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Патент USA US2121798

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June 2, 193..
‘W. K. i-lQWE
29121;?98
INTERLOCKING SYSTEM FOR RAILROADS
Filed May 25, 1936
2’. Sheets~$heei l
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INVENTOR
'
AToRNéY ‘
June 2%, 19338.
‘W. K. HQWE
2,12%798
INTERLOCKING SYSTEM FOR RAILROADS
Filed May 23, 1936
2 Sheets~Sheet 2
w.Lwi-
05
ATTORNi-IY
2,121,798
Patented June 28, 1938
UNITED STATES PATENT OFFICE
2,121,798
INTERLOCKING SYSTEM FOR RAILROADS
Winthrop K. Howe, Rochester, N. Y., assignor to
General Railway Signal Company, Rochester,
N. Y.
Application May 23, 1936, Serial No. 81,419
16 Claims. (Cl. 246-134)
This invention relates in general to interlocking
the above type. More speci?cally, it is proposed
systems for railroads, and more particularly to a
controlling button or lever for use in establishing
routes in an interlocking system wherein the in
to provide a composite controlling means for each
end of each route comprising an initiating button
terlocking between the various traflic controlling
devices is accomplished by the proper selection of
electrical circuits.
The present‘ invention however is to be con
sidered as an improvement over the systems of
l
and a completing button concentric therewith,
whereby to conserve space and to simplify the
layout of the control panel.
It is also proposed to provide an electromag
netic means for retaining the initiating button
in its operated position and for releasing or auto~
entrance-exit interlocking disclosed in the prior
applications of S, N. Wight Ser. No. 721,696 ?led
April 21, 1934 and Ser. No. 69,905 ?led March 20,
1936.
In the type of interlocking system contem
matically restoring the initiating button to its 10
normal position when a train accepts the route
aligned thereby. In this manner the operator is
not required to manually restore-the initiating
button to its normal position after a route aligned
3" plated by the present invention, a miniature track
layout is provided on a control panel which cor
responds to the actual track layout, and con
thereby has been accepted by a train, and conse
trolling buttons or levers are located on the min
iature track layout at points corresponding to the
location of signals along the actual track. In
such as the alignment of other desired routes.
However, in some instances, it may be desirable
to allow a second train to follow over the same
after cause a signal to clear allowing a train to
route and consequently it is undesirable to auto
matically cancel the route alignment when ac
cepted by the ?rst train. It is therefore proposed
to provide an initiating button of the above type
which, when operated to align a route, is mag
netically retained and automatically released as
stated, unless it is further operated in a distinc
tive manner which mechanically retains its de
pressed position until released by the reverse
traverse such route providing that it is safe to
manual operation.
do so.
It is also proposed to provide an initiating but~
ton of the above type which may be distinctively
operated manually to select which of a plurality
of signal aspects is to be displayed over the route
selected thereby. More speci?cally, it is proposed
order to establish a'route or a train movement
in a particular direction over the represented
track layout, the operator merely operates the
controlling buttons at the two opposite ends of
the desired route which serves to both effect the
operation of all the track switches involved in
that route to their proper positions and to there
A means for establishing these routes has usu
ally taken the form of two controlling buttons
at each end of each route, one of these buttons
being rotatable and mechanically retained in. its
last operated position which may be termed the
entrance or initiating button, while the other is
usually a self-restoring push button which may
be termed the exit or completing button. The
entrance and exit buttons at one end of each
40 route are usually separate units, and although
they are associated physically by their adjacent
location in the track diagram, these two buttons
are actually associated with different route direc
tions and are not operated in combination to
establish any one route. In aligning a route, the
operator in such an arrangement must turn the
initiating button at the entrance end of the de
sired route and then press the completing button
at the other or exit end, and after‘ a train move
' ment has been completed over the route, the op
erator must then return the initiating button to
its normal position before aligning another route.
In accordance with the present invention, how
ever, it is proposed to provide an improved means
for aligning routes in an interlocking system of
15
quently is free to proceed with other operations
to provide a controlling means as stated above ‘
wherein the initiating button may either be, de
pressed to select the normal signal over the route
selected thereby and automatically released, or
mechanically retained by turning when in its de
pressed position, or if it is desired to select a
different character of signal over the same route
such as a call-on signal, the initiating button may
be turned rather than depressed.
40
-
Still other objects, purposes and characteristic
features of the present invention will be obvious
as the description thereof progresses, during
which references. will be made to the accompany
ing drawings, in which:—
Fig. l is an enlarged sectional side elevational 50
View of one form of a manual controlling means
arranged in accordance with the present inven
tion.
Fig. 2 is a plan view of a portion of the control
means shown in Fig. 1 with the contact arrange 55
2
2,121,798
ment developed as upon a ?at surface to more
clearly show the arrangement thereof.
Fig. 3 shows in a simpli?ed and conventional
manner one application of the present controlling
means to an interlocking system for railroads.
Fig. 4 shows a modi?cation which may be made
in the arrangement shown in Fig. 3.
In Fig. l of the accompanying drawings, the
present controlling means is illustrated as mount
10 ed on a vertical control panel 5 which may have
a diagram of the associated railway track suit
ably marked on the face thereof in the usual
manner. A terminal board or insulating panel
‘I is also shown spaced to the rear of the control
panel 5, which terminal board ‘I is preferably
permanently mounted and carries thereon suit
able wire terminal means which are detachably
connected to the contacts of the present control
ling means, as will be later described.
The controlling means is illustrated as com
prising a cylindrical case I0 of suitable insulat
ing material such as moulded phenolic compound,
the front portion of the case I!) being of a re
duced diameter and extending through a hole in
the terminal board ‘I with the extreme front end
of a further reduced diameter forming a shoulder
engaging the rear surface of panel 5. A clamp
ing nut I I is threaded on the front end of the
case l0 against the front surface of panel 5,
whereby case It‘! is jointly supported by the two
‘ panels 5 and ‘I in a cantilever manner.
