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Nov. 5, 1946.
T. J. JUDGE
2,410,504
SIGNALING SYSTEM FOR RAILROADS
Filed May 1, 1944
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5 Sheets-Sheet 1
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Motor Car Indicator
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Nov. 5, 1946.
T. J. ‘JUDGE
2,410,504 - '
SIGNALING SYSTEM FOR RAILROADS
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Filed May 1, 1944
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Patented Nov. 5,1946
2,410,504
UNITED STATES PATENT. _OFFICE_
2,410,504
SIGNALING SYSTEM FOR RAILROADS
Thomas J. Judge, Rochester, N. -Y., assignor to
General Railway Signal Company, Rochester,
Application May 1, 1944, Serial No. 533,493
14 Claims. (Cl. 246-3)
i
2
This invention relates to railway signaling sys
signal locations which are caused to indicate.
when opposing traffic is established to warn work
men against proceeding into .the single track
stretch against the established direction of tra?ic.
A still further object of the present invention
is to provide motor car indicators associated with
each of the intermediate signal locations as well
as the head-block signal locations when the usual
track circuit controlled approach lighting is em
_
tems, and more particularly to a signaling system
for governing the movement of tramc over‘
stretches of single track over which traffic may
move in both directions.
Single track railroads are ordinarily provided
with signaling systems of the absolute-permis
sive-block type in which trains may move in only
one direction in a single track stretch at any one
time, but where following trains are permitted 10
to move under the usual three indication signal
ployed.
.
_
Other objects, purposes and characteristic fea
tures of the present invention will be in part
pointed out in the following description and will
be in part obvious from the accompanying
ing where clear,'caution and stop indications are
provided. In other words, an absolute-permis
sive-block (APB) signaling system prevents the
drawings.
_'
entrance of all opposing trains into the single
track stretch when it is occupied but permits
. In describing the invention in detail, reference
following train movements with the usual block
will be made to the accompanying drawings, in
spacing. In a single track railroad provided with
which like reference characters provided with
centralized tra?lc control, the APB signaling is
= distinctive preceding numerals designate corre
organized so that the head-block signals, that is, 20 sponding parts throughout the several views, and
the signals governing the movement of traffic
in which—
into the single track stretches, and the entering
' Figs. 1A, 1B, 1C and 1D when placed side by
signals, that is, the signals governing the entrance
side represent one form of signaling ‘system pro
of tra?ic into the siding sections from a single
vided by the present invention; and
track stretch, are normally held at stop, but may
Fig. 2 illustrates a modi?ed form of the circuit
be cleared in response to manual control subject
organization shown in Fig. 13 to illustrate a
to the automatic signaling circuits.
.
modi?ed form of. thev present invention where
In such a system where centralized traf?c con
motor car indicators are‘ employed at intermedi
trol is employed with APB signaling, it is con
ate signal locations when conventional track cir
sidered desirable to check all opposing signals at 30 cuit controlled approach lighting is employed.
stop before the signals for the desired direction
For the purpose of simplifying the illustrations.
are permitted to clear. Thus, one object of the ' and facilitating in the explanation, the various
present invention is to provide a system of signal
parts and circuits constituting the embodiment of
ing wherein" the opposing signals are checked at ' the invention have been shown diagrammatically
stop before the signals of the desired direction 35 and certain conventional illustrations have been
can be cleared together with the provision of
employed, the drawings having ‘been made more
means which prevents the interruption of an
with the idea to make it easier to understand the
established route by the manual control at the ,
principles and mode of operation, than with the
leaving end of the route. It is also proposed that
idea of illustrating the speci?c construction and
this shall be accomplished over a, minimum num 40 arrangement of parts that would be employed in’
ber of line wires, such as the three line wires dis
practice. Thus, the various relays and their con
closed in the present application as including two
tacts are illustrated in a conventional manner,
control lines and a common return line, such line
and symbols are'used to indicate connections to
wires being individual to each'block of the single
the terminals of batteries, or other source of elec
45 tric current, instead of showing all of the wiring
track stretch.
