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Патент USA US2406955

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Sept. 3, 1946.
_2,406,955
APPARATUS FOR THE CONTROL 0F HIGHWAY CROSSING SIGNALS
Filed Dec. 15, 1944
v
Patented Sept. 3, 1946
2,406,955 ’
AUNITED STATES PATENT OFFICE
APPARATUS FOR THE CONTROL OÈ
HIGHWAY CROSSING SIGNALS
Carl F. Lower, Edgewood, Pa., assignor to The
Union Switch & Signal Company, Swissvale,~
Pa., a corporation of Pennsylvania.
-
n Application December 15, 1944, Serial No. 568,288
5 claims. , `(o1. 24e-_130)
1
My invention relates to apparatus for ’the con
trol of highway crossing signals, and more par
ticularly to apparatus for controlling operation
of the highway crossing signal in accordance with
2
A separate time measuring means is preferably
associated with each time measuring section, and
each such means is adjusted for an operation pe
riodlwh'ich is preselected to agree with the time
5 consumed yby the train in traveling the associated
A highway crossing signal is frequently con-V
section at a predetermined speed. Each of the
trolled through a time measuring means `which
time measuring means is effectively energized for
is Agoverned by the track circuit of .an approach
operation thereof through `a circuit including a
time measuring section. The >control of the sig
back contact of the track relay of the associated
nal is such that operation of the signal is delayed 1:0 section so that each time measuring means is
When the time measuring means has been oper
operated While a train is moving through that
ated for its predetermined‘interval indicating the
section. If a time measuring means >completes
train speed lto be less than the preselected value.
its movement indicating .that a train is traveling
In `such a control system ya failure of the track
at ya speed below the speed limit prescribed for
circuit of .the time measuring section may cause 15 the respective section, the warning operation of
operation of the time measuring means and a de
the signal is heldin abeyance while the train oc
lay in ithe operation of the highway crossing' sig
cupies the section next toward the intersection.
nal lto be falsely introduced when a train next
In this way .the point at which the warning op
approaches the intersection unless additional ap
eration of the signal is started is dependent upon
paratus is provided. Such a track circuit failure 20 the speed of the train.
may therefore result in a dangerous condition
To check the .track-circuits so that a release
for highway users.
of .a track relay While the associated track section
Accordingly, a feature of my invention is the ,
is unoccupied cannot cause an cperationof the
provision of novel and improved apparatus for
time measuring means associated with that sec'
control of highway crossing signals according to 25 tion and falsely introduce a delay period in the
the speed of the train.
initiating of «the warning signal for the next ap- y
Another feature of my invention is «tha provi
proaching train, I provide a checking group'of
sion of highway crossing signal control appara
three relays. A ñrst one `of this group of relays
tus incorporating novel means to check 'the track
is normally energized' through a back contact of
circuit of the time measuring section.
'so a third one of the relays, and a front contact of
An additional feature of my invention is the
the track relays of each of the sections except .the
provision of novel and improved apparatus con
first measuring section. A second one of the
trolled -by a train as it travels through two or
group of relays is a slow release relay which is
more consecutive track sections in the approach
i approach controlled by a train approaching the
of a highway crossing to initiate the operation of . measuring section. The third relay is a stick
.a highway .crossing signal when the train exceeds
relay having a pick-up circuit which includes a
the limit of speed preselected for each section.
back contact of the track relay of the measuring
Other features, objects and advantages of my
section and a front contact of each of the first
invention will appear as the specification pro
and second relays. The stick circuit for this
40 third relay includes its own front -contact and a
The above: features, objects and advantages of
front contact of the track relay for the section
my invention are obtained by forming the track
adjacent the intersection. Front contacts of the
on the approach side of a highway crossing into
third relay are used inturn to control the opera
a series of consecutive sections, each of which is
provided with a track circuit. The number of 45 tion of each of the time measuring means, and
thus each time measuring means can be energized
such sections is predetermined according .to the
maximum permissible speed for all trains, and
only when the track circuits are all normal and a
according to the .permissible variations in the
train approaches through the measuring section.
warning period of the signal. The section most
Also, afailure of .a track circuit ahead of .the
remote' from the intersection 'is used asa time 50 train serves to deenergizethe time measuring
measuring section, sections nearer tol -the inter-means :an-d to immediately initiate operation of
section areused bothas a time' measuring sec
the highway crossing signal. In this way a time
tion‘and as an operating section, and the section
measuring means cannot 'be operated to falsely
adjacent the intersection is made a ipositive op
introduce a delay periodin the operation of a .,
55 highW-ay'cro‘ssing signal due to release of -atrack
the speed of the train.
gresses.
erating
,
section. '
K
"
‘
‘
'
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2,406,955
3
4
of different lengths, the length of the sections
being made to suit the train speeds and. the
warning period of the signal at the particular
location.