A hollow shaft member I2 extends longitudi
nally through the case II), the front portion of
energized, the armature NS is then retained
against the core 30 and the outer member 3|, to
hold the outer hollow shaft I2 in its rearward
or right hand position against the biasing force
of spring I3. However, when winding S is de
energized, it will be clear that armature NS is
released and spring I3 returns shaft I2 to its
forward outer position, or it is contemplated that
it will also be possible to manually restore the
shaft I2 to its forward position by pulling for 10
wardly on knob NB, even though the winding S
is energized.
The rear end of the outer hollow shaft I2 ex
tends beyond the rear end of case I0 and carries
a disc 35 of insulating material mounted concen 15
trically thereon by a nut 36. The disc 35 car
ries sectors or metal contact pieces, such as A
shown in Fig. 1, embedded therein and cooperat~
ing with low resistance contact points of contact
?ngers, such as C in Fig. 1, arranged longitudi 20
nally in spaced parallel relationship around the
outer surface of the enlarged rear portion of
case 10.
The rear end of the inner shaft 28 extends be
yond the rear end of the outer shaft I2, and car
ries a disc 38 of insulating material between two
nuts 39 threaded thereon, which disc 38 carries
a metal contact ring M cooperating with low re
sistance contact points of certain contact ?ngers,
such as ?ngers O and P in Fig. l, which ?ngers 30
are longer than the fingers such as C cooperating
with disc 35, but are arranged on case II) in the
same manner. The ?ngers such as C, O and P
shaft I2 being of an enlarged diameter forming ‘
are retained at the front and rear ends of the
a shoulder engaging the front end of a compres
enlarged portion of case II] by screws 40 threaded
' sion spring I 3, the rear end of the spring I3 en
therein, the rear screws 40 being threaded into
gaging a bushing I4 surrounding the smaller di
ameter of shaft I2 and retained within the case
I0 by a transverse pin I5 resting in an outer an
“‘ nular groove in bushing I4. The shaft I2 is thus
biased by outer spring I3 to a position limited by
a transverse pin I8 carried by the case I0 and
passing through slots I9 in the enlarged portion
of the hollow shaft I2. These slots I 9 are shaped
as indicated in Fig. 2 to permit either a longitu
dinal rearward movement or a turning move
ment of the shaft I2 relative to the case Ill. The
front end of shaft I2 extends beyond the end of
case l0 and carries a knob NB shaped as shown
50 in Fig. 3 and removably secured thereto‘ by a
screw 2|.
The enlarged front end portion of the hollow
shaft I2 surrounds an inner push button plunger
XB extending through the front end of knob 20
65 as shown.
The rear portion of plunger XB is
hollow to enclose a compression spring 24 which
engages pin IE to bias the plunger toward its
outer position, which position is limited by slots
25 in the plunger 22 permitting only longitudi
60 nal ‘motion thereof.
The rear end of plunger XB
is suitably attached to a shaft 28 extending rear
wardly through the center of the hollow shaft I2.
The enlarged rear portion of case Ill encloses
an iron-clad electromagnet comprising a wind
66 ing S around a hollow magnetic core 30, vwhich
core 30 surrounds the outer shaft I2 and is at
tached at its rear end to a magnetic cup-shaped
outer member 3! by a nut 32 threaded thereon.
A disc NS of magnetic material is attached con
70. centrically to the outer shaft I2 to comprise an
‘ ' armature coacting with this electromagnet.
In
this manner, the magnetic disc or armature NS
1a
is moved rearwardly to a position completing the
magnetic circuit around winding S when the
knob NB is depressed, and with the winding S
a ring 42 of insulating material closing the end
of‘case I0, which ring 42 also serves to space the
electromagnet by a nut 43 threaded on the rear
end of the core member 30.
The front ends of all the contact ?ngers such
as C, O and P in Fig. 1 extend beyond the front
end of the enlarged portion of case ID to form
prongs which are plug connected to stationary
terminal means arranged on the terminal board
‘I. These stationary terminal means each com 45
prise two spring contacting strips 45 permanently
attached to the front surface of panel ‘I by a hol
low rivet 46, the free end of these strips being
separated and extended through holes in panel
‘I with pressed-out contact surfaces engaging op 50
posite sides of the extending end portion of con
tact ?ngers such as C and O. The electrical
conductors such as conductor 48 which connect
the present controlling means with the other ap
paratus of the system are permanently connected
to these terminal means such as by soldering
within the hollow rivets as shown.
In this manner, it will be clear that by remov
ing nut II and knob NB, the present controlling
means may be quickly and conveniently removed
from the rear of its supporting panels 5 and 1
without disturbing the arrangement of electrical
conductors on the terminal means of panel 1.
Likewise, it will be clear that if the front panel
5 is removable, the electrical conductors such as
28 may be easily arranged on the terminal means
of panel 1 before the control device is installed,
thus permitting better workmanship, and permit
ting access to the various circuits for inspection
70
or testing.
In Fig. 2 of the accompanying drawings, the
two concentric shafts I2 and 28 are shown at~
tached to the respective members 35 and M oper
ated thereby, the members 35 and M being illus
II
2,121,798
trated as laid out or developed on a ?at surface
to show the manner in which they cooperate with
the contact ?ngers. It may also be seen in Fig.
2 which is a plan view of portions of the device
shown in Fig. 1, how the slots it are arranged in
the outer shaft l2, or that is, the slots l9 receiv
ing the stationary pin it permit the knob NB to
be turned in a clockwise direction from its nor
In Fig. 3 of the accompanying drawings, a sim
pli?ed circuit arrangement is shown as compris
ing one type of railway interlocking system in
which the present controlling means may be em
ployed. In this system the particular contact ar
rangement shown in Fig. 2 is employed, the con
tact ?ngers and movable contacts being repre
sented in a very diagrammatic and conventional
mal illustrated position, which may be considered
to move the developed representation ofrdisc 35
longitudinally in a downward direction in Fig. 2.
Likewise, it will be seen that the shaft l2 may be
manner and cross referenced to the actual ar~
rangement thereof shown in Fig. 2, it being 10
understood of course that the particular contact
arrangement is shown merely for illustrating its
moved longitudinally from its illustrated position
which accordingly moves the disc 35 trans
versely to the right.