A further object of the invention is to provide
connections to these terminals.
means for lighting the signals only when a route
The symbols (+) and (—) are employed to
is established so as to conserve both the equip
indicate the positive and negative terminals re
ment and energy that would otherwise be used if
spectively of suitable batteries or other source of
the signals were continuously illuminated. It is 50 direct current, and the circuit with which these
further desired to effect this lightingof the sig
symbols are used always provide for current ?ow
nals to forewam workmen of the contemplated
from such source in the same direction. In this
passage of a train in a given direction.
' connection, it is to be understood that these sym
A further object of the invention is to provide
bols represent different and separate sources for
so-called motor car indicators at the head-block
the different signal locations shown in the several
2,410,504
a‘
.
?gures of the drawings, that is, each of the Figs.
1A, 1B, 1C and ID are provided with separate
.
4
I
For convenience in the illustration, the signals
On the other hand, it is to be understood, that
alternating current sources. may be employed if
have been shown as being of the multiple aspect
Searchlight type signal, such as shown, for ex
ample, in the Patent No. 1,835,150, granted to
O. S. Field, December 8, 1931, but it is to be un
derstood that any other suitable signal might be
employed and still practice the principles of the
present invention. Each of these light signals
has a movable spectacle which is normally biased
desired, and if such alternating current sources
to its center position in which the signal displays
batteries or other sources of direct current. This
is pointed out so as to make clear that the same .
line wire may be connected to more than one
source at the same time without causing a short
circuit.
_
are employed, then the symbols (+) and (--) are
to be considered as merely indicating the relative
a stop or red indication when illuminated; but '
ing sidings ‘are connected to the main track by
the signal displays a green or yellow indication
when such spectacle is,mov,ed to one or the other
extreme position respectively. This movement of
the spectacle is also used to operate contacts
which normally assume the positions shown, but
when the spectacle is operated to the right, the
'
left-hand contact assumes its dotted line position,
but when the spectacle is operated to the left the
20 right-hand contact assumes its dotted line po
the usual power operated track switches. In Fig.
sition. These contacts are employed to provide
instantaneous polarities.
General organization
With reference to Figs. 1A, 1B, 1C and 1D
placed side by side, it will be seen that a stretch
of single track has been ‘shown extending be, tween two passing sidings A and B. These pass
1A, the track switch 9T8 is shown as connecting
for the energization of the usual red repeating
the passing siding A'to the main track when in
relays RP and the yellow-green repeating relays
a reverse position, and this tracl; switch STS is
YGP. These relays are of course supplied with ' '
operated to its normal main line position and to 25 suitable distinctive preceding numerals to indi
its reverse position by a poweroperated switch
cate the particular signal with which they are
machine 98M. Associated with this switch is the
associated.
.
usual detector track section 9T normally ener
The red repeating relays, such as relay lRP,
gized by a suitable track battery for maintaining
are normally energized with the associated sig
- energized the track relay 8TH. except when a so nals at stop, but are deenergized whenever an
train is present in such track section.
‘
associated signal is causedlto give :3. proceed in
Similarly, the track switch HTS of Fig. 1D
dication, either yellow or green. The yellow
provides for main line or passing siding tra?lc
green repeating relays, such as ‘IYGP, are con
in accordance with its normaland reverse posi
trolled so as to‘be energized whenever the asso
tions respectively as provided by the power op 35 ciated signal is caused to indicate yellow or green.
erationof switch machine I'ISM. An associated
However, it should be noted that this is with
detector tracksection "T with the usual track ' respect to the main signal only, since the auto
battery is provided for energizing its associated
matic block signaling is provided for the main
track relay I ‘HR.
track. For example, the clearing of the signal
The head-block signals ‘IA and 1B of Fig; ‘1A 40 'IB does not provide 1for the ‘energization of the
are provided for governing eastbound tramc over
relay 'IYGP, since there is usually no automatic
the single track stretch, while the head-block ' signaling associated with the side track. Simi
signals [6A and [6B of Fig. ID are provided for
larly, the clearing of the turn out signal 83 does
governing westbound trathc over the single track
not
cause the energization of the relay BYGP
stretch. Entering signals 8A and 8B are pro 45 because a high speed indication under such cir
vided for governing westbound traffic over the a cumstances should not be given by the signal 12
main track or on to the passing siding A; while
since the route is a low speed route over the track
the entering signals ISA and I53 are provided
switch STS in its reverse position.
