual. track’ novel switch machine control relay, and its 00- '
layout, it isbelieved tol'beeasier for the operator ordination] of the circuitsfconstitutes one of the 20
20 ‘to, set up a route through theplantby operating interlocking features ‘of; the present invention;
buttons from point to point over theroutethrough "."jOth’er'bbjects, purposes andch'aracteristic fea
his miniature track layout than it wouldbe to tures of the invention will in part be pointed-out
operate a particular lever to. de?ne such route or
in'the speci?cation hereinafter and will in part
plates operating a _ button at a ‘point on the
be. ‘obvious from the accompanying drawings,
a
Fig." 1A shows conventionally the. apparatus
miniaturetrack layout de?ning the'entrance to
located in‘ an office or tower; and
a route preferably called an entrance button,
and thereafter operating a button ‘on such minia
?eld and which corresponds to?the >miniatur'e
to;operate a. lever for each signal andswit'ch in
such route. The present invention contemi
in
Which:--
’
"
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-
"
'
'
_
' Fig.3 1B shows-the actual track layoutin the
track layout in‘ the o?ice and-if Figs, 1A and ,lB so"
ar-erlaid end toend they show the selected em
7 llso'far as this‘ entrance¢exit fmanipulation‘j is con-. bodimentof thef'invention as to the entire inter
ture track layoutvde?ning. the. exit endof such
route‘and preferably called- an exit button. In:
cerned, the ‘present invention is an improvement
_ over the systems .disclosed in the 'prior"applica-' .
" tions of S. N. Wight Ser. No. 721,696 ?led April
21, 1934 and Serial :v No. 69,905 ?led , ,Miarch
locking system,
f’
‘
"
1 —
-_
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Apparatus-e in the ?eld
f
>
“
’
illustrated conventionally a rather‘siinple form‘ of
interlocking track'layoutfwhich inv practice may
take a much more complicated form,» and which
I nection with ‘the miniature track layout a vpolar comprises tracks land 2 connected by cross
20,v 193.6."
,7
,.
.-
,
‘More speci?cally, it is proposed'in accordance
with the present invention to employ'in con
.
a
V
40.
as
' Let‘us'refer to‘Fi’g‘." 1B in whichthere has been
‘ I ’ route end'relay for each; end of each route, and to
overs, 6 and 'l to a?ord four vroutes fromleft to
preferably provide‘. a ' rotatable .entrance‘ ,button
right exclusiveof the run-around route over both
which‘ may be left in-_ its operated position to pick
cross-overs B and. ‘I l'reversed,.making av total
26
, ' up the polar relay toa particular polar position
number‘of ?ve. routes ‘from left-to right and an
at,__,the entrance of the route‘ to be selected, tov additional ?ve routes v‘from right to left, or a total 45"
pickup the polar :relay at the exit endv of'the __ often routes. 'It-is of courseunderstood that
. route ‘in thesamepolar vdirection by vaip'ush exit ‘these routes may also? include: switches which
" button‘which will return" to its normal position
when released, and'fto providea stick circuit for:
this lattergrelay which will stick up through‘a' '7
front'contact of the former relay onlyif ‘the track
'6 and l‘I are insulated as shown by insulating
"
joints 8, to permit the application of the usual.
the particular route de?ned by these relays." The‘ track
circuits, of which a track circuit containing
polarity of energization'ofi'these relays de?nes the
55.
direction of train travelwover such route. " Inv track relay. Tl and'battery 9 and a track circuit
switch control relays are in a position "to ‘de?ne
‘.55
are not part of a, cross-over, and‘ that each cross
over ‘may be considered as two switches. The 50'
track sections I and 2' as well as the cross-overs
2
2,121,785
containing track relay T2 and track battery I0
G4, back contact ,22 of signal relay G2, back
only have been illustrated. '
contact 23 of signal "relay Gl, front contact 24
of track relay T2, and front contact 25 of track
At‘ the entrance for each east-bound route
starting on track 1 is‘ shown a signal S1, for each
eastbound route starting on track 2 a signal S2,
for each west-bound route starting on track I a
signal ‘S3, and for each west-bound route start
ing on track 2 a signal 8*. 'The signal for con
tinuing an east-bound route on the track I has
10 been designated S5. As illustrated the cross
overs 6 and 1 may be operated by switch ma
chines, SMB and SM'I, respective-1y.
Although .
these switch machines may be of any suitable
construction they are preferably of a construc
‘relay Tl, through the winding of relay L to the
other- terminal (—) of said battery. The posi
tions of these switch machines is indicated in the
o?ice by ‘switch repeater relays W135 and WP],
controlled by the point detectors of these switch
machines in any suitable manner as indicated
conventionally by dotted lines; l8 and i9.
Apparatus in the o?tce
In the tower or oflice is located a miniature
trackflayout which’ corresponds in every respect
15 tion as shown in the prior patent to Howe No. - to the. actual track layout in the ?eld. At the
1,466,903 dated September 4, 1923. These switch entrance point to each route portion of the mini
ature track layout is located a suitable manually
machines preferably include point detector con
tacts which are closed only if the switch points‘ operated entrance button which is preferably of
are actually in a particular extreme position and such construction that, if operated, it will remain
20 locked, and although these switch point detectors in its operated position. These levers or buttons
may be of any suitable construction they are are preferably rotatable and have been desig
preferably of a construction as shown in the nated E1, E2, E3, and E4 and are used for ini
prior patent to Bushnell No. 1,517,236 dated tiating the clearing of ‘the signals S1, S2, S3, and
S4 respectively, located ‘on the actual track_lay-.
November 5, 1924. These point detector con
25 tacts of switch machines SMB and SM‘! are con
out. ‘These buttons E1, etc., are preferably but
tons of the rotary type which are‘ turned to an
nected to respectively control switch repeater re
lays WPS and WP'I, as- a result of which these angle of 90 degrees either to the right or to the.
left depending upon whether the signal they con.
relays WP6 or WP‘! will beenergized to a par
ticular polar position only if the corresponding trol de?nes tra?‘ic to theright or to the left, and
30 switch machine assumes a corresponding ex
in the event that the butto-ngmay control one
signal to the right ‘or another signal to the left,
treme position and is locked. These switch ma
chines SM? and SM‘! are preferably controlled as’ is true of the button E3, these arrows indi
by switch machine control relays Z6 and Z1. cate the direction in which tra?ic is to move over
The signals .81, S2, S3, and S4 are ‘preferably
35 manually controllable by signal control relays
GI, G2, G3, and G4, and may be of any suit
_ able construction.