In Fig. 2 it may be seen that the slot i9 is so
shaped that when the shaft i2 is pushed longi
tudinally to the right, it may then be turned
slightly in a clockwise direction, whereupon it is
mechanically retained in this position against the
action of spring l3 until it is manually turned
back in a counterclockwise direction, regardless
of the energization or deenergization of the elec
tromagnet winding S. However, this turning
25 movement of shaft it when in its depressed or
right hand position is slight as compared to the
turning movement permitted when in its normal
position, and consequently the movement of the
disc 35 for mechanically latching the shaft i2 is
not sui?cient to change the circuit control set up
on the contact ?ngers, but the turning of shaft
l2 when not depressed does sui?ciently move the
disc 35 to open certain circuits through the con
tact ?ngers and to close others.
In Fig. 2, the end portions only of the con
35
tact ?ngers are shown above the representation
of the discs 35 and M, and likewise are repre
sented as laid out or developed on a flat surface,
although it is understood that these ?ngers are
40
actually assembled in spaced parallel relationship
around the outer surface of case Ill.
The disc 35
operated by knob NB through shaft i2 is illus
trated as provided with three contact sectors A,
F, and J, the longer sector A cooperating with
45 contact ?ngers B, C, D and E, the sector F cooper
ating with ?ngers G and H, and the sector J co
operating with ?ngers K and L.
With the disc 35 in its illustrated position, the
sector A electrically connects ?ngers B and C
only at their low resistance contact points, while
50
sectors F and J do not engage low resistance
points and consequently do not connect the two
?ngers respectively cooperating therewith.
3
{ow
ever, when the shaft it or knob NB is pushed
55 longitudinally to the right, ?nger Bis disengaged
from ?nger C but ?nger C is connected to ?nger
D at their outer contact points, and likewise ?n
gers G and H are connected by sector F. When
the knob NB is turned in a clockwise direction
from its normal illustrated position, the disc 35
is moved downward longitudinally to disconnect
?nger B from ?nger C but to connect ?nger G
to ?nger E, and likewise ?nger K is connected to
?nger L by sector J.
application to the particular system of Fig. 3,
and that various other organizations and combi
nations of contact ?ngers and movable contacts 15
may be provided to conform with the require
ments of other circuits or of other types of sys
tems.
A front view of a portion of the panel 5 of
Fig. l is shown in Fig. 3 having a simple track 20
diagram suitably marked thereon corresponding
to an actual track layout illustrated diagram
matically at the right of Fig. 3. This track lay
out comprises a straight stretch of track includ
ing a track switch TS power operated by a switch 25
machine SM for allowing movements to and
from a stretch of track diverging from this
straight portion. Suitable east bound signals
IAS, IBS and 508 have been illustrated diagram
matically as governing train movements in an 30
east bound direction over the track switch TS, the
high arm signal IAS being associated with high
speed movements over the normal straight
through route with switch TS in its normal posi
tion, the low arm signal IBS being associated 35
with slower speed movements over the track
switch TS in its reverse position, while ICS is a
call-on signal for permitting movements into this
portion of track when occupied by a train, such
movements being for the purpose of switching or 40
the like. Similar signals 2S and 3S are also illus
trated for governing train movements in the west
bound direction, the signal 2S being associated
with straight through movements with switch TS
in its normal position while signal its is associated 45
with movements from the diverging track to the
main track with switch TS in its reverse position.
A manual controlling means I is located on the
track diagram of panel 5 at a point corresponding
to the location of signals iAS, lBS and lCS along 50
the actual track, this controlling means compris
ing an outer controlling button N'Bl which may
be depressed or rotated and a concentric inner
button X131 which may be depressed only, or in
other words, this controlling device i is con
structed as shown and described in connection
with Fig. i and Fig. 2. Similar controlling de
vices 2 and 3 are likewise located on the diagram
at points corresponding to the location of signals
is and 3S respectively, but the outer buttons of 60
these devices 2 and 3 need not be rotatable as will
be later pointed out. In Fig. 3, the contacts have
been shown in a very diagrammatic manner with
dotted lines connecting the multiple contacting
members with the manual means by which they
The center plunger XB is illustrated as con— '
65
are operated, the contacts, windings and arma
nected by shaft 28 to a development view of con
tact ring M which is movable only to the right as tures illustrated in Fig. 3 being given the same
reference letters employed to designate the actual
previously described. The contact ring M coop
erates with ?ngers N, O, P and
the ?ngers construction thereof shown in Fig. 2 and dis—
tinctive exponents have been assigned thereto 70
70 N and 0 being electrically connected and ?ngers corresponding to the particular controlling means
P and Q disconnected by ring M in its normal
i, 2 and 3.
'
illustrated position, and when the plunger X3
Two stick neutral-polar relays NR and RR are
is depressed, the contact ring M is moved to the
shown at the controlling location which are dis
right to disconnect ?ngers N and O and to con—
tinctively energized according to the various com 75
nect
?ngers
P
and
Q.
75
4
2,121,798
binations of operations of the manual controlling
means I, 2 and 3. These NR and RR relays may
be termed route relays, relay NR being associated
with routes over the track switch TS in its normal
position while relay RR is associated with routes
over switch TS in its reverse position.
The condition of the route relays NR and RR
is effective to control the track switch TS through
the medium of a switch control relay WZ, and
10 likewise to control the clearing of the signals
through the usual signal control relays IGZ, ZGZ
and 3GZ, the call-on signal ICS being under the
control of relay ICZ as will be later described.
A polar relay WP is indicated by dotted lines as
repeating the position of track switch TS in the
usual manner, or that is, relay WP is energized
with one polarity when switch TS is in its normal
locked position and with the reverse polarity
when the switch is in its reverse locked position
and is deenergized when the switch is unlocked
or in operation. This WP relay may, for ex
ample, be controlled in the manner shown in
Patent No. 1,517,236, granted to C. S. Bushnell,
on November 25, 1924. The straight and the
diverging portion of the illustrated track forms a
single track section and is provided with a track
circuit in the usual manner which has not been
shown in detail, but it is to be understood that
30
relay T is the usual normally energized track
relay arranged to be deenergized by the entrance
of a train into this track section.