- to govern eastbound traihc over the main track
In thespeci?c form shown, Searchlight type
50 signals are employed where the operating wind
or on to siding B as the case may be.
In Fig. 13, a double intermediate signal loca
ings actuate both signal aspects and relay con-- ‘
tion is illustrated as including signals H and I2
tacts, but it should be understood that color light
for eastbound and westbound tre?c respectively;
signals may be employed if desired. In such a
while in Fig. 1C a single intermediate signal loca
case, only a suitable relay structure is necessary I
tion is shown having the signal II for governing 55 to be controlled the‘ same as each signal shown,
westbound tra?ic.
,
and the contacts of such relay structure can be
The single track stretch is of course divided
.used to control the color lights of the signal.
into track sections or track circuits of the usual
This is pointed out since it is convenient in .the
or conventional type where a so-called cut-sec
claims to consider the signals as relays, which
tion is provided at some intermediate point sup 80 they are, so as to generically recite the essential
plied with energy at such cut-section for ener
elements of‘the present invention without speci
gizing the track relays at the opposite ends of
tying the type of signals to be used.
the section adjacent the signal locations. These _
Although power operated switch machines SM
cut-sections have been given reference charac
have been indicated as associated with the track
ters bearing the same preceding numeral as the
switches TS, no manual control has been shown
signal with which they are immediately asso
for such switch machines, since this control may
ciated, These track sections or blocks between
be of any desired type, such as disclosed for ex
pairs of signals may have coded track circuits
ample in my prior application, Ser. No. 455,922,
applied thereto, in which case cut-sections are
August 24, 1942, now Patent No. 2,350,620,
not usually required. In other words, it should 70 ?led
dated
June 6, 1944. Such control would of course
be understood that any suitable type track cir
include
suitable detector and approach locking
cuits maybe employed in which there is train
means, such as shown insaid prior ?led applica
detecting means adjacent each end of the- block
tion. However, it is believed that all such switch
to effect the principles of operation of the present
75 machine control is unnecessary for an under
invention. _
2,410,504
5
6
‘standing of the present invention, although ap
are provided at each signal location which will
proach locking stick relays AS have been shown
be illuminated when a route is established even
though the signals themselves are not illumi
in block form in Figs. 1A and 1D to indicate their
relationship to‘ the circuits of the present inven
tion. For example, it is only necessary to under
stand that the relay 'IAS is deenergized whenever
the signal ‘IA or 1B is caused to indicate clear
and this relay ‘IAS remains deenergized for a
predetermined measured time subsequent to the
restoration of such signals to their stop display 10
ing positions.
,
Also, a switch position repeating relay WP
of the usual polarized type is shown associated
with each of the switches. For example, the
nated until a train approaches. This form of
motor car indicator for an intermediate signal
is particularly useful on railroads where the
signal itself cannot be seen around a curve sul?
ciently far to give proper warning to a motor
car, and in such a case the indicator would be
located at a proper point in approach to the
curve and its control extended from the inter
mediate signal.
‘
Operation
The system is organized to have a signal clear
relay 9WP is indicated as a polar neutral rela-y
ing tumble-down circuit for each direction of
controlled to a normal energized position with
tra?lc with these tumble-down circuits inter
the track switch 9TS and switch machine QSM
locked in such a way that the signals can,be
in normal locked positions, and is controlled to
cleared for either selected direction only ‘pro
a reverse energized position with the track switch
9TS and switch machine 98M in reverse locked 20 viding the signals for the opposite direction are
at stop. In addition to these signal clearing
positions, but is deenergized whenever the track
tumble-down circuits, a traffic locking tumble-i
switch 9TS or switch machine 98M becomes un
down circuit is also provided for each direction
locked. Suitable correspondence repeating re
lays would probably be employed with such switch
of tra?ic, and these trai?c locking tumble-down
position indicating relay, but these have not 25 circuits are superimposed upon the'signal clear
ing tumble-down circuits in a manner to avoid
been shown for the sake of simplicity in the illus
the use of additional line wires.
tration of the present disclosure.