These'signals in addition, to
this manual control are preferably subject to
automatic track circuit control, such as‘ well
40 understoodbythose skilled in the art of rail
way interlocking, and preferably indicate a clear
position if its corresponding G relay is energized
and two blocks in advance of the signal are un
occupied; indicate caution if the associated G
45 relay is energized, the ?rst block in advance is
unoccupied but the second block in advance is
occupied; and indicate a stop position if either
the associated G relay is. deenergized or the block
immediately in advance of the signal is occupied;
50 all as shown in said prior application of S. N.
55
10
the actual track layout.
15
20
25
30
In addition there is
located at the exit end of each route an exit push 35
button PB (with suitable exponent). This push
button PB is to re?ect the exit endo-f the route
and as will be pointed out hereinafter need be
depressed only momentarily to complete the se
lection of a particular route or portion of a route. 40
These push buttons have been designated PBl,
PB2,_ PB3, PB4, and PB". Each entrance
button E1,etc., has associated with it a route re
lay RR1 etc., for each direction governed by such
entrance button. The entrancebutton E15, since 45
it governs tra?ic in two directions has two route
end relays RR3 and RR5 associated therewith.
As illustrated these route end relays have been
Wight and as conventionally illustrated by dotted
lines ll, l2, l3, and M respectively connecting
the signals S1, S2, S3, and S4 to their respective
designated RRI, RR2, BB3, RR“, and EH5, and
these relays BRI, BB2,’ etc. may be controlled by 50
these entrance ‘buttons-E1 etc. or by the associ
ated push‘button P131 etc., _all_in a manner as
more speci?cally‘pointed out in the operation’ of
G relays.
the system hereinafter.
‘
It is well understood by those skilled in the
art of railway signalling and interlocking, that
a power-operated switch machine should not be
permitted to be operated when it is unsafe to
move the switch points, and although a lock
60 relay controlled in any of the various well known
ways may be employed to prevent operation of
the switch machines SMB' and/or SM'l, a simple
form of electric locking means for the switch
machines has been illustrated in the form of
65 lock relay L.
In the particular arrangement
shown the lock relay L, which must be energized
to allow operation of’ either the switch machines
,SMS or SM‘! and can be energized only if all of
the signals S1, S2, S3, and S4 are at‘ stop and the
70 two detector track relays Ti and T2 are ener
gized and reflect non-occupancy of the track
sections l and 2. This control circuit for the
relay L may be traced from the'terminal (+)
of a suitable battery, through back cont-act 2B of
75 signal relay G3, back contact 2| of signal relay
'
-
In the of?ceare provided switch machine con 55
trol relays SMR6 and SMR" for controlling the
?eld switch machine control relays Z5 and Z? re
spectively. Each of these relays SMR.‘i and SIVIR7
has associated therewith a manually controllable
energizing lever, such as levers SML6 and SML'T. 60
These levers SML6 and SMTL7 normally assume
their middle inactive position, and when in such
position allow the associated relay to be con-_
trolled by any one of a plurality of circuits, each
circuit'of which includes the front contacts of
two route end relays RR (havingexponents de
?ning the ends of the route) in series. .These
relays SYMR.6 and SMH7 are electrically connected
to their associated emergency levers and to the
energizing circuits through front- contacts of 70
these route end relays so that if one of these re
lays SMR6 or SMR'7 is once energized it cannot
be operated to a different polar position without
?rst causing deenergization of the relay, and the
structure is such that the emergency lever can
75
3
2,121,785
not break a‘route end relay energized circuit
which is'in‘ conflict with the then position of - such
lever.v This'feature isemployed so that if a route
has vonce been set up through the medium of the
route-end relays, this route cannot be "disturbed
by operation‘ of the manually operable switch
machine'lever, such as lever SML6 or S'ML", to a
con?icting ‘position. In addition to the tower
apparatus already described there 'are' also pro
10 vided route circuits for energizing the ‘various
signal relays GI, G2, ‘G3, and G4, in the ?eld,
the nature and function of these circuits will be
more vspecifically described in thejoperation ‘of the
system hereinafter.
15
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Operation
i
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7
Let us assume'that the operatorwishes to clear
an east-bound route extending from signal S‘1 to
signal ‘S3. In'order to do this .he will ‘operate the
entrance button E1 to the'right, so that the arrow
thereon points eastwardly, and he will thereby
' energize the upper- winding of the relay RR1
through the following. circuit:—beginning at the
' terminal (+) of the o?ice battery, contact 63 of
25 entrance button E‘1 assuming its left-hand posi
tion, ‘upper winding of the, relay RR1 and nor
mally closed push button contact 33 of the push
button PBl. 'I'he'current in this circuit will be
of 'a polarity to operate the polar ‘contact 21 to
'30 theright, and if it not already assumes the right
hand‘ position will operate it there and will pick
up the neutral contacts 28 and 29. rli'he operator
will next depress the push button-P33, and in so
doing will energize the upper winding of the re
lay RR3 through the followingv energizing cir-j
cuitz-beg'innihg at the terminal ‘ (+) of the
o?ice battery, back contact 38 of the push‘ but
ton PB3, upper winding of the relay RR3, through
normallyclcsed contact 43 of entrance button E8
to the other terminal (—). This-current is of ‘a
polarity to operate the'polar contact 30 .of relay
BB3 to the right-hand position, and unless it
already assumes ‘the right-hand ‘position will’ so
operate it, and will also close the front contacts
3| and 32 of this relay.
,
'
'
With the route end relays RR.1 and RR? ener
,gized, therelay SMR?is energized to- its normal
than the neutral contacts the stick‘circuit ~is‘
vmaintained through the polar contact before ‘the
pick-up
- With circuit
the neutral
is broken.
contacts
.
44 and '41 of the
I
relays‘ SMIRG and. SMR'T closed, and with the ré- ~
lay BB3 temporarily maintained energized by ‘the
operator’s depression ‘of the push button _PB3Y,
the following, stick circuit for the relay BB3 ‘is
closedr-beginning at the terminal (+) of the
office battery, front contact 28 of the relay RR),
polar contact .21 0f therelay RR1 to the right,
contacts 44 and 45 of the relay SMRB, contacts .
46 and 41 of therelay SMR", contacts 30 and'32
of the relay BB3, through the lower winding ‘of
this‘rela'y BB3 to the other terminal (—_) of the
said. battery. It will be noted that the circuit
just traced is a stick circuit for the" relayRR;3
because‘ it includes the stick contact 32.
operator‘ may now release the push button P33;
the‘ relay RR3 remaining heldenergized through 20'
this stick circuit.
'
'
.