In the circuit diagram of Fig. 3, the symbols
(+) and (—-) are employed to indicate the posi
tive and negative terminals respectively of a suit
able battery or other source of electrical energy,
and the symbols (13+) and (B-) indicate op
posite extreme positive and negative terminals
respectively of a source of electrical energy hav
ing a center or intermediate tap designated by
the symbols (CN) and the circuits with which the
latter symbols are used may have current ?owing
in one direction or the other depending upon the
particular terminal used in combination with the
center tap (ON).
In describing the operation of the present
system in Fig. 3, it will be clear that each of the
controlling devices I, 2 and 3 comprise two
manually operable buttons, the outer button NB
being associated with the entrance end of a route
60 and consequently may be termed the entrance
button, while the inner button XB is associated
with the exit end of a route and consequently may
be termed the exit button. It will ?rst be con
sidered that the operator desires to establish an
east-bound main line route, or a route from left
to right on the straight portion of the track
diagram, and consequently he ?rst depresses the
entrance button NB1 and next the exit button
){BZ
When the entrance button N131 is depressed, the
armature NSl is moved into engagement with the
lo
magnet winding S1, and the movable contact F1
is moved downwardly to complete an energizing
circuit for winding S1 which may be traced from
(-|-), contacts G1 and H1 connected by movable
contact member F1 in its depressed or lower posi
tion, through the winding S1, contacts 01 and N1
connected by movable contact member M1 in its
upper position, wire 60, and through front con
tact 6| of track relay T, to (—). The energiza
tion of winding S1 obviously retains the entrance
button NB1 in its depressed position, and when
the exit button X132 is pressed, an energizing cir
cuit for relay NR is completed from (+),
through a resistance unit 63, contacts D1 and C1
connected by contacting member A1 in its lower
position, through the windings of relay NR, back
contact 64 of relay RR, contacts C2 and 132 con
nected by contacting member A2 in its upper posi
tion, contacts Q2 and P2 connected by contacting
member M2 in its depressed or lower position
to (—).
The operation of entrance button NBl followed
by the operation of exit button XBZ then ener
gizes relay NR with current flowing from left to
right through its windings, which, it will be con
sidered, operates its polar contacts to their right
hand position, and picks up its neutral armature.
The exit button X82, however, is self-restoring
so that the above pick up circuit for relay NR
is only momentarily completed, and thereafter
relay NR is held up over a stick circuit from (+),
through resistance unit 63, contacts D1 and 01
connected by contact member A1 in its lower posi
tion, through the windings of relay NR, back con
tact 64 of relay RR, polar contact 66 of relay NR
in its right hand position, and through front con
tact 61, to (-—).
The polar switch control relay WZ is now
energized over a circuit from (B+), through ~>
front contact 10 of relay NR, line wire ll,
through the windings of relay WZ, to the center
tap (ON). This energizing circuit positions the
polar contact 12 of relay WZ to the right, which
in the usual manner effects operation of the track '
switch by switch machine SM to its normal posi
tion over a control circuit which has been indi
cated by dotted line NC. When the track switch
TS assumes its normal locked position, the switch
repeating relay WP is energized to operate its
polar contacts to the right and to pick up its 33
neutral armature in the usual manner.
A circuit is then completed for energizing the
signal controlling relay IGZ from (+), through
neutral front contact 15 of relay NR, polar con—
tact 16 of relay NR. in its right hand position, line
wire 17, polar contact 18 in its right hand position
and front contact 19 of relay WP, through the
windings of relay lGZ, to (—-). The picking up
of relay IGZ completes a circuit for clearing sig
nal IAS from (+), through front contact 86 of
track relay T, back contact 8| of relay ICZ, front
contact 82 of relay IGZ, polar contact 83 of re
lay WP in its right hand position, and to signal
IAS as indicated by dotted line 84. The clearing
of signal IAS then allows a train to traverse the
route thus aligned, and as soon as such train
passes signal IAS, the track relay T is dropped
to open the energizing circuit for magnet wind
ing S1 at contact 6|, thereby releasing the en
trance button NB1 which returns to its normal
outer position and opens the stick circuit for relay
NR at contact D1.
If the operator desires to establish this same
route in the opposite direction, the entrance but
ton NB2 is depressed ?rst and then the exit but
ton X131 is depressed, in which case the entrance
button NB2 is retained in its depressed position
by the attraction of armature N82 by the magnet
winding S2 energized over a circuit from (+), )5
through contacts G2 and H2 connected by mem
ber F2 in its lower position, through winding S2,
contacts 02 and N2 connected by member M2 in
its upper position, wire 60, and through front
contact SI of relay T, to (—-). The same route
relay NR is then picked up upon the depression
of button XB1, but with a different direction of
current, the energizing circuit for relay NR now
being from (+), through a resistance unit 86,
contacts D2 and C2 connected by A2, back contact
2,121,798
64 of relay RR, through the windings of relay NR,
contacts C1 and B1 connected by A1, and through
contacts Q1 and P1 connected by M1, to (—).
Relay NR is now held up after exit button XB1
is released over an obvious stick circuit completed
by the operation of polar contact Eli to its left
hand position connecting the left hand side of the
winding of relay NR to (—) in an obvious man
ner. The energization of the normal route of re
10 lay NR of course calls for a normal position of
track switch TS the same as before, and conse
quently the switch control relay W Z and relay WP
remain in the same energized position. However,
the left hand position of the polar contacts of
relay NR now picks up relay ZGZ over a circuit
from (+), through neutral front contact ‘l5 and
polar contact 16 in its left hand position of relay
NR, line wire 88, polar contact 89 in its right hand
position and neutral front contact 90 of relay
WP, and through the windings of relay ZGZ, to
(-—) .
The west bound signal 2S is then cleared over
a circuit indicated as including front contact 92
5
(—) . The picking up of relay IGZ with the polar
contacts of relay WP in their left hand position
clears signal lBS over a circuit including front
contact 80 of relay T, back contact 8! of relay
lCZ, front contact 82 of relay lGZ, polar contact
83 of relay WP in its left hand position, and to
signal lBS as indicated by dotted line N15.