A highway crossing signal S is located at the
relay while the associated track section is unoc
cupied.
I shall describe one form of apparatus embody
ing my invention, and shall then point out the
novel features thereof in claims.
The accompanying drawing is a diagrammatic
view showing one form of apparatus embodying
intersection, and this signal may be any one or
a combination of the several types of such sig
nals, and as here shown it is an audible signal in
my invention.
the form of an electric bell.
Referring to the drawing, the reference char
formed by the usual insulated rail joints with
a series of consecutive track sections IT, 2T, 3T,
4T and AT, and which track sections a train
traverses in the order reverse to that named as it
The immediate con
trol of signal S is effected through a signal con
trol relay EXR, the arrangement being such that
when relay EXR is energized the bell S is silent,
but that when the relay EXR is deencrgized and
released to close back contact EB an obvious circuit is completed and the bell is energized to
sound a warning.
_Control relay EXR is governed through a line
circuit having three alternative paths. The ñrst
acters la and Ib designate the track rails of a ‘l0
stretch of track over which trañic normallyV
moves in the direction indicated by an arrow
and which track is intersected by -a highway H.
The rails on the approach side of the highway are
approaches the highway. Each of these track
sections is provided with a track circuit including
' one of these paths is that by which the relay is
a source of current such as, for example, a bat
tery TB connected across the rails at one end of
B of a convenient source of current, such as a
normally energized and extends from terminal
battery not shown, through front contact il of
track relay STR, front contact I2 of track relay
ZTR, checking contact I3 of a relay IETR, to be
a numeral or letter corresponding to that of the
section connected across the rails at the other 25 referred to shortly, front contact Il’. of track re
lay ITR, checking contact I5 of a relay ZETR,
end of the section. These track sections are
also to be referred to shortly, and winding of
made of predetermined lengths which are made
relay EXR to terminal C of the source of current.
to agree with the maximum permissible speed for
A second path includes terminal B, front contact
all trains and with the-warning period of the
I6 of track relay ZTR, front contact I'l of relay
highway crossing signal.
IETR, wire Iß, front contact I?. of relay ITR and
To aid in the understanding of the invention,
as previously traced for the ñrst path. A third
1 shall assume that the maximum permissible
path includes terminal B, front contact I9 of
speed for all trains is 90 miles per hour and that
relay ITR, front contact 29 of relay ZETR, wire
a minimum warning period of twenty seconds
2l and winding of relay EXR to terminal C. It
prior to the arrival of a train at the intersection
follows that when sections IT, 2T and 3T are un
for the highway crossing signal is required. Un
occupied and each of the relays IETR and 2ETR
der such circumstances, the section -IT may be
is set at an initial position, the control relay EXR
880 feet in length and form a 0 to 30 miles per
is energized. Also, when section 3T is occupied
hour zone because a train operating at 30 miles
per hour travels 880 feet in 20 seconds. For 40 to shunt track relay STR and the sections 2T and
IT arenot occupied, relay EXE. is energized pro-train speeds less than 30 miles per hour the warn
viding the relay IETR is operated to close the
ing period of the signal would be correspondingly
l contact I‘I and complete the second branch path
higher. Section 2T may also be 880 feet in length
of the control circuit. Again, when section 2T
and the two sections IT and 2T may be consid
is
occupied to shunt track relay ZTR, the control
ered as a 30 to 6() miles per hour zone. That is,
relay EXR. is energized through the third path
the combined length of the sections IT and 2T
of the control circuit providing the relay ZETR
is 1760 feet to provide 20 seconds warning period
the section and a track relay designated TR, plus
is operated to close contact 29.
of the signal for a train traveling at 60 miles per
hour. For trains traveling at a speed between
30 and 60 miles per hour, the warning period of
If section IT is
occupied to shunt track relay lTR. relay EXR is
deenergized.
Relays IETR and ZETR are time element re
the highway crossing signal would be correspond
lays. They are preferably alike in construction
ingly increased but would not exceed 40 sec
onds. Likewise, the section 3T may be 880 feet
in length and the three sections IT, 2T and 3T
and may be any one of several types. Their con
struction may be, for example, similar to that dis
serve as a 60 to 90 miles per hour zone, because 55 closed in Letters Patent of the United States No.