"
"
With the switch machine control relays SMl‘t6
and SMR.7 both energized with their polar/con
tacts to the right, the switch control reVIaysVZ'B ’
and Z1 will be energized by'current of a polarity 28
to
andoperate
SM‘! inortheir
maintain
normal
the
position.
switch machines
Also, withrthe
track switches ,6 ‘and ‘I both assuming their noré
mal position, and with their switch points locked,
the switch repeater relays WP6 and WP‘! will be 80
energized to reflect the normal condition of the
cross-overs 6' and 1, namely, willrbe energized
with their polar contacts to the right and with
their neutral front contacts closed. With the re
lays RRI, WP6, WP'I, and RR3 ,all energized tothe 35
right, the following circuit for energizing the sig
nal relay GI is closed:—-beginning at the termi
nal (+) of a suitable battery, 'normally closed
contact 5110f the push button P133, polar contact
5| and neutral contact 52 of the relay BB3. neul‘
tral contact 53'and polar contact 54 of the relay
WP'I, polar contact 55>and neutral contact '56 of
the relay WP6, neutral contact 51 and polar con
tact 58 of the relay RR}, wire 59, winding of the
relay Glfto the other terminal (—) of the same
source. With the relay G! energized and provid—’
.45
ing tra?ic conditions in advance of the vsig'nal'S1
energized position through the following cir
are clear‘, the signal S1 will be clearedto permit
cuit:—beginning at‘the terminal (+) of a bat
50 tery, front’ contact '34 of the relay RR3,'front
contact 35 of the relay RBI, normally closed" con
tact 36 of the emergency lever' SMLB, normal
winding N of the relay SMIRG, back contact 31 of
the relay SMR6 to the‘ terminal (—). Closurevof ,
traffic to move over the track section I from the
signal S1 to the signal S3. After the train which 50
is to move over the track section lyhas moved be‘
yond the signal S3, the operator may returnthe
entrance button E1 to its normal position'as'a fre-‘
sult of which the relay RRlwill be deenergized
and will by opening of its neutral contact 28_ in~'
its polar contacts to the right and to pick up‘ and, terrupt the stick circuit for the relay RRire
55 this energizing circuit causes relay SMR6 to move
close its neutral front contacts and break its neu-_ ' sulting in deenergization of this relay BB3. Sim
ilarly, dropping‘of contacts .35 and 39 of there:
tral back contacts. Similarly, the following ener
gizing circuit for 'the relay SMR? is closed with
60 relays RR1 and BB3 energizedz-beginning at the
terminal (+) of the office battery, front contact
39 of the relay RRl, front contact 40 of the relay
liay RR1 will result in deenergization of the
switch machine control relays SMR6 and SMRF,
and similarly dropping of contacts 51 of relay
RR1 will ‘result in deenergization of the signal
RRF, normally closed contact 4| of the emeré , control-relay GI, thereby placing the signal S1 ‘in
gency lever SML'Y, normal winding N of the relay
65 SMR7 through back contact 42 of the relay SMR'7
to the‘ other terminal (—) of said battery. . The
closure of thiscircuit will cause the relay SMR7
to move‘ its polar‘contacts to the proper position
and close its front neutral contacts and open its
70 back neutral‘ contacts; It may be pointed out
here that therelays SMR6 and SMR7 are not
called upon to pick up through their own back
contacts, for each back contact has in multiple
therewith a polar contact and since the, polar
contacts of a polar-neutral relay operatev quicker
its stop condition.’
'
'
It is readily noted that if the operator desires
to {move tra?ic from right to left over the same
track section I, he will operate the entrance but:
ton E3 to the lefttthereby energizing the relay RR3
to the left. Similarly, he will next depress the‘
push button PB1 resulting in energization' of the .1707
relay RBI to the left, as a result of which the‘ re
lay RR1 may be stuck up through its stick con
tact 29 through the same route re?ecting contacts 44, 45, 46, and 41, through the front con-9
tact 3| of the. relay RRT‘. The switch machine
4
2,121,785
control relays SMR6 and SMR" will, of course, be *o?ice battery, front contact 28 of therelay RR1,
again energized vto the right for the same reasons
'as already explained, this because the same route
relays are energized for the same route irrespec
tive of Whether tra?ic is tomove from, right to
left or from left to right. Since, however, the
polar contact 86 to the left and neutral contact
route end relays RBI and BB3 are now energized
through the lower winding of this relay RR? to
to their left-hand position, the signal relay G3
the other terminal (——). The relay Z‘! will of
course follow relay SMR.’7 and will cause the
switch machine SM‘! and cross-over ‘I to be re 10
is energized instead of the'signal relay GI. .This
10. energizing circuit for the signal relay G3 may be
traced as fo1loWs:-~beginning at the terminal
(+) of the oilice battery, normally closedrcon
81 of the relay SMR?, polar contact ‘III to the right
and neutral stick contact 12 ofthe relay RR4
versed and'cause relay WP'I to be operated to the
left.
tact 6| of the push button PBl, polar contact 58
and neutral contact 5? of the relay RRI, neutral
contact 56 and polar contact 55 of the switch re
peater relay WPB, polar contact 54 and neutral
contact 53 of the switch repeater relay WP], neu
tral contact 52 and polar contact 5| of the route
end relay BB3, wire 62, winding of the relay G3
20 to the other terminal (—) of said battery. ,With
the relay G3 energized the signal S3 will assume
a'clear, caution or stop condition depending 'on
traffic conditions in advance of such signal. Ob
viously, the return of the entrance button E3 to
25 its normal position will result in deenergization
'of the route end relays RR,3 and RR1 and in turn
will result in deenergization of the relay G3, and
will place the signal S3 back in its stop condition.
‘ In the same manner as just explained in con
With the relays BB1, BB4 and WPIS now '
energized torthe right, and with the relay WP‘I
energized to the left the following energizing cir
cuit for the signal relay GI is closed:,--beginning
at the terminal, (+)’ of the o?ice battery, front
contact 90 of the push button PB‘1, polar contact
9| to'the right and neutral contact 92 of the re
lay RR4, neutral contact 93 and polar contact 94
to the left of'the relay WP'I, polar contact 55 to 20
the right and neutral contact 56 of the relay WPB,
neutral contact 51 up ‘and polar contact 58 to the
right of relay RR1, wire 59, winding of , the relay
GI to the other terminal (—) .
With the signal relay GI energized the signal 25
S1 will assume the clear, caution or stop position 7
depending on traffic conditions in advance of sig
nal S1 over the route just set up, namely, the
route starting on track section I, passing over ,
30, nection with track section I, traf?c may be set up
from left’to right or from, right to left over the
track section 2, andfor this reason like contacts
associated with the apparatus of track section 2
have been assigned reference numbers that are
35 higher by forty than the reference characters ap
plied to corresponding devices of the route over
track section I.
polar contact 21 of the relay RRHneutral'con
tact V744 and polar contact 45 of the relay SMRF,
-
Let us now assume that the operator wishes to
cross-overs 1 and continuing over track section 2 30
to the, right of the signal S4. This route may, of
course, be relinquished by the operator’s returning
his entrance turn button E1 to its normal posi
tion.