The clearing of signal IBS allows a train to
traverse this diverging route over track switch TS
in its reverse position, and as soon as such a train 10
passes the signal IBS, the entrance button NB1 is
released the same as before by deenergizing wind
ing S1 at front contact 6| of relay T, which in
turn deenergizes relay RR at contact D1.
However, if it is desired to align this diverging
route in the opposite or west bound direction, the
entrance button NB3 is first pressed and then exit
button XBl is pressed. The entrance button N133
is retained in its depressed position by the attrac
tion of its armature NS3 due to the energization
of winding S3 over a circuit which will now be
obvious from the previous descriptions of the
energizing circuits of winding S1 and S2. Relay
of track relay T and front contact 93 of relay
RR is then energized with a reverse direction of
25 ZGZ, thereby allowing a train to traverse the route
current upon the depression of exit button XB1
thus aligned. In a similar manner, the entrance
button NB2 is released when a train passes signal
over a circuit from (+) , through a resistance unit
25 to drop track relay T and deenergize magnet
winding S2 at contact 6|, thereby releasing the
30 retaining armature N82, and the release of the
entrance button NB2 opens the stick circuit for re
M1, to (—). Relay RR is retained energized after
lay NR at contact D2.
Now considering that the operator desires to
the exit button X3 is released by a stick circuit
connecting the left hand side of its windings to
(—) through its polar contact 98 in its left hand
position and through its neutral front contact 91. 35
align an east bound diverging route over track
switch TS, it will be clear that entrance button
N181 is ?rst pressed and then exit button X133 is
pressed. The entrance button NBl is then re
tained by the energization of winding S1 over the
same circuit as previously described, and when
the exit button X33 is pressed a pick up circuit is
completed for the reverse route relay RR from
(+), through resistance unit 63, contacts 1)1 and
C1 connected by A1, back contact 95 of relay NR,
through the windings of relay RR, contacts C3
and B3 connected by A3, and contacts Q3 and P3
connected by M3, to (—). Relay RR is thus ener
gized by current ?owing from left to right through
its windings which operates its polar contacts to
5:1 0
the right to complete an obvious stick circuit
connecting the right hand side of its windings to
(-—) through its polar contact 96 in its right hand
position and through its neutral front contact 97,
thereby retaining relay RR energized after the
exit button XB3 is released.
The picking up of the reverse route relay RR
energizes the switch controlling relay WZ with
a reverse direction of current flowing from the
(ill
lllll, contacts D3 and 03 connected by A3, through
the windings of relay RR, back ‘contact 95 of re
lay NR, through contacts 01 and B1 connected by
A1, and through contacts Q1 and P1 connected by 30
‘center terminal (CN), through the windings of
relay WZ, line wire ‘H, and through front con
tact 99 of relay RR, to (B—). Contact ‘E2 of relay
WZ is then operated to its left hand position to
effect operation of the track switch TS to its re~
verse position by operating switch machine SM
over a reverse control circuit indicated by dotted
” line RC. When the track switch TS is in its
reverse locked position, relay WP is energized with
a reverse direction of current to pick up its
neutral armature and operate its polar contacts
to their left hand position.
The signal control relay M712 is now energized
from (+), through neutral front contact llll and
polar contact N2 of relay RR in its right hand
position, line wire Hi3, polar contact l3 in its left
hand position and neutral front contact 19 of re
lay WP, through the windings of relay IGZ, to
The energization of relay RR again calls for
the reverse position of track switch TS and con
sequently relay WP remains energized with a
polarity operating its polar contacts to their
left hand position. However, the relay RR is now 40
energized with a reverse direction of current op
erating its polar contact to their left hand posi
tion, which completes a circuit energizing signal
control relay ZGZ from (+), neutral front con
tact NH and polar contact I62 of relay RR in 45
its right hand position, line wire Hi6, polar con
tact I01 in its left hand position and neutral
front contact I08 of relay WP, and through the
windings of relay 3GZ, to (—).
The picking up of relay 3GZ clears signal 3S 50
over a circuit including front contact 92 of
track relay T and front contact H19 of relay 3G2.
The clearing of signal 3S allows a train movement
in a west direction over track switch TS in its
reverse position, and such a train movement re
leases the entrance button NB3 by deenergizing
its retaining winding S3 at open front contact
‘Bl of track relay T, which in turn opens the
stick circuit for relay RR at contact D3.
In this manner it may be seen that the con
60
trolling devices I, 2 and 3 can be operated or
depressed in various combinations to align any
desired normal route in the present embodiment.
However, as previously stated, it is sometimes
desirable to establish a route for abnormal train
movements or, for example, to allow a train to
enter a route already occupied by another train
by the use of a call-on signal. In the present
disclosure, only one of the controlling means, or
control button I is employed to provide a call-on 70
signal, but it will be clear that the other buttons
2 and 3 could be similarly arranged if desired.
The entrance button NB1 in Fig. 3 is rotatable in
a clockwise direction when in its outer position as
previously described in connection with Fig. 1 75
6
2,121,798
and Fig. 2, and consequently when the operator
desires to provide a call-on signal indication or
to clear signal ICS, the entrance button NB1
is turned in a clockwise direction and either exit
button X32 or exit button X53 is pressed to al
low such a train movement either on the normal
or diverging routes. It will be noticed in Fig. 3
that (+) is connected to contact E1 as well as
contact D1, and it is considered that the movable
10 contact A1 is operated to the left by rotation
of button NB1 which connects contact E1 with
contact C1 so that (+) is connected to contact
C1 when the button NB1 is turned the same as
when it is depressed.
It will then be clear that the turning of the
entrance button NB1 allows the selective energi~
zation of either route relay NR or RR accord
ing to the subsequent pressing of either exit
button KB2 or XBI1 in the same manner as when
20 the entrance button N131 is depressed.
Conse~
quently in aligning a call-on signal route for al
lowing an east bound train movement, the signal
control relay IGZ will be energized in the same
manner as in aligning a route for a normal
east bound train movement. However, a mov
able contact J1 is operated to the left by rota
tion of the entrance button NB1 to connect con—
tacts K1 and LI thereby energizing the call-on
signal control relay IGZ over an obvious circuit
30 including line wire H0. The energization of re
lay ICZ clears the call-on signal ICS as indi—
cated by the circuit from (+), through front
contact III of relay ICZ, front contact H2 of
relay IGZ, and to the signal ICS as indicated by
35 dotted line H3.