Under normal conditions when no route is
Extending between each of the signal loca
established, both the signal clearing tumble
tions of the single track stretch are three line
wires, two of which are used as control lines 30 down circuit for the last direction of tra?ic and
the tra?ic locking tumblerdown circuits for the
and the ,third wire being used‘ as a common
opposite direction ‘are energized. Since both sig
return. These line wires are individual to each
nal clearing and traffic locking tumble-down
of the sections of track or blocks between two
signal locations and" serve for controlling the
home-distance relays HD or signal operating
windings at each end of the section as well as
the trai?c' locking relays BK and CK. Certain
of the home-distant relays HD are provided with
direct repeating relays of the slow acting type
given the reference characters HDP.
'
circuits are subject to manual control exercised ’
r at the ends of the single track stretch, the ener~
gization of the GZ relay at either selected end
of the stretch in response to manual control
causes the deenergization of‘ the particular tum»
ble-down circuit then energized from that end
40
and relating to the opposing direction of traiflc.
At each head-block signal location the enter
ing and head-block signals are shown as being
held .at stop by suitable manual control which
takes the form of amanually controlled relay
With more speci?c reference to the Figs. 1A,
1B, 1C and 1D, the last direction of tra?ic move
ment was from left to right so that the signal
clearing tumble-down circuits for the signals 1A
GZ that may be controlled in any suitable man 45 and II are energized, while the traf?c locking
ner from a central oflice by either direct line wire
tumble-down circuits for signals Hi, It and I2
control or a suitable code type communication ~ are also energized. Thus, if the relay 'lGZ is
system, This manually controlled relay GZ has
picked up, then its repeater relay lGZP is ener
associated with it a repeater relay GZP which
gized and opens a back contact ‘for causing the
can repeat its energization subject to certain , . deenergization of the traffic locking tumble-down
traffic conditions indicating that it is proper
for the newly desired route to be'established.
circuits including relays IZBK, IQBK and lGBK.
vOn the other hand, if the relay IGGZ .is ener
Associated with each head-block signal as
shown in Figs. 1A and ID, are suitable motor
car indicators so‘ designated by their respective
-gized,_instead of relay 'IGZ, then the relay IBGZP
is energized causing the deenergization of the
signal clearing tumble-down circuits for signals
legends, which indicators are illuminated only
1 and H so as to cause a reversal of the estab
when it is safe for a motor car or workmen to
lished direction and the energization of the sig
proceed over the track into the single track
nal clearing tumble-down circuits for the signals
stretch from their respective head-block signal
l2, Mend IE, it being understood that so long
locations.
60 as the relay ISGZP is maintained picked up that
This form of control is provided so as to give '
an indication on the side of’ safety, since a
burned-out lamp corresponds to the most re
the tramc locking tumble-down circuits for the ’
signals H and ‘i would remain deenergized.
It can thus be seen that the signals are so
' strictive indication which the indicator can give.
controlled that the opposing signals must be at
In the form of the invention shown in Figs. 1A, 65 stop before the signals for particular ‘direction
1B, 1C and 1D, it is contemplated that the motor
can be cleared and that the deenergization of
car operators will be advised as to tra?lc con
the traiilc locking tumble-down circuit, which
ditions by the illumination of the signals them
is of course deenergized for the opposing direc
selves When a route is set up by the central
tion of tra?ie at the same time that the signal}
operator through his manual control of the GZ 70 clearing control is set up, prevents the manual
relays, which conditions are set up in advance of
the actual approach of the train. On the other
control of a GZ relay at the opposite end of the
single track stretch from being effective to pick
hand, conventional approach lighting may be
up its repeating relay and thus interrupt the
employed as disclosed in Fig. 2, and in such cases
established direction of tra?lc. The tra?ic look
two motor carindicators, one for each direction, 75 ing tumble-down circuits are thus used to lock
2,410,504
7
the established route and at the same time pro
vide approach lighting control for the inter
mediate signals as well as control for the motor
:
8
back contact 48 of relay MS, back contact 49 of
relay HYGP, front contact 50 of relay I3HDP,
polar contact 5! of relay I3HD in a right-hand
position,
to (—-). The current which flows in
car indicators.
this circuit actuates the signal II ‘to its caution
With this general discussion of the operation
indicating position, which closes an energizing
of the system, it is believed that further discus
circuit for the the relay HYGP from (+), and
sion' should be given with respect to the speci?c
including contact 52 of signal H in its normal
circuits and operations involved in the system.
position, contact 53 of signal H in an operated
Normal conditions.—As above mentioned, the
track circuits are normally energized so that 10 position, front contact 98 of relay IZTR, windings
of relay IIYGP, to (—).
their respective track relays TR are picked up.