If the operator now desires to set up a route 35
from right to left, starting at the signal S3 and
terminating to the rear of the signal S2, he will
operate his entrance button E3 to the left. This
allow a train to move from a point to the rear of
will result in energization of the relay RR3 to the ,
signal S1 on section E to a point to the right of
signal S4 on the section 2. To set up this route
the operator will turn the entrance button Elto
left. The operator will next depress the push 40
button PB2 as a result of which the relay RR.2
will be energized to the left. With the route end
the right, thereby resulting in energization of the
relays RR3 and'RR2 energized the following ener
gizing circuit for the relay SMR6 is closed:—
relay RBI to- the right, for reasons already given.
45 The operator will then depress the push button
PB4 as a'result of which the relay RR4 will be
energized through a circuit beginning at the ter
minal (+) of a battery, through back contact 18,
through the upper winding of relay RR“, through
the contact 83 of the entrance button E4, to the
beginning at the terminal (+) of a battery, con
tact I20 of route end relay RR3, front contact I2I
of route end relay RR2 through normally closed
contact I22 of the emergency switch machine
' other terminal (—) of the same battery, as a re
contact I23 of the relay SMR6 to the other ter
sult of which the relay BB4 will be energized un
til the push button P34 is released.
With the route end relays RR,1 and RR4 now
55 energized the switch machine relay SMR" will be
energized negatively, that is, so as to operate its
polar contacts to the left through the following
energizing circuit:—beginning at the terminal
(+) of the omce battery, front contact I05 of the
lever SMLG, through the ‘reverse winding R of the
switch machine relaySMR?, through the back
minal (—) . Since the polar contact I24 will oper
ate more quickly than will the neutral contact
I23, the energizing circuit just traced will be
shifted from'the back contact I23 to the left-hand 55
polar contact I24 of the relay SMRB, thereby re
sultingin’energization of the relay SMR6 to the
left. The relay SlVl'R" will, of course, be energized
in its right-hand position through the following
energizing circuit:-beginning at the terminal 60
(+) of a battery, contact I2‘! of the relay RRZ,
front contact I28 of the relay 3R4,‘ normally
601 route relay RR1, front contact I06 of, the route
end relay RR‘i, normally closed contact 'I M of the
emergency switch machine lever SMU, the re
verse winding R, of the relay SMR", through the 7 closed contact III of the emergency switch ma
back contact I08 of the relay SMRF, to the other chine lever SMLY, through the normal winding N
terminal (—) of said battery. The polar con—, of the relay SMRY, through the polar contact I09 65
tact I09 of the relay SlVlIR,7 will operate more assuming its right-hand position to the‘ other
quickly than will the neutral contact I08, so that terminal (——). With the relay SMR'Y energized
the energizing circuit Will be shifted from the to the right the switch machine SM'I will, of
contact I08 to the contact I09. With the relay course, operate the cross-over ‘I back to its nor
SMR7 now energized to the left, and with’ the mal position. With, however, the relay SMR6 en 70
relay SMR6 now energized to the right through ergized to the left the relay Z6 will be energized
a circuit including front contact 14 of relay RR4, to the left thereby operating the switch machine
and front contact 35 of relay RRI, the following
stick circuit for the route end relay RR4 is
closed:—beginning'at the terminal (+) of the
SMS to its reverse position. As soon as the cross
over 6 has assumed its full reverse locked position
the switch machine repeater. relay WPB will as 75
5
7 2,121,785:
sume its left-handjenergized position. .With‘ the
relays‘ BB3 and BB2 now energized to=the left,
with the relay WPE energized to the left, and with
the, switch machine repeater relay W'P'I energized‘
to~ the right, the following energizing circuit for
of the relay RR“, wire.99, windingv of the relay G2
to the other terminal (—) .' With this energizing
circuit for thesignal control relay G2 closed, the
signal S2 may. assume the ‘clear, caution or‘stop
condition depending on traffic conditions in ad
‘ the signal relayGS is closed:—'-beginning? at‘ the I vance of the signal S2 over the run-around track
terminal (+) of the of?ce battery, normally closed.
‘push buttonrcontact lill vof the push buttonPBz,
route passing over cross-overs 6 and l and to the
right of the signal 8*. This run-around route
polar contact-98 to the left‘ and neutral contact , will obviouslyvnot-be set up as a general rule, but 10
may at'times be taken advantage of as when re
10. 91 .of the relay RR2 up, neutral contact 96, up and
polar contact 95 of the switch repeater relay WP6>
to the left, polar contact 54 to' the right and neu
‘ tral contact 53 of. the relay WP‘! up, neutral con
, tact'52 up and polar contact 5| of therelay BB3
‘
toithe left, wire .62,’ winding of the ‘relay G3.
r5
With the relay G3 now energized the signal S3 will
‘ assume a clear, caution or'stop condition depend->
ing upon traffic conditions in advance of this sig-'
nal over theroute just set up,-namely, the'route
starting at the signal S3, extending to the left'on
track‘section I, over cross-overli-ontotracksec
' 2o
tion 2~to the left'of signal S2.‘ This route: may
after the train has passed thereover'be relin-_
quished by the operator returning his entrance
--. 25: turn button E3 to its normal position.
a‘ "
In the same manner<as just explained traffic
may move in the opposite directions over the
same trackroute, as for instance, from signal S2
over cross-over 6 to signal S3, or from signal. S4
over cross-over ‘l to signal S“.
' 3.0;
There vis still another route from left-toright
as well as from right to left which ‘has not yet
, been mentioned, and which cannot be set up by
the use of the turn buttons E1, E2, E3, or E4 in com
35.; bination‘ with push ‘ buttons PB1, PBZ, ' P33, or
pairing. or replacing of track rails in the‘track
section 2.
_
'
Attention is directed to the fact that where sig
nals governing tra?‘ic in opposite directions are
located at the. same point in the interlocking
plant, as isitrue, for instance, of signals S3 and
S5, both'of these signals S3 and S5 maybe con-[
trolled by the same entrance turn button E“.
This is indicated by the provision of anadditional
route‘ end relay. BB5 which may be controlled 20,
througha contact I30 of the turnlbutton E3 or
apcont‘act l3l' of ,the push button PBx located to
the right of the entrance button E3 in the same
way as the. push-button P33 is located to the
left. In this double use of the entrance button 25.