1,966,965, granted July 17, 1934, to Branko
the combined length of the three sections is 2640
Lazich and Harry E. Ashworth, for Electric re
lays, except as the structure is modiñed to re
spond to recurrent or time spaced impulses. It
feet and they provide 20 seconds warning period
for a train moving 90 miles per hour. Section
4T is a measuring section and it may be of any
suitable length and by way of illustration I shall
assume it is 880 feet in length. The length of
. is suflicient for this application to point out that
section AT is immaterial, the track relay of this
section being used as an approach control device.
As will appear hereinafter, the section IT is a
positive operating section, and the operation of
the signal is eifected when a train occupies this
section whether the train is moving or not. Sec
tion 2T is an operating section, and section» 3T
-
relay IETR, for example, is provided with a
clutch or holding winding 22, an operating wind
ing 23 and a ratchet operated armature having
three circuit controlle;` contact members 24, 25
and 2G attached thereto. The arrangement is
such that when clutch winding 22 is deenergized,
the armature falls by its own weight or by a bias
to an initial position, that is, to the position
where the contact members 24, 25 and 1216 occupy
is a section used both as a measuring section-and
as an operating section. Section 4T as stated 70 the positions illustrated in the drawing. In this
above is a measuring section.
'
»
It is to be understood, of course, that my in
vention is not limited to this one arrangement of
track sections and a larger or a smaller number
of sections may be used and the sections may be 7.
initial position, the contact member 25 engages
contact I3 to check the initial position of the
armature, When clutch winding 22 is energized,
and the operating winding 23 is supplied with
time spaced impulses, the armature is operated
5
2,406,955
in a- step by step movement away from the initial
position to an extreme or operated position. In
thesection '4T -so that the contact member 26
engages contact 21 to complete the second path
for winding 22, the relay is retained energized
at’its Vextreme position after the train enters the
sectionV 3T and remains at its eXtreme position
this movement contact member 25 disengages
contact I3 immediately after the armature leaves
the initial position and the contact members 24
and 26 engage contacts I1 and 21, respectively,
until the train` enters the section~ 2T and shunts
only at the extreme position. The number of im
the track relay 2TR.
\
pulses required to complete such a movement is
Similarly, the clutch winding 42 of time ele
predetermined by an adjustment of the relay,
ment ZETR is controlled through a line circuit
Thus with impulses of a preselected frequency 10 having two branch paths, a ñrst one of which ex
or code rate, the operating time of the relay can
tends from terminal B through front contact
be preselected. For example, if the impulses are
39 of relay 5, back contact 4I! oi track relay 3TR,
of a rate of 75 impulses per minute and the relay
front contact 4I of track relay 2TR. and clutch
is adjusted to require 8 impulses to complete its
winding 42 to terminal C; and a second one of
movement, the contact members 24 and 26 en 15 which> paths includes terminal B, contact 3U of
gage their respective contacts I1 and 21 in 10
relay ZETR, iront contact 43 of track relay ITR,
seconds, this being the operating time indicated
winding 42 and terminal C. It follows that when
in the drawing. The connection for the oper
relay 5 is picked up closing front contact 33 and
ating winding 23 is opened at the extreme posi
`a train occupied section 3T to shunt track relay
tion to discontinue further movement of the ar 20 3TR closing hack contact 40, vthe time element
mature and if the clutch or holding winding 22
relay 2ETR. is operated from its initial position
remains energized the armature is retained at.
toward its extreme position. Ii the train is trav
this extreme position. It is to be noted that en
eling at less than 30 miles per hour so that it
crgization of the operating winding 23 without
consumes something over 20 seconds in moving
energization of the clutch winding 22 is ineffective 25 through section 3T, the time element relay 2ETR
to operate the relay.
Also, the armature is re
is operated to its extreme position closing con
stored immediately to the initial position from
tact 36 and the relayis retained energized ‘at
any intermediate position in the event the clutch
its extreme position while the train travels the
winding :22 becomes deenergized.
section 2T. If the train is moving through sec
The time element relay 2ETR is similar to re 30 tion 3T at a speed above 30 miles per hour and
lay I ETR but it is adjusted to operate> its contact
consumesless than 20 seconds, then the time ele
members 2S and 25 to close contacts 23 and 33, re
ment relay ZETR is reset to its initial position
spectively, in response to 16 impulses of a 3'15
when the train enters the section 2T. The two
code rate, that is, it closes the contacts in 20 sec
time element relays IETR and IZETR control
onds. Contact member 3| of the relay ZE'I‘R en 35 alternative paths in the line circuit for the con
gages contact I5 to check the initial position of
trol relay EXR in the manner explained here
the relay.
inbefore.