The energization of this relay HYGP with
Also, the approach locking stick relays, such as
the signal l2 at stop completes a circuit for the
relays 1AS, 8AS, iSAS and IGAS, shown in block
relay 1HD (+), and including signal contacts 19
form, are also normally energized, as explained .
and 55 of signal 12 in normal stop positions, front
in detail in my prior application Ser. No. 455,922,
contact 55 of relay HYGP, back contact 51 0i
?led August 24, 1942.
relay I2YGP, back contact 58 of relay I2S, front
All of the signals are unilluminated except the
contact 59 of relay IZTR, line wire 60 to the sig
head-block signals 1A, 1B, ISA and 16B, and these
nal location of Fig. 1A, front contact 6| of relay '
signals are continuously illuminated so that a
train standing on the siding where no'track cir 20 1TR, back contact 62 of relay 1CK, windings of
cuits are provided, will be advised as to the traf
?c controlling conditions. As above mentioned,
the last movementsof trailic was from left to‘
right, and this leaves the signal clearing
tumble-down circuit for the signals 1A and II 25
energized. ‘Since the signal. location of Fig. 1C
relay 1HD, frontcontact 63 of relay 1TB, line
wire 54 to the signal location of Fig. 13, front
contact 65 of track relay I2'I'R, front contact 65
of relay IIYGP, to (-—). The current which
flows in this circuit is of such a direction as to
operate the‘polar contacts of relay 1HD to their
left-hand positions and to close the neutral con
tacts of this relay. The closure of front contact
the signal circuit for signal II is controlled to a
51 of relay ‘II-ID energizes the repeater relay
caution condition, but it is to be understood that
'
if a double intermediate signal location were pro 30 1HDP through an, obvious circuit.
The ‘closure of front contact 68 of this relay
\ > vided in Fig. 1C, that such signal governing traf
1HD completes an obvious energizing circuit for
?c toward the siding‘ B, would indicate caution in
the motor car indicators, thus giving an indica
the rear of the signals ISA and 15B, and that
tion to a motor car operator or to other work
the signal Ii would then be controlled to its clear
or green indicating position. It of course should 35 men that there is no opposing tra?ic and that it
is sai’e'to proceed in an eastbound direction over
be understood that this control is present al
is shown as a single intermediate signal location,
though the signals are not-illuminated.
With this general understanding of the signal
clearing tumble-down circuits for the eastbound
the single track stretch.
lay I5YGP, front contact 2| of track relay IG'I'R,
front contact 10 of relay IIYGP, front contact
11 of track relay IZTR, line wire 12 to the sig
Under these normal conditions the traffic
locking tumble-down circuits for the opposing
signals, a speci?c description of each circuit in-. 40 direction are energized. More specifically, the
relay I2BK of Fig. 1B is energized by a circuit
volved will now be given.
closed from (+), and including contacts 19 and
The relay |3HD (which has no associated in
55 of signal 12 in their stop positions, front con
termediate signal) is energized by a circuit closed
tact 56 of relay HYGP, windings of relay I2BK,
from (+)_, and including back contact 20 of re
common line wire 22 to the signal location of
nal location of Fig. 1A, front contact 13 of re
lay 1AS, front contact 14 of relay 1'I'R, front con
us, back contact 25 oi’relay MYGP, front con- ' tact 15 of relay STR, back contact 16 of relay
1GZP, front contact 11 of relay 1HDP, front con
tact 26 of relay I3TR, line wire 21 to the signal
location of Fig. 1D, front contact 28 of approach ’ tact 63 of relay 1TB, line wire 64 to the signal
location of Fig. 13, front contact 65 of relay
locking stick relay IBAS, front contact 29 of re
Fig. 1C, front contact 23 of track relay l3TR,
windings of relay I3HD', back contact 24 of relay
’ IZTR, front contact 66 of relay IIYGP, to (-) .
lay ISTR, front contact 30_ of relay. I1TR, back
It will be noted that this energization of the
contact 3|,of relay ISGZP, back contact 32 of
relay IBHDP, windings of relay 150K, back con 55 relay IZBK is from a source of energy located at
the signal location of Fig. 13 instead of the sig
tact 33 of relay _I5YGP, to (—). The energiza
tion of relay I3HD closes front contact 34 to en
ergize its repeater relay I3HDP through an ob
vious circuit.