E3Ithe contacts are shown differently than is the‘
case with entrance vbuttonsEl, E2, and E4 where
only one signal is ‘shown controlled by the same
entrance button. More speci?cally, the contacts
of the entrance turn button E3 are so constructed 30
that thecontact 43 is connected to the negative
terminal vof the o?ice battery when the turn
button is in its normal, its extreme right-hand
or any position intermediate thereof, and is con-'
nected to the positive terminal‘ of this battery
when the turn button E3' assumes the extreme
leftehand position. Similarly, the contact-I30 of
355 u
’ PB4 alone. This route is what is termed as a run
around move and comprises aroute over‘ the two
entrance ,turn‘button' E3 is connected to the
cross-overs? and ‘I reversed in series, so to speak. terminal
(—)' when this button assumes either
That is’, a‘route extending ‘from signal S2 to sig
the
normal,
the extreme left-hand or any position 40
40. nal S4 over cross-overs 6 and l or extending from ‘
intermediate
thereof,‘but is connected to the
signal S4 to S2 over the same cross-overs. This
route may be set up by the operator providing no positive terminal of this battery'whenthe turn
route is then set up by moving his emergency
switch machine levers 'SMLS and SML" to the
raisedposition, aslarresult of which the switch
“ 45.
button E3 assumes the extreme right-hand posi
tion.‘
.
.
,
.
' It should be understood that although the‘ oper
atorv has been providediwithauxiliary or- emer
machine-relays SMRG and 'SMRF are both ener
gizedto the left. 'If‘the operator, with the levers > gency switch control levers SML6 and SML'I
SML6 and SML’l'both in their raised positions and whereby he may set up any route he desires, these
' _ with relays SMR6 and SMR.7 to the left, operates
50,. the entrance turn button E2 to the right and'de
. presses the push button 1334, the relay RR4 will
be stuck up through the following stick circuit:beginning at the terminal (+) of the office bat
ter‘y, front contact 68 of relay RR2 up, polar con-
levers SML6 and SML" being so constructed that
they will remain'in' the normal middle position,
or in either ‘extreme positionlif operated there
andleft there, the operator cannot control these
relays to a'different polar position if they are
already energized.
For ‘instance, let us assume
that the relay SMR.6 has its normal winding ener 55:
551 tact 61 of this same relay to the right, neutral ' gized, the polar contacts being to the right and
7 contact 84>up' and polar contact 85'to the left of
the relay SMRG, polar contact 86 to the left and
neutral contact 81 up of the relay SMR", polar
' contact-‘l0 to the right and neutral contact 12
mini the route end relay BB4, through the lower
winding of this route end relay BB4 to the other
terminal (—) .> 7' With the relays ' RR,2 and BB4
651
the neutral contacts being up, and that the oper
ator lifts the lever‘ SML6 and moves the contact
I22 :into' engagement‘ with its stationary contact
connected to‘thel('+) terminal, of the office bat 607
tery; The closure of 'theireverse circuit at this
point will be of no avail, because this circuit is
open at the left-hand polar contact I24 and is
now venergized to the right and with the switch.
machine repeater relays WPG and WP‘! energized also opened at the 'back‘contact I23 of this same’v
to the left, as a result of the operator’s manual relay SMRG. In other words, the switch machine
manipulation'of levers SML6 and SML‘Y» resulting . control levers SML6 and SML" are only’ available
in .energization of relays SMRG- and SMR" to the to- the operator to control the relays‘ SMR6 or
left, the following energizing circuit for the relay"
vG2 :is closed:—beginning at the normally closed
push button contactISO-Of the push button P134;
polar contact 9| ‘and neutral contact 92-01" relay
RR4, ‘neutral contact 83 ‘upand polar contact '94
to the left of relay WP‘I, polar ‘contact 95"‘to the
left and neutral contact 96 up of the relayfWPB,
front contact 91 and polarcontact 9i8vto~ the right‘
SMR"v when these relays have notalrea'dy been.
energized by theroute control route end‘ relays
3R1, 3R2, R133, or RR4. '
' Attention is directed to the fact that the con
trol circuit for the switch machine SMG passes
through front contact I35 ‘of the lock relay L
and‘throughicontacts I36 and l3'l‘of relay Z6.
Also,‘ thatthe switch control circuit for the switch
6
2,121,785‘
machine SM‘! passes through front contact 138
of lock relay L and contacts I40 and MI of relay
Z1. From this it is apparent that the switch
machineSMS and SM? cannot be operated unless
the relay L is energized.‘ It should also be noted
that the lock relay L is energized only if all of the
signal relays GI, G2, G3, and G4 are deenergized
and then only if the track circuits containing
track relays TI and T2 are unoccupied.
10
Since switch machine control relays SMR6 and
SMR,7 are so constructed that if one of their en
ergizing windings N orR is energized the other one
winding cannot be energized, a certain feature of
interlocking is provided which is highly desir
15 able.
For instance, let us assume that a route
has already been set up starting at the signal S1
and terminating at the signal S4, namely, with
the relay SMR6 energized to the rightand with
the relay SMR" energized to the left, andlet us
20 further assume that the operator attempts to set
up traffic in conflict therewith from signal S3
to signal S2. The operation of the entrance
button E3 to the leftand the depression of the
push button PBZ, although this operation will
25 result in energization of the relays RR,3 and RR2,
will not result in a new route. "This is true be
cause even though contact 19 of relay RR.2 and
contact 46 of relay RR.3 are closed and do con
nect the positive terminal of the office battery
30 to the upper winding N of the relay SMR”, this
35
40
45
50
55
60
whichd'e?nes the exit point of the route, is nec
essary. He has provided a plurality of circuits
in multiple for operating switch and cross-over
points,‘ the circuit organization being such that
the ?rst control circuit. for such switch machine
relay closed is the dominating one and. the sub
sequent closure of other control circuits at the
control point therefor are of no avail, and he
has further provided signal'selecting .route cir
cuits which can be closed only if two route end 10
relays de?ning a particular route are energized
and providing all of the switches contained in
such route assume a position to define such route.
In addition to this construction the applicant’s
system is such that the operator need not take 15
into consideration the number of switches in a
route to be set up, nor the position which they
assume, for all that the operator is called upon
to do is to operate an entrance turn button at the
entrance end of the route ‘he desires to set up 20
and to momentarily depress an exit push button
at the exit. end of such route. ' Attention is also
particularly directed to the normally closed push
button contacts 50, 6|, 9%, and llll included in
the various route signal, circuits forrelays GI, 25
G2, G3, and G4. These normally closed push
button contacts areprovided to require the op
erator to return his exit push button to its nor
mal position before the signal governing tra?ic
over the route in question can actually assume its 30
relay SMR'I will not be operated because its proceed condition.
polar contact I09 is to the left breaking one of
It is to be understood that certain features of
the paths through winding N and the neutral the system may be dispensed with. For instance,
contact 1-12 is in its raised position thereby break
if the push , buttons non-spring returned the
ing the other partial circuit for the normal wind
route circuit for sticking up one route relay
ing N, so that the relay SMR7 is not operated. through a front contact of the, other might be
Obviously, if the relay SMR" cannot be operated dispensed with. Also, if desired, the emergency
to set up the second route the switch repeater levers may be omitted, and the push button con
relay WP’! cannot be operated and the route cir
tacts in the signal relay circuits may be omitted.