It will be clear that the picking up of the
call-on control relay IGZ permits the call-on
signal to be given when a train occupies a par
ticular route as such signal control does not
49 include a front contact of track relay T as do
the control circuits for signals governing the
higher speed train movements. It will also be
clear that the picking up of the call-on signal
controlling relay ICZ prevents clearing of the
other east bound signals IAS and IE8 as their
controlling circuits include back contact 8| of
relay ICZ.
It will now be clear from the foregoing de
scription of the operation of the present system
shown in Fig. 3 that the present controlling
operator to start the alignment of a route by
operating the entrance button at any time after
the train enters the previously established route
and before such train has fully traversed this
previously established route. The above opera
tion may be provided by modifying the system
shown in Fig. 3 in the manner shown in Fig. 4,
which modi?cation may be brie?y described as
providing a means for controlling the energizing
circuits for the retaining magnet windings S1, "C.
S2 and 53 whereby these energizing stick cir
cuits are only momentarily opened when a train
enters the associated track section to drop track
relay T, thus releasing the retaining armatures
NS1, N82 and N33 but permitting reenergization 15
of the windings S1, S2 and S3 by pressing the
associated entrance button even while the track
relay T is still dropped.
More speci?cally, it may be seen in Fig. 4 that
the same track relay T is shown as in Fig. 3 which 20
controls the energization of the windings S1, S2
and S3 over the wire BI] and through its front
contact 6| in the same manner.
However, in
Fig. 4, a slow releasing track repeating relay
TP is provided and normally energized through
front contact I20 of relay T, and a back contact
I21 of relay TP is provided in multiple with
front contact SI of relay T.
In such an arrangement, a train upon entering
an aligned route drops relay '1‘ and before the 80
slow repeating relay TP drops, the stick ener—
gizing circuits for magnet windings S are open at
front contact 6| the same as described in Fig. 3 to
release the retaining armatures NS. However, the
subsequent dropping of relay TP shunts around
the open front contact 6| thus permitting any of
the windings S to be immediately energized by
pressing the associated entrance button N13 to
close its circuit through stick contacts G, H and
F although a train may still be shunting relay T. .
In other words, the arrangement in Fig. 4 mo
mentarily opens the stick circuit for windings F‘
only when a train enters a route but does not
likewise open the circuit when the train departs
from this route as front contact 6| of relay T
will then have closed before back contact IE! of
relay TP opens.
It is also contemplated that an operator may
for some reason desire to manually cancel an
means permits the operator to establish various
normal routes in a railway interlocking system
aligned route, or that is, to release an entrance 50
button NB to change a route or the like before it
by merely de?ning the two ends thereof, or by
manually pressing the proper entrance and exit
buttons, the route thus manually established
being retained by magnetically sticking the en
trance button in its depressed position until a
which retains the associated entrance button NB
has been shown as including normally closed con 55
tacts O, N and M of the exit button concentric
train moves over the established route to de
energize
60 lease the
tem to a
operator
the magnetic sticking means and re
entrance button which restores the sys
normal condition. In this manner, the
is relieved of the otherwise necessary
operation of operating the entrance button back
to its normal position to restore such normal con
65 dition, and consequently he may direct his at
tention to subsequent train movements, or in
other words the operator in such an arrangement
is only concerned with establishing routes which
he can start as soon as the train traversing the
previously established route has departed from
the track section controlling the releasing of the
entrance button next to be operated.
‘It is believed, however, that the establishing
of routes in the above system may be further
75 expedited by providing means permitting the
is accepted by a train. Consequently in Fig. 3,
the energizing circuit for each of the windings S
therewith, whereby it will be clear that the de~
pression of the exit button which is physically as
sociated with the depressed entrance button will
immediately release such entrance button by
opening its ‘energizing stick circuit at contacts
O--N—-M.
It will of course be clear that the entrance but
ton and the exit button concentric therewith are
never both depressed in the process of aligning 65
a route, and consequently such an arrangement
provides a convenient method of releasing a de
pressed entrance button in the event the operator
desires to change a route or the like. However, 70
the above cancelling means is merely a re?ne
ment in the system, as it was previously stated
that the entrance button NB could be forcefully
restored from its depressed position by pulling
outwardly, and consequently in some cases the
7
2,121,798
contacts 0, N and M could be omitted from the
energizing circuits of the associated windings S.
cuit-controlling button and a concentric depress
ible inner circuit-controlling button, means for
It is some times desirable to retain an estab
lished route after a train has passed thereover,
such as to permit a second train to traverse the
same route for example. Consequently the en
trance buttons NB have been so arranged that if
the operator desired to prevent the automatic re
leasing thereof, he merely turns the knob NB
slightly after it has been depressed, thus mechan
ically retaining such a depressed position thereof
until he manually restores a normal condition by
turning in the opposite direction. This turning
movement for mechanically locking the button
NB in its depressed position, however, does not
move the contacts such as A1 and J1 in Fig. 3
suf?ciently to the left to close the circuits which
are closed thereby when the button NB is turned
to provide a call-on signal indication as pre
viously described.
In describing the operation of the present man
ual controlling means, attention has been direct
ed only to the speci?c system shown in Fig.
3, but it is to be understood that the particular
arrangement shown in Fig. 3 has been employed
merely to illustrate one manner in which the
present controlling means may be employed in an
interlocking system. The speci?c circuit means
for executing the conditions established by the
30 manual controlling means, such as the means for
effecting the control of the track switch and the
control of the signals according to the established
energization of the route relays, has not been
shown in detail as there are many well known
35 methods of accomplishing such control. The
wayside signal clearing circuits and the switch
operating circuits, for example, have merely been
indicated by dotted lines connecting these de
vices with the relay contacts which are directly
involved in the present description of the opera
tion, but it is to be understood that these circuits
will in practice be also controlled by other devices
such as lock relays, track relays of adjacent track
sections and the like, all in accordance with well
recognized principles of railway signalling.