Referring to Fig. 1B, the operating-winding of
signal I I is energized so as to actuate its movable
spectacle to a caution or yellow indicating posi
tion, and this energizing circuit, may be traced
from (+), through a circuit including the con
tacts 35 and 35 of- signal H at stop positions (see
Fig. 1C), polar contact 31 of relay i3HD in a
right-hand position, front contact 38 of relay
I3HDP, back contact 39 of relay l3BK, front con
nal location of Fig. 1A as might be expected for
tumble-down circuits. This relationship of they
relay IZBK with respect to its source is provided .
so as to prevent any erroneous energization of
relays at the head-block signal location of Fig.
1A upon a reversal of the'direction of the signal
control, as will be mentioned more in detail later.
However, it will be mentioned here, that the traf
fic locking tumble-down circuits with respect to
the plurality of intermediate signals are arranged
to have the source at one signal location and the
indicating relay such as “BK at the other signal
location, as shown between the signal locations
‘ tact ll! of relay “TR, line wire 41 to the signal
location of Fig. 1B,front contact 42 of track re 70 of Fig. 1B and 1C.
The energization of the relay I2BK provides
lay l ITR, through the operating winding of sig
that the relay HBK of Fig. 1C is energized over .
nal ll, back contact 43 of relay IZS, back con
.a circuit closed from (+) , and including contact
tact 44 of relay‘ I2YGP, front contact 45 of re
52 of signal I‘! in a normal position and contact
lay HTR, line wire '46 to the signal location of
Fig. 1C, front contact 41 of track relay “TR, 75 53 of signal H in an operated position, front'con
2,410,504
.
I
10 '
9
tact 54 of relay I2BK, front contact 42 of relay
IITR, line wire 4| to the signal location of Fig.
10, ‘front contact 48 of relay MTR, windings of
opening-of contacts 54 and 88 of this relay I2BK
also deenergizes the circuit forthe relay IIIBK
of Fig.»1C; and thisrelay MBK in turn opens
front contact 87 to deenergize the relay IBBK of
relay HBK, front contact 80 of relay I3HDP, >
front contact 8| of track relay HTR, linewire
82 to the signal location of Fig. 1B, front contact
83 of track relay IITR, back contact 84 of relay
IIS, front contact 85 of relay II YGP, front con-'
tact 86 of relay I ZBK, to (—).
,
5
Fig. 1D.
)
‘
Referring to Fig. 1D, the opening of front con
tact I88 of relay IIiBK entirely opens the‘pick
. up circuit for the relay IBGZP.
Thus, it will be
apparent that any unintentional or accidental
control of 'the relay IBGZ, cannot result in the
picking up of the relay IGGZP and thus break the
'
This energization of the relay MBK permits ‘I
p the energization of the relay IBBK of Fig. ID by
energized signal clearing tumble-down circuit
governing eastbound traffic by the opening of
reason of a circuit closed from (+),- and in
cluding back contact 20 of relay ISYGP, front
contact 2I of relay IGTR, line wire 22 to the sig
back contact 3I._ '
,
,
'
'
The opening of front contact 93 of relay ISBK
nal location of Fig. 1C,‘ front contact 23 of track
relay I3TR, front contact 81 of relay IIIBK, front
also extinguishes the illumination of the asso
contact 88 of relay I3HD, front contact 89 of
ciated motor car indicator and advises workmen
relay I3HDP, front contact 98 of track relay
.that opposing trafllc has been established,
The deenergization of the traffic locking t'um
I3TR, line wire 9i to the signal location of Fig.
1D, front contact 92 of track relay I6TR,-front 20 ble-down circuit including relays I3BK, I 613K
contact 93 of relay IBCK, windings of relay ISBK,
and ISBKalso effects the lighting of their re
spective-signals. More specifically, in Figs. 1B,
back contact 33 of relay ISYGP, to (--).