cuit for such second route cannot be closed at Also, any suitable approach and release locking
the contacts of the switch repeater relay WPT. such, forv instance, as shown in said prior appli
What has been said about the normal circuit for 'cation"of S. N. Wight may be used, if desired.
relay SMR?-including contacts 19 and 40 of re
Also, instead of employing route end relays, as
lays RR2 and BB3 is also true of the reverse shown, manually operable contacts may be used
circuit for relay SMR'3 including contacts I20 and in place thereof in which case the contacts will
I2! of these same relays RR2 and BB3, so that be three-position and not polar and neutral.
both of relays SMR,6 and SMR7 remain energized The double throw contacts operated directly by
as they were and the route from signal S1 to Sig
the levers SlVlL6 and SML" are ‘preferably con
nal S4 will not be disturbed. The feature that the structed make-before-break, so that an energized
relays SMR6 and SMR7 cannot be energized to a coil of the associated relay cannot be deenergized,
different polar position when once energized, un
and if desired the normally closed contacts there
less the energizing circuit is ?rst broken, consti
of may be entirely dispensed with, in which event
tutes one of the principal interlocking features in the control circuits extending from route end
this system in preventing a second conflicting relay contacts are connected directly to the
route from being set up. This is true because a - proper winding of the associated relay.
con?icting route invariably involves the oper
Having thus shown and described one rather
ation of switch points to a different position. This speci?c embodiment of the invention and having
same interlocking feature, however, permits par
shown this embodiment of the invention applied
allel routes involving the same cross-overs to be to a rather simple interlocking‘ system, it is de
set up, this is true because for setting up routes sired to be understood that the particular em
in parallel the cross-overs will assume the same 7 bodiment, as well as the simple interlocking sys
.35
40
45
60
55
60
position for both routes. In other words, appli
temto which it has been shown applied, have been
cant’s interlocking feature, which to a certain ex
selected merely to afford description of the in
tent resides in the peculiar and novel circuits for vention and its underlying principles, rather than
65 controlling the switch machine relays, affords in _ give the scope thereof; and that various changes,
terlocking against the actual changing of a route, modi?cations, omissions and additions may be 65
but permits parallel routes- on adjacent tracks made in accordance with well known signal prac
and having cross-overs in common therewith to tice to adapt the invention to other track layout,
be set up.
‘
"
,
other types of signals, control buttons or the like,
The applicant has thus provided a route relay all without departing from the spirit or scope of
70.
70
which de?nes each end of each track route por
the invention or the idea of means underlying the
tion, and he has provided a'route circuit for same, except as demanded by the scope of the
sticking up one of these route relays through a
front contact of the other route relay so that
76 only momentary operation of the push button,
following claims. ‘
I What I claim as new is:
.
1. In an entrance-exit type interlocking sys 75
2,121,785
tom, the combination with a track layout having
I
a plurality of routes overgportions of track be
tween'signals governing'train movement in the
same direction, each of said routes including one
c or more switches and many of which have en
' trance or exit points at signal locations in com
mom, a‘ route end relay for each signal location,
a switch machine for'each of said switches, a
7 switch- machine ‘control relay for each switch
1' machine, manually operable means for controlling
said route end relays, circuits for controlling said
switch 'machine'control relays by said route end '
relays, each of saidswitch control'relays having‘
venergizing circuitsl separate from those for ener—
' gizing other switch control relays, each of said
energizing circuits for each switch ‘control relay
belonging individually to one of the routes over
,
7'
circuits" for said switch machine control relays ,
each including contacts of two route end relays,
two manually operable vmeans at eachpoint ‘one
for energizing the associated route end relay to a
polar position to govern traf?c into a route at
that point’ and the other to energize such route
end relay to a polar position to govern tra?lc out
of a route at that point, and a signal control cir
cuit ,for controlling the signal at the entrance
of such routeincluding contacts reflecting the
positions of switches in such route, the contacts
of'a route end relay at the entrance end of such
route‘ energized to an entrance polar position
and the contacts of a route end relay at the exit
end of such route-energized to an exit polar Ipo- '
sition.
~
_~
7
-
a
' 5.-In an interlocking system, the combination
with a track layout having a plurality of routes 7
each including one or more switches and many‘
I such route, and asignal control circuit for each , routes of which have entrance or exit points in
route including contacts re?ecting the positions common, a signal for each entrance point, switch
the corresponding switch ‘and including contacts
of the route end relays for the o'pposite'ends of
assumed by the switches therein and contacts
‘of'the route end‘relays atthe entrance and exit
ends
thereof.
~
~
'
>
Y
t
machines- ‘for ‘controlling. said switches, a-polar
route'end relay for each point, a normal cir
cuit for each switch machine including in series
the front contacts ofrtwo route end relays de
2. In an entrance-‘exit type interlocking sys
tem, the combination’ with a track layout having ?ning a route including the track switch con;
a‘ plurality 1of routes over portions of track be» trolled by such switch machine in its normal
tween signals governing train movement in the position,‘ a reverse circuit for each switch ma
~ samedirection, each of said routesincludingtwo
for more switches or cross-overs and many of
chine including in series the front‘ contacts of
two route end relays de?ning a route including
which have entrance andexit points‘ at {signal
locations in common, a'route‘ end’relay for each
signal location, aswitch machine for'each of said
switches and cross-overs, a switch'machine con
chine in its reverseposition, manually operable
means for-controlling said‘ polaryroute end re
the‘track switch controlled by such swit'ch'mae
lays-and a'signal control circuit for'governing
trol relayv for each switch machine, @manually
operable'means for ‘controlling said route end
relays independently of the conditionsr'of said
the signalat the entrance ‘of a particular-‘route
machines in multiple by; said route end relays,
switches in such route.
including contacts re?ecting the polar energized
conditions of the polar route end relay at the
entrance and exit, end of such route and'con
switch machine control relays, circuits for ener
gizing'said switch machine relays of said switch > t-acts re?ecting the positions assumed by, track
ea'ch circuit including contacts of- two route end
relays, and'a signal control circuit for each route
including contacts re?ecting the positions as-'
sumed by the switches and/or cross-overs therein
‘ and'contacts of the ‘route'end ‘relays at the en
~
6. In an interlocking system, the combination
with a track layout having a plurality of routes
each'including one or more switches and many
routes of which have entrance or exit points in
common, a signal for each entrance point, switch
machines vfor controlling said switches, a polar
>
r
v
3. In aninterlocking system, thelcombination xroute- end relay for each point,’ a normal circuit
with a track layout having a plurality of routes foreach switch machine including in series the
trance and exit ends'thereof.