.
Code impulses are supplied to the operating
The means to check the track circuit includes
windings 23 and 34 of the Vtwo time element re
a group of check relays 5, lì> and 1. Relay 6 is
lays through a continuously operating code trans 40 normally energized through a line circuit that
mitter CT which is operated to close its contact
includes front contacts 45, 45 and 41 of track
32 at the code rate of 75 times per minute. The
circuit through which such code impulses are
supplied extends from terminal B of the source
relays ITR, ZTR and 3TH., respectively, and back
contact 48 of relay 54. Relay 1 is a slow release
relay. which is approach controlled through a
. of current through contact 32 of coder CT, wire 45 circuit including back contact di! of track relay
33, and the two operating windings 23 and 34
ATR of the section AT next in. the rear of the
in multiple to terminal C of the current source.
measuring section 4T and front contact 53 oi’
The clutch winding‘22 of relay IETR is con
track relay 4TR of the measuring section. Relay
trolled by a line circuit having two alternative
5‘is a stick relay provided with a pick-up circuit
paths. A ñrst circuit path extends from terminal 50 including terminal B. hack contact 49 of relay
B through' back contact 35 of track relay 4TR‘of
ATR, back contact 5| of track relay ATR, front
the time measuring section 4T, front contact 36
contact 52 of relay 1, front contact 53 of relay
of a relay 5, to be referred to later, front con
6, winding of relay 5 and terminal
The stick
tact 31 of track relay STR. and winding 22 of
circuit includes terminal B, front ’Contact 54 of
relay IETR to terminal C. The second path in
track relay ITR, front contact 55 and winding
of relay 5 and terminal C.
cludes terminal B, front contact 21 of relay IETR,
iront contact n38 of track relay 2TR and wind
It is to be seen, therefore, that relay 6 is en
ing 22 to terminal C, It is to be seen, there
ergized only if the track circuits of sections IT,
fore, that when a train occupies the measuring
2T and 3T are all normal to pick up their re
section 4T to `shunt the relay 4TH, closing back 60 spective track relays and the stick relay> 5 is
contact“ 35,V relay 5 is picked up in a manner to
released, The slow release relay 1 is picked up
shortly appear to close front contact 36, and sec
when a train approaches if the track relay cf
tion 3T is unoccupied so that track relay 3TH.
the measuring section is picked up, and the third
is picked up closing front contact 31, the time
or stick relay 5 is picked up when the train enters
element IETR isoperated from its initial posi
the measuring section only if the two relays 6
tion toward its extreme position. If a train moves
through the section 4T at a speed’above 60’miles
and 1 are picked up, the pick-up circuit for re
lay 5 being closed during the slow release period
per hour and consumes less than 10 seconds in
of relay 1. The stick relay 5 once picked up is
passing through the section and entering section
retained energized while the train advances to
3T to shunt track relay 3TR, the time element 70 ward the highway until the train enters the iinal
relay IETR is deenergized causing its armature
section IT adjacent the highway, ‘and the stick
to fall back from whatever position it had been
relay 5 controls the energizing circuits of the
advanced to the initial position. IfV the train is
clutch windings of the time element relays. If
moving at less than 60 miles per hour and con
any one of the track circuits of section IT, 2T
sumes more than »10 'seconds in moving through 75 and 3T' fails,V the -first relay 6 of the group of
2,406,955'
7
relays is deenergized and the stick relay 5 can
not be picked up to prepare the circuits of the
time element relays when a train enters the
time measuring section. Also if the track cir
cuit for the measuring section 4T fails, the slow
release relay 'I is not picked up by the approach
of the train and relay 5 remains deenergized and
the time element relays are not operated. Thus
8
per'hour approaches, this train consumes a little
over 20 seconds in advancing through the meas
uring section 4T and the time element relay IETR
is operated to its extreme position to close contact
21 so that it is retained energized while the train
is in section 3T. The relay IE'I‘R in turn closes
the second path of the line circuit, and relay EXR
is retained energized. The second time element
a failure of any of the track circuits of the sev
eral sections or a broken line wire cannot oper
relayv ZETR is operated to close its contact 3D
delay period for the highway crossing signal
onds in traveling the section 3T. Relay ZETR
then is retained at its extreme position when the
train is in section 2T with the result the control
relay EXR is held energized while the train is in
section 2T. When this train enters section IT to
shunt track relay I’I'R, relay ZETR and the con
trol relay EXR are deenergized, the release of the
10 While this train advances through the section 3T
since the train will consume a little over 20 sec
ate a time element relay to falsely establish a
When a train next approaches the intersection.