I
The energization of this relay IBBK closes front
the closed condition of back contacts I I8 and III
contact 98 to energize the motor car indicator by
of relay I2BK and IIBK respectively, completes
an obvious circuit which gives an indication to a
motor car operator or other workmen that con
. obvious energizing circuits for the lamps of sig
nals I I and I2 in multiple. Similarly, the closed‘
ditions are not set up for eastbound traffic, thus
making it safe for westbound movement into the
condition of back contacts H2 and H3 (see Fig.
.10) of relays ISBK and ItBK respectively, com
single track stretch.
‘
pletes an obvious energizing circuit for the lamp‘
With a tumble-down circuit normally energized 30 of signal It.‘ Also, the closed condition of back
for each direction, it will be presently explained.
contacts H5 and IIS of relays IBHDP and IBBK
how the exercise of manual control at either se
respectively, completes the energizing circuits for
lected end of the single track stretch will result
the lamps of signals ISA and I5B in multiple.
in the establishment of a route for tra?lc move
Although these signals are assumed ‘to be at stop
ment away from that end and at the same time
in the prior description of the signaling circuits,
approach lighting the signals of the stretch and
_ _it is to be understood that they can be manually
acting to prevent accidental manual control at
cleared subject to suitable automatic signaling
the otherend from interrupting the established
‘circuits (not shown) for the main track through
route.
Manual signal clearing for eastbound ?ame.
the siding section,
,
Before considering how manual control can be
exercised at the signal location of Fig. ID by the
picking up of relay IBGZ and thus establish west
bound traffic, it appears to be expedient to ?rst
consider the operation of the system upon the
passage of an eastbound train through the single
track stretch.
,
Passage of an eastbound train.-—Let us assume
Let us assume that the operator desires to clear
signal ‘IA and by, suitable communication means
effects the energization of the relay ‘IGZ. This
picking up of relay 'IGZ closes a pick-up circuit
for the relay ‘IGZP from (+) , and including front
contact 98 of relay ‘IGZ, front contact 98 of're
lay ‘IHD, windings of relay 'IGZP, to (-). As
'
40
soon as the relay 'IGZP picks up, it closes front
that a train accepts the clear signal Hi and pro
contact 91 to complete a stick relay wholly de
. ceeds into the detector track section 9T, this
pendent upon the continued closure of front con 50 opens front contact Illi of the track relay 9TB
tact 95 of relay 162.
included in the circuit for signal 1A and‘ thus
Since the previously established route was for
causes it to go to stop. At the same time, front
eastbound tra?lc, the relay ‘IHD is already ener
contact ‘I5 of relay 9TR is opened, so that the
gized, and a circuit for immediately clearing the
traffic locking tumble-down circuit for the oppos
signal 1A is closed from‘(+) , and including front 55 ing direction of traffic cannot be reenergized even
contact I 80 of relay 8A8. front contact IBI of
though the operator might restore the relay 'IGZ
relay 9TB, front contact I02 of relay 'IGZP, front
to its deenergized position which would result in
contact 188 of relay 'IHD, front contact I88 of
the deenergization of the relay 'EGZP and closure
relay 9WP, polar contact I 05 ofrelay 9WP in a
of the back contact l6. In other words, the
left-hand normal position, polar contact I88 of 60 presence of the train in the detector track section
relay‘ ‘IHD in a left-hand position, operating
9T continues the locking condition for opposing
winding of signal ‘IA, polar contact I81 of relay
traffic that has been established bythe picking
'IHD in a left-hand position, tol (-,--l. The en
up of the relay 'IGZP.
'
ergy which flows in this circuit is of such a direc
Assuming that the train proceeds into the track
tion by reason of pole changing contacts I86 and 05 section including track circuits ‘IT and I2T be
III‘! of relay ‘IHD, that the signal ‘IA is operated ‘ tween the‘head-block signals and the signal I2,
to its clear or green indicating position and such
the track relay 'ITR is first deenergized opening
an indication is immediately displayed because
front contacts 8!, 83 and ‘It and is then followed
its lamp is continuously lighted.