each including one or more switches and ‘many
front contacts of two route end relays de?ning
a route including the track switch controlled
common, a signal for each entrance point, a polar by such switch machine in its normal position,
route endrelay for each point, switch machines‘ a reverse circuit for each switch machineqin
for controlling said switches, a switch machine cluding in series thefront contact of two route
control relay for eachjswitch machine, control end relays'de?ning a route including the track
circuits forv said switch machine, control relays switch controlled by such switch machine in
routes/of which have entrance or exitpoints in
' each including contacts of two route end relays,
two manually operable means at ‘each point one
for energizing the associated route endv relay to
av polar position to govern'traf?c into a route at
that point and the other to' energize such route
end relay to a polar position to'govern traffic out
of a route ‘at that point, and a signal control
its reverse position, a manually controlled en—_ P V
trance-r button and a manually controlled "exit a ,‘
button for each point; a circuit for each'route
end relay to' energize it to any entrance polar,
position including a contact of the associated en—
trance button; a circuit for each route end relay
to energize it'to an exit polar vposition ‘includi
circuit for each route'including contacts re?ect—' ing'a' contact of the associated exit button; a
ingthe positions bf switches in such'route, the, stick circuit for each'route‘ end relay closed only
" I contacts of a route end relay energized’ to an en-,
trance position and’ the contacts of ‘a route end
relay energized‘ to any exit position.
if such route end relay is energized to its exit polar
position and then only if another route end relay "
is‘ energized. to an entrance 'polarposition; and’
'4. In an interlocking system-,the combination’ a signal control circuit for governing the signal
'_ with a trackvlayout having a plurality of routes at the entrance of a’particular route including
each including one, or more switches and many .contacts closed’, when the entrance route end
routes ‘of which have entrance or exit points in
common, a signal ‘for each entrance point, a polar
relay for such route is energized to the ‘entrance- '
polar position, including contacts closed when 7'
route end relay for each point, switch machines ' the exit route‘ end relay is energized to the exit
for controlling said switches-a switch machine polar position and contacts re?ecting themes
7'7‘? control relaylfor each switch machine, control tio-ns assumed-by track'switches in such route;
8
2,121,785
.7. In an interlocking system, the combination
with a track layout having a plurality of routes
switches, manually controllable contacts for each
of said entrance and exit points, a normal con
each including one or more switches and many
trol circuit for controlling each switch machine
routes of which have entrance or exit points in
common, a signal for each entrance point, switch
machines for controlling said switches, a polar
route end relay for each point, a control relay
for each switch machine;_ a normal circuit for
each control relay including in series the front
10. contacts of two route end relays de?ning a route
including the track switch controlled by that
control relay, a manually controllable entrance
button and a manually controllable exit button
for each point; a circuit for each routeend relay
15 to. energize it to an entrance polar position in
cluding a contact of the associated entrance but
including in series a. manually controlled con
tact for the entrance point and a manually con
trolled contact for the exit point of each route
ton; a circuit for each route end relay to ener
gize it to an exit polar position including a con
tact of the associated exit button; a stick circuit
including the track switch controlled by said
switch machine in the normal position, a reverse
control circuit for controlling each switch ma
chine including in series a manually controlled 10
contact for the entrance point and a manually
controlled contact for the exit point of each
route including the track switch controlled by
said switch machine assuming its reverse posi
tion, said normal and reverse control circuits for 15
each switch machine being separate from and
energized independently of the circuits for other
switch machines, and a circuit for clearing the
signal governing the entrance of traf?c into such
20 for each route end relay including its own con- , route effective when the manually controlled 20
tacts closed only if such'relay assumes the contacts for the entrance and exit points of such
exit polar energized position, contacts of the route are operated and contacts reflecting the
entrance route end relay closed only if such en
positions of the track switches in such route re
trance route end relay is energized to the en
?ect that such route is set up.
25 trance polar position and contacts of the control
11. In an interlocking system, a track layout 25
relays governing the switches in such route as
having a plurality of routes formed by one or
suming a position to set up such route; and a more track switches and certain of such routes
circuit for controlling the signal at the entrance having entrance or exit points in common, man
end of such route governing the movement of ually operable means for each route end, relay
80: tra?ic into such route including contacts closed means for each route end, circuit means for each 80
only if the switches in such route assume a posi
tion to set up such route and the route end re
lays de?ning the ends of such route ,assumere
spectively the entrance polar and the exit polar
35;
positions.
'
8. In combination, a polar neutral relay hav
ing polar contacts and neutral contacts, a nor
mal winding for operating the polar contacts
to the normal position and for picking up the
neutral contacts, a reverse winding for operat
ing the polar contacts to the reverse position
and-for picking up the neutral contacts, a cir
cuit for said normal winding including in ,mul
tiple a back neutral contact and a normal polar
45 contact of said relay, and a circuit for said re
verse winding including in multiple a back neu
tral contact and a reverse polar contact, where
by said normal circuit cannot be closed if said
relay is energized reverse and said reverse cir
50 cuit cannot be closed if said relay is energized to
its normal position.
'
9. In combination, a polar neutral relay hav
ing polar contacts and neutral contacts, a nor
mal winding for operating the polar contacts to
55. the normal position and for picking up the neu
tral contacts, a reverse winding for operating
the polar contacts to the reverse position and
for picking up the neutral contacts, a circuit for
said normal winding including in multiple a back
60' neutral contact and a normal polar contact of
said relay, a circuit for said reverse winding
including in multiple a back neutral contact and
said relay means controlled only by said mane
ually controlled means for that route end for
at any time initially energizing that said re
lay means, switch control relays'for the track
switches selectively and jointly energized in mul 35
tiple by those of said relay means at the ends of
routes including such track switches for setting
up such routes,- and stick circuit means for each
said relay means closed, when such relay means
is energized for the exit end of a route and en
ergized dependent upon said energized switch
40
control relays for that route and dependent upon
the condition of said relay means at the en
trance end of such route.
.. 12. In combination, a polar-neutral relay hav
45
ing polar and neutral contacts, a ?rst control
circuit for said relay including in multiple a back
contact of said relay and a polar contact of said
relay in one position, a second control circuit
for said relay including in multiple a back con 50
tact of said relay and a polar contact of said
relay in the opposite position, and means for at
times energizing said ?rst or said second control
circuits, said energization of said ?rst circuit
causing magnetic ?ux of one polarity and said 55
energization of said second circuit causing mag
netic ?ux of the opposite polarity in said relay,
whereby said polar contacts are actuated to op
posite positions depending upon which. of said
control circuits is energized.