In other words, the above rather speci?c de
scription of one form of the present invention is
given solely by the way of example, and is not
intended in any manner whatsoever in a limiting
50 sense.
It is also to be understood that various
modi?cations, adaptations and alterations may
be applied to the speci?c form of the controlling
means shown in Fig. 1 and Fig. 2 in order to meet
the requirements of practice, without in any man
ner departing from the spirit or scope of the
present invention, except as limited by the ap
establishing each route over the track layout by
depressing the outer circuit controlling button for
the entrance to such route and the inner circuit
controlling button for the exit of such route,
magnetic means controlled by traf?c over each of
said routes for retaining the outer circuit-con
trolling button for the entrance to that route in
its depressed position until a train passes into 10
such route, and manually selective mechanical
means for retaining each outer circuit controlling
button in its depressed position until manually
restored irrespective of said magnetic means.
3. In a traf?c controlling system for railroads,
manually operable means comprising an outer
control button and an inner concentric control
button, electromagnetic means for retaining the
outer control button in its operated position, and
an energizing circuit for the electromagnetic 20
means ‘including contacts closed by the outer
control button in. its operated position and con
tacts closed by the inner control button in its
normal position.
4. In a traf?c controlling system for railroads, 25
manually operable means comprising an outer
control button and an inner concentric control
button, electromagnetic means for retaining the
outer control button in its operated position,
and circuit means controlled by train movements 30
for causing the electromagnetic means to release
the outer control button.
5. In a. trai?c controlling system for railroads,
manual controlling means comp-rising an outer
control button and an inner control button, elec 35
trom-agnetic means for retaining the‘ outer‘ con
trol button in its operated position, an energizing
circuit for the electromagnetic means including
contacts closed by the outer control button. in
its operated position, tramc controlling devices
40
controlled by operation of the outer and inner
control buttons, and means for momentarily
opening the energizing circuit for the electro
magnetic means by a train movement governed
by said tra?ic controlling devices.
6. In a traffic controlling system for railroads,
manual controlling means, electromagnetic
means for retaining the manual controlling
means in its operated position, an energizing
circuit for the electromagnetic means including 50
contacts closed by the manual controlling means
in its operated position, traffic controlling de
vices controlled by operation of the manual con
trolling means, and means for momentarily
opening the energizing circuit for the ‘electro
magnetic means by a train movement governed
pended claims.
by said tr'af?c controlling devices.
What I claim is:
1. In an interlocking system for railroads, a
track layout and a miniature track diagram cor
responding thereto, a plurality of manually op
erable controlling means on the track diagram
each comprising an outer circuit-controlling but~
ton and a concentric inner circuit-controlling
button, means for establishing routes over the
track layout having a plurality of different routes,
a plurality of signals for governing tra?ic through 60
the track layout over the different routes in op
posite directions, a miniature track diagram cor
responding to the track layout, manually oper
able self~restoring entrance buttons located on
the track diagram at points corresponding to A
each of said signals, a manually operable self
restoring exit button arranged within. each en-
track layout by operation of the controlling
means, and magnetic means controlled by traf?c
over said routes for retaining each outer circuit
controlling button in its operated position.
2. In an interlocking system for railroads, a
70
track layout having switches and signals and a
miniature track diagram corresponding thereto,
a plurality of manually operable controlling
means on the track diagram for each of said sig~
nals and each comprising» a depressible outer cir
7. In an interlocking system for railroads, a
trance route button, a polar route re.ay corre
sponding to each route over the track layout,
means for energizing each route relay with one 70
direction of current or with another direction of
current in accordance with the joint operation of
the entrance button at one end of the route and
the exit button at the opposite end of the route
with the direction of current flow determined by 75
8
2,121,798
the end at which the entrance button is oper
ated, electro-magnetic means retaining each en
trance route button in its operated position, stick
circuit means for maintaining each route relay
energized while the associated entrance route
button is in its operated position, means con—
trolled by each route relay for aligning its route
over the track layout and clearing the signal for
such route at the end corresponding to the oper~
ated entrance button, and means for releasing
each entrance button from its operated position
when a train enters an associated route over
which the associated signal governs traffic,
whereby a signal is maintained cleared until a
route is accepted by a train. and is then auto
matically put to stop.
8. In an interlocking system for railroads, a
track layout having a plurality of different
routes, a plurality of signals for governing tra?ic
a through the track layout, a miniature track dia
gram corresponding to the track layout, self
restoring entrance route buttons on the track
diagram at points corresponding to the location
of the signals, a self-restoring exit button con
centrically arranged within each entrance route
button, means for establishing each route of the
track layout and clearing the signal governing
tra?ic over such route by depressing the entrance
route button at the entrance end and the exit
30 route button at the exit end of such route, said
route establishing means remaining effective so
long as the entrance button governing that route
remains in a depressed position, and electromag
netic means for each entrance button e?ective to
maintain such entrance button in its depressed
position until a train enters the route established
thereby.
9. In an interlocking system for railroads, a
track layout having a plurality of different
40 routes, a plurality of signals for governing traffic
through the track layout, a miniature track dia~
gram. corresponding to the track layout, entrance
route buttons on the track diagram at points
corresponding to the location of the signals, an
exit route button concentrically arranged with
in each entrance route button, means for estab
lishing each route and clearing a norm-a1 signal
governing train movements over that route of
the track layout by depressing the entrance route
50 button at the entrance end and the exit route
button at the exit end of such route, means for
establishing each route and clearing a call-on
sign-a1 governing train movements over that route
of the track layout by turning the entrance
button at the entrance end and pressing the exit
button at the exit end of such route, and electro
magnetic means for retaining each entrance but
ton in its depressed position until a train enters
the route established thereby, whereby a normal
signal is automatically put to stop but a call-on
signal is manually put to stop.
10. In an interlocking system for railroads, a
track layout capable of forming a plurality of
routes, signals for governing tra?ic over said
routes, self-restoring manually operable control
means associated with the ends of said routes,
route control means responsive to the joint oper
ation of said manually operable control means
for only the opposite ends of a particular route
effective to set up that route and to clear its
signal, stick circuit means for maintaining said
route control means effective irrespective of the
self-restoration of said manually operable con
trol means, and tra?ic controlled means acting
75 to release said stick circuit means only momen
tarily upon the entrance of a train into an estab—
lished route, whereby the route control means
for the same route may be rendered effective for
a second train while the route is still occupied
by the ?rst train.