Assuming the apparatus to be normal, that is
in the position illustrated in the drawing, and
a train moving at 90 miles per hour approaches
the intersection, the relay 1 is picked up while
the train occupies the section AT and relay 5 is
energized during the slow release period of relay
1 when the train enters the section 4T.
Time „
element relay IETR is operated while this train
moves through the measuring section 4T, but
control relay causing the warning operation of
the highway crossing signal. This train moving
since the train consumes only a little over 6
at little less than 30 miles per hour will consume
slightly over 20 seconds in advancing through sec
tion IT to the intersection, and hence the warn
seconds in moving through section 4T, the relay
ing period of the signal is substantially 20 seconds.
dETR does not complete its movement and is
Operation of the apparatus for a train travel
deenergized and restored to its initial position
when the train enters the section 3T. When the
train shunts the track relay 3TH, to close back
contact 4i), the second time element relay ZETR
is operated but since this train will consume only
ing at any other speed other than that explained
hereinbefore will be apparent by an inspection of
the drawing taken in connection with the descrip
tion of the operation of the apparatus for train
speeds of 90, 60 and 30 miles per hour.
It is apparent that the track circuit checking
means, that is, the group of relays 5, 6, and 1,
together with their respective circuits can be used
about 6 seconds in moving through the track sec
tion 3T, the relay ZETR is deenergized and re
stored to its initial position when the train enters
the section 2T to shunt track relay 2TR.
with time measuring means other than that
When the track relay 3TH was released to open 35 shown in the drawing and also when the track
front contact ll in response to the train enter
circuits and track sections are arranged for more
ing section 3T, the control relay EXRl is deener
or less number of track sections.
gized and initiates the warning operation of the
Although I have herein shown and described
highway crossing signal S because neither one
but one form of apparatus for the control of high
of the two alternative paths for the relay EXR 40 way crossing signals embodying my invention, it
is closed by the time element relays. Consequent
is understood that various changes and modifi
ly, for this train traveling at 90 miles per hour,
cations may be made therein within the scope of
the signal S is operated while the train is mov
the appended claims without departing from the
ing through the three sections 3T, 2T and IT
spirit and scope of my invention.
and a 20 seconds Warning period is eiîected.
45
Having thus described my invention, what I
Assuming a train traveling at a speed just un
claim is:
der 60 miles per hour approaches the intersec
1. In combination, a speed measuring track sec
tion, the train consumes slightly over 10 seconds
tion provided with a track circuit having a nor
in traveling the measuring section 4T and the
mally energized track relay, a signal controlling
ñrst time element relay IETR completes its op- .
electroresponsive time measuring means, a line
eration and is retained at its extreme position
circuit including a back contact of said track re
through the branch path including its own con
lay to energize said time measuring means to
tact 26 when the train enters the section 3T.
measure the time consumed by a train in travel
With relay IETR. held at its extreme position, the
ing said section, a first trañic controlled contact
control relay EXR is retained energized by the
closed in response to a train approaching said
branch path through contact l1 of relay IETR,
section, a second trañic controlled contact which
while the train occupies the section 3T. The sec
becomes open When a train passes beyond said
ond time element relay ZETR is set into opera
section, a nrst relay energized through said sec
tion when the train enters section 3T to shunt
ond contact, a slow release relay energized
track relay STR and close back contact 40. This 60 through said nrst Contact and a front contact of
train will consume only a little over 10 seconds
said track relay, a stick relay having a pick-up
in advancing through section 3T, and relay
circuit including a back contact of said track re
ZE'I‘R whose operating period is 20 seconds is
lay and a front contact of each of said ñrst relay
deenergized and restored to its initial position
and said slow release relay, a stick circuit for said
when the train enters section 2T to shunt relay
stick relay, and a front contact of said stick re
ZTR.. The release of relay ZTR opening front
lay interposed in said line circuit to avoid ener
contact 2l causes relay IETR to be deenergized
gizing said time measuring means due to a failure
and restored to its initial position and in turn
of said track circuit.