60
13. In. combination, a polar-neutral relay hav
a reverse polar contact, a plurality of contacts
ing two windings differentially connected and
having polar and neutral contacts, said polar.
for applying energy to said normal circuit, and
a plurality'of contacts for applying energy to
said reverse circuit, whereby said normal cir
cuit cannot be closed if said relay’is energized
ing is energized and moving to the other position 65
15. point, switch machines for controlling said
contact of said relay in said other position, and 75
contacts moving to one position when one wind
when the other winding is energized, a source
of potential, circuit means for connecting one
reverse and said reverse circuit cannot be closed terminal of said one winding to one terminal
if said relay is energized to its normal position. of said source through a back contact of said
7.0 a 10. In an interlocking system, the combination relay in multiple with a polar contact of said 70
with a track layout having a plurality of routes ' relay in said one position, circuit means con
each including two or more track switches and necting one terminal of said other winding to
many routes of which have entrance or exit said'one terminal of said source through a back
points in common, a signal for each entrance contact of said relay in multiple with'a polar
2,121,785
means for selectively connecting the otherjter
~ effective to operate said track switches to'set up:
said main route and to clear said‘entering signal
, ‘said, source, whereby the ?rst of said windings ' inresponse to the operation of only said entrance
minals of said windings to the other terminal ‘of
to..be ‘energized causes the polar contacts of said
relay tolbe operated to corresponding positions
thereafter prevents the energization of the 0p-'
maining effective only so long as said exit relay
is maintained energized, and stick circuit means
for said‘ exit relayiclosed only after the response;
posite winding.’
of said route establishing means.
and the picking up of the neutral contacts and
I
,
,
l4. llnganiinterlocking system, a track layout
10 having a plurality of routes formed by one or,
more track switches and particular ones of such
‘routes having common entrance or exit points,
manuallyoperable contact means for each route
end,'switch control relay means for each of said
"15 track switches ,for, operating the corresponding
'25
button and said exitibutton and said means re
'
,_
v1'7. In an interlocking. system~of theentrancel
em't type, a track layout having a plurality or 10,
routes formed by power operated track switches, .a
a control machine having a control panel, man
ually operable controlmeans on said panel for
the opposite ends of the routes of said track'lay
out, relay means for each‘of said manually op 15
erable control means and energized at any time
in response to theactuation of its control means,
switch control means for said power operated
track switches responsive to the energized con
dition of therelay means for the opposite ends of 20~
track switch to normal or reverse positions when
‘selectively energized, a relay for each route end,
a pick up circuit for each said relay controlled’
onlywby said manually operable contact means
for the corresponding route end, means includ
ing said relays and ‘said manually operable con- 7. a route to set up that route and thereafter being
tact means for selectively energizing said switch ' unresponsive to the energized condition of a re
control relay means initially for a particular lay means’ at theend of a con?icting route, and
stick circuit means for each of saidrelay means‘.
route upon the actuation ofrsaid manually op
erable contact means for the opposite ends of ' e?ective to maintain such relay means energized, 25
that route whereby that route is set up through when it is energized for the exit end of a route,-v
the track layout, and a stick circuit for each said dependent upon said relay means for the en
selectively made up by said switch control relay
means then selectively energized and dependent
trance end of such route, said stick circuit means
becoming e?ective only after said switch control "
means for each of the trac'k‘switches in that 30
upon said manually operable contact means at
route have responded.
— relay at the exit end'of a particular route set up
the entrance end of that particular route.
15. In an interlocking system, a track layout
» having a plurality of routes formed by one or
more track switches and particular ones of such
' routes having common entrance or exit points,
signals for governing ,tra?‘ic over. said routes,
manually‘ operable contact, means for each route
' I end, switch control relay means for each of said
v40 track switches vfor operating the corresponding‘
track switch to normal or’ reverse positions when
selectively energized, a relay for each route
end, a pick up circuit for each said relay con
trolled only by said manually operable contact
45 means for the corresponding route end, means
including said relays and said manually oper
able contact means for selectively , energizing
saidjswitch control relay means initially for a
particular route upon the actuation of said man
l
r
>
18. In an interlocking system for railroads of
the entrance-exit type, a track layout having ‘a,
plurality ‘of routes each of said routes including
one or more track switches‘with signals for gov
35
erning traf?c into said routes, a manually oper
ablecontact vineans‘for the opposite ends of said
routes, route end relay means vfor the opposite
ends of said’routes and each being directly con
trolled by said manually operable contact means 40'
for its route ‘end so as to be responsive to such
contact means at any time, switch control means
for each of the track switches and each controlled
by the route end relay means forthe opposite
ends of the routes in which the associated track
switch is included in such a manner that the ac-f
tuation'of the route end .relay means for the op
posite ends of a particular route operates such
track switch to a proper position for that par
ticular route and thereafter prevents the opera
50 ends of that route whereby that route is set up ' tion of ‘such track switchto a different position 50
through the track layout, a stick circuit for each upon theoperation of a route end relay means for
exit relay at the exit end of a particular route ' - any ofthe other routes in which such route may
be included, circuit means for maintaining ener
set up selectively made up by said switch con
gized the route end relay means for the exit end
trol
relay'means
then
selectively
energized
and
55
dependent upon said manually operable con > of a route dependent upon the route relay means
for the entrance end of a route only provided the
tact means at the entrance end of that particu
switch control means for each of the track
lar route, and circuit means for clearing the sig
nal at the entrance to a route set up only when switches, have responded to the route relay means
for the opposite ends of such route, and signal
60 the exit relay at theexit of that route is picked
control means for clearing the signal at the en
up.
,
j
trance to a route in response to the actuation of
16. In a system for governing the operation of the
route end relay means at the‘opposite ends
track switches and signals of a‘ railway track of such route only provided the track switches of
layout, a portion of track having an entering sig
such route actually have established that route. '
nal governing traf?c over a main route including
19. In a system for governing the operation of 65
said track portion and over other routes set up track switches and signals; a portion of track
ually operable contact means for the opposite
' by track switches included in said track portion,
a control panel having the track layout repre
sented thereon, a manually operable entrance
70 buttonon said panel associated with said enter
ing signal, a self-restoring'exit button associat
' ed with the exit end of said main route, an exit
relay associated with said exit button,ya pick up
, circuit ‘for said exit relay ‘directly closed by said
75 exit button, route, establishing means rendered
having an entering signal governing traffic over '
a main route including said track portion and
over other routes set up by track switches in;
cluded in said track portion; a manually operable
entrance button for said entering signal; a self
restoring exit button for the exit end of said
main route; an exit relay associated with said
exit button; a pick up circuit for said exit relay
directly closed by said exit button; switch control
71-50
relays for the several track switches governing
exit button and remaining eifective- only so long
the normal and reversegoperation of said track ' as said exit relay is maintained energized; stick
switches; circuit means including-contacts of
said exit relay for selectively energizing ‘said
—, switch control relays for the several track switch
es in multiple to cause the operation of the track
switches to set up said main ‘route, said circuit
means ‘being rendered effective in response to the
_ operation of only said entrance button and said
circuit ‘means for» said exitrelay closed only'after
the response 'of- said switch control relays; and
circuit means for clearing-said entering signal in
response toithe operation of only said entrance
button and said exit button.
‘CHARLES s. BUSHNELL.
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