CI!
11. In an interlocking system for railroads, a
track layout having a plurality of routes and in
cluding at least one track switch, signals for
governing traffic in opposite directions through
said routes, a miniature track diagram corre 10
sponding to said track layout, a self-restoring
control button on said track diagram for each
of said signals and in corresponding positions,
clectro-responsive means controlled by the joint
operation of only said control buttons at the op~ 15
posite ends of any route through said track layout for automatically controlling the track switch
to a proper normal or reverse position to estab
lish that particular route and to clear the signal
for such route, a track relay associated with each
of‘ said routes, contacting means controlled by
said track. relay and operating to close a contact
shortly after deenergization of said track relay
and to open said contact shortly after energiza
tion of said track relay, and stick circuit means
for said electro-responsive means including a
front contact of said track relay in multiple
with said contact of said contacting means.
12. In an interlocking system for railroads, a
track layout having a track switch to thereby 30
form a plurality of routes, signals for governing
traiiic in opposite directions through said routes,
a miniature track diagram corresponding to said
track layout, a self-restoring control button on
said track diagram for each of said signals and
in corresponding positions, a track relay, a nor
mally energized track repeating relay, electro
responsive means controlled by the joint opera
tion of only the control buttons at the opposite
ends of any particular route through said track
layout for automatically controlling the track
switch to a proper normal or reverse position to
establish that route and to clear the signal for
such route, and stick circuit means for main
taining said electro-responsive means effective,
said stick circuit means including a front con—
tact of said track relay connected in multiple
with a back contact of said track repeating relay.
13. In a switch and signal system; a track
layout including a plurality of different routes
between signals for governing tra?ic in opposite
directions over such routes with at least one of
such signals including a main signal and a call—
on signal; a miniature track diagram correspond
ing to said track layout; an entrance button and
an exit button on the track diagram for each of
it)
DJ
said signals, said entrance and exit buttons be~
ing of the self-restoring biased to normal type
when depressed, and said entrance buttons being
of the stay-where-put type when rotated; route 60
establishing means associated with each route,
said route establishing means for a particular
route being responsive to the depression of the
entrance button for the entrance point to that
route and the depression of the exit button for
the exit point to that route to establish such
route and clear the main signal therefor, and also
being responsive to the rotation of said entrance
button and the depression of said exit button to
establish such route and clear the call-on signal 70
therefor, said route establishing means remain
ing effective so long as the entrance button is
maintained in its depressed or rotated position;
and electro-magnetic means for each entrance
button for maintaining such button in its de
2,121,798
pressed position until a train enters the route
which said entrance button is then governing;
whereby said main signal is automatically put
to stop by the passage of a train, and whereby
a call-on signal is maintained clear until the
governing entrance button is manually restored
to its normal position.
14. In a switch and signal control system for
railroads; a track layout including a plurality of
10 di?erent routes between signals for governing
tra?‘ic in opposite directions over such routes; a
control panel including a miniature track dia
gram corresponding to said track layout; an
entrance button on said track diagram for each
of said signals, each of said entrance buttons
having one operating position in which it is
biased to return from such operating position to
normal and also having a locked operating posi
tion in which it remains until manually restored
to normal; an exit button associated with each
of said entrance buttons, each of said exit buttons
being biased so as to be self-restoring from its
operating position to its normal position; route
establishing means associated with each route,
._ said route establishing means for a particular
route being responsive to the actuation of an
entrance button for the entrance point to that
route to either of its operated positions and to
the operation of the exit button for the exit point
.30 to that route to establish such route and clear
a signal therefor; and electro-magnetic means
associated with each entrance button and effec
tive to maintain such entrance button in its said
one operated position until a train enters the
route which such entrance button is then govern
ing; whereby a route may be set up by an en
trance-exit manipulation in a manner to be auto
matically self-restoring or to require manual
restoration as desired by an operator.
15. In an interlocking system for railroads;
40
a track layout having a plurality of diiferent
routes each of which includes at least one track
switch; signals for governing traffic over each of
said routes; a control panel including a minia
ture track diagram corresponding to said track
layout; an entrance button located on said control
panel for each entrance point for said routes,
each of said entrance buttons being biased from
its operated position toward its normal position;
9
an exit button located on said control panel for
each exit point for said routes, each of such exit
buttons being biased from its operated position
to its normal position; route establishing means
associated with each route and responsive to the in
joint operation of an entrance button for the
entrance point of such route and the exit button
for the exit point of that route to operate the
track switch for such route and to clear a signal
therefor; electro-magnetic means associated with 10
each entrance button and effective when ener
gized to maintain such entrance button in its
operated position; and circuit means for ener
gizing each electro-magnetic means when its as
sociated entrance button has been operated, said 15
circuit means including a front contact of track
relay of the route which such entrance button is
then governing, whereby such entrance button is
released so as to be restored to its normal posi
tion upon such route becoming occupied by a 20
train.
16. In a switch and signal control system for
railroads; a track layout including a plurality of
di?erent routes between signals for opposite direc
tions of tra?ic, each of such routes including at
least one track switch; an entrance button and
an exit button for each of said signals both of such
buttons for each signal being of the biased to
normal type; electro-magnetic means associated
with each entrance button e?ective when ener 30
gized for maintaining its associated entrance but
ton in an operated position; route establishing
means responsive to the operation of an entrance
button at one end of a route and the exit button
at the opposite end of such route to set up that 35
route by operating the track switch and clear
ing the signal at the end corresponding to the
operated entrance button; and stick-circuit means
for energizing said electro-magnetic means of
the operated entrance button dependent upon
the unoccupied condition of the route which such
operated entrance button is then governing, said
stick circuit means for each entrance button in
cluding a normal contact of the associated exit
button; whereby an established route may be re
turned to stop by the operation of the exit button
at the entrance end of such route.
WIN'I'HROP K. HOWE.
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