causes the control relay EXR to be released to
2. In combination, a speed measuring track sec
start the warning period of the highway crossing
tion provided with a track circuit having a nor
signal S. Signal S is thus operated while this
mally energized track relay, a signal controlling
train advances through sections 2T and IT and
electroresponsive time measuring means, a line
a warning period of substantially 20 seconds is
circuit including a back contact of said track re
provided.
lay to energize said time measuring means to
Assuming a train traveling just under 30 miles 75 measure the time consumed by a train in travel
2,406,955
10
ing said section, an approach track relay shunted
in response to a train approaching said section,
another track relay shunted in response to a train
toa ïftrain passing beyond the section; a group of
checking relays comprising a ñrst, a slow release
and a stick relay; means including a back con
passing beyond the section; a group of checking
tact of said stick relay to energize said iirst re
relays comprising a first, a slow release and a stick
lay, means including a back contact of said ap
relay; said iirst relay energized through a front
proach track relay and a front contact of the
track relay of said section to energize said slow
contact of said other track relay, said slow re
release relay, a pick-up circuit including a back
lease relay energized through a back contact of
contact of the track relay of said section and a
said approach track relay and a front contact of
the track relay of said section, a pick-up circuit 10 front contact of each of said first and said slow
release relays to energize said stick relay, a stick
for said stick relay and including a back contact
circuit for said stick relay including its own front
of the track relay of said section and a front con
contact and a front contact of said other track
tact of each of said iirst relay and said slow re
relay, and a front contact of said stick relay inter
lease relay, a stick circuit for said stick relay and
posed in said line circuit to avoid energizing said
including a front contact of said other track re
time measuring means due to a failure oi said
lay, and a front contact of said stick relay inter
track circuit.
posed in said line circuit to avoid energizing said
time measuring means due to a failure of said
5. In combination, a stretch of railway track
interseclted vby a highway, said track formed with
track circuit.
'
3. In combination, a speed measuring track 20 a measuring and a first and a second operating
section which a train travels in the order named
section provided with a track circuit having a
normally energized track relay, a time element
when approaching the intersection, a track cir
cuit including a normally energized track relay
relay having a signal controlling contact which
for each of said sections, a time element relay
becomes closed when the relay is effectively ener
having a normally open contact which becomes
gized for a preselected time interval, a line cir
closed when |,the relay is energized a predeter
cuit. including a back contact of said track relay
mined time interval, a ñrst line circuit including
to energize said time element relay to close said
a back contact of the track relay of said meas
signal controlling contact when a train con
uring section to energize said time element re
sumes said time interval in traveling through said
section; a first, a slow release and a stick relay; 30 lay, a highway crossing signal at said intersection,
a control relay to govern the operation of said
means including »a back contact of said stick re
signal, a second line circuit including a front con
lay and a normally closed contact which a train
tact of the track relay of each of said ñrst and
opens when it has passed beyond said section to
second operating sections to govern said control
energize said ñrst relay, means including a iront
contact of the track relay of said section and a 35 relay, means including said time element relay
contact to render said front contact of said track
contact which a train closes in approaching the
relay of said first operating section ineffective to
section to energize said slow release relay, a pick
govern said second line circuit; checking means
up circuit including a back contact of the track
including a first, a slow release and a stick re
relay of said section and a front contact of each
of said first` and said slow release relays to ener 40 lay; means including a back contact of said stick
relay to energize said first relay, means includ
gize said stick relay, a stick circuit to energize
ing a iront contact of @the track relay of said
said stick relay, and a front contact of said stick
measuring section and a contact controlled by a
relay interposed in said line circuit to avoid
train -approaching said measuring section to ener
energizing said time element relay due to a fail
gize said slow release relay, a pick-up circuit in
ure of said track circuit.
cluding a back contact of the track relay of said
4. In combination, a speed measuring track
measuring section and a front contact of each
section provided with a track circuit having a
of said first and said slow release relays to ener
normally energized track relay, a signal control
gize said stick relay, a stick circuit including a
ling electroresponsive time measuring means, a
line circuit including a back con‘tact of said track 50 front contact of the track relay of said second
operating section to energize said stick relay, and
relay to energize said time measuring means to
a front contact of said stick relay interposed in
measure the time consumed by a train in trav
said ñrst line circuit.
cling said section, an approach track relay
'
CARL F. LOWER.
shunted in response to a train approaching said
section, another track relay shunted in response 55
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