by the deenergization of track relay I2'I'R open-
At the same time that relay 'IGZP effects this 70 ingthe front contacts 98, 59, 65 and ‘H, thus
signal clearing control. the traffic locking tum
continuing the open condition of the line circuit
ble-down circuit for ‘the Opposing direction of
for the traffic locking tumble-down circuit. It
tra?lc is deenergized by reason of the opening of
will be noted that the opening of front contact
back contact 16 of relay ‘IGZP which 'deenergizes
8| of track relay ‘ITR, and also the continued
the circuit for the relay I2BK of-Fig. 1B; the 75 opening, of such line circuit by opening front
2,410,504
11
.contact 59 of relay IZTR causes'the deenergiza
tion of the relay ‘IHD so that the signals ‘IA and
‘IB are maintained at stop by open front contact
I03 although the track relay 9TB is reenergized'
closing front contact IOI- when the train leaves
the detector track section 9T.
-
12
I bound train passes out of the single track stretch.
Inasmuch‘ as the relay IGGZP cannot be picked
up in response to manual control until the tra?lc
locking relay ISBK has been reenergized, which
in turn is dependent upon the signal clearing
tumble-down circuit for eastbound traffic, the
'
release of the directional stick relays (such as
When the train deenergizes the track relay
relay HS) associated with the'signals for east
I2TR, a pick-up circuit for the directional stick
relay MS is closed from (+), and including con
bound tra?ic is assured. In other words, the
tact 52 of signal II in a normal position, contact 10 directional stick relays for either direction are
assured of release because of the sequence in
53 of signal H in an operated position. back con
which the. tumble-down circuits must be restored
tact 98 of track relay .I2TR. front contact ‘I20 of
to their conditions established prior to the en
relay IIGYP, windings of relay IIS, to (-).
trance of a train before the direction of traffic
The deenergization of the track relay IZTR opens
can be reversed.
front contact 98 so that the relay IIYGP is de
Approach locking contrcl.—It should be noted
energized after a period of time measured by its
that once a route has been established by the
slow releasing characteristics opening front con
clearing of ahead-block signal, the reversal of
tact I20 included in the pick-up circuit for II S,
trailic direction in the single track stretch is pre
but this does not affect the continued energiza
tion of relay -i IS since front contact I2I of relay 20 vented for a predetermined time after such head
block signal is restored to stop, if a train is ap
HS completes a stick circuit which receives en
proaching such signal. This feature is provided
ergy directly from the contacts 52 and 53 of the
so as to give a train approaching the signal ‘IA.
signal I_I_ Upon the closure of back contact I20
' for example, sui‘?cient time to come to stop upon
of relay IIYGP, energy (+) is applied directly to
the stick circuit of the relay IIS so that the 25 the restoration of such signal to stop in the face
of that train, or to allow the train su?iclent
restoration of the signalii I to stop when the train
time to enter the detector track section and by
, passes into the track circuit lIT does not in any its presence prevent the reversal of tra?lc in
way cause the release of the stick relay IIS.
When the train has proceeded past the signal
' ' the single track stretch.
If the reversal of traffic
I I and caused it to be placed at stop by reason of 30 were permitted immediately upon the placing to
stop of signal ‘IA for example, it might happen
the open condition of front contacts 42 and 45 of
that the signal would be placed at stop in the
the track relay IITR, the directional stick relay
face of an on-coming train and the traillc in the
I IS closes an energizing circuit for the relay ‘IHD
single track stretch reversed even though the
from (+), and including contacts ‘I9 and 55 of
train could not stop in advance of the signal
signal ' I2 in their normal stop positions. front
‘IA. This might result in two trains entering
contact I22 of relay IIS, back contact 66 of relay
the single track stretch at the same time, which
IIYGP, front contact 65 of relay I2TR, line wire
is obviously undesirable.
64 to the signal location of Fig. 1A, front contact
Thus, the present invention provides that the
63 of track relay ‘ITR, windings of relay ‘IHD,
back contact 6201’ relay 'ICK, front contact SI of 40 ‘approach locking stick relay ‘IAS has a front
contact 13 included in the traffic locking tumble
relay 'ITR, line wire 60 to the signal location of
down circuit so that such tra?lc locking tumble
Fig. 13, front contact 59 of track relay i2TR,
down circuit will not be energized upon the clos
back contact 58 of relay I2S, back contact 51 of
ure of the back contact ‘I6 until a predetermined
relay IZYGP, back contact v501 of relay IIYGP,
' front contact I23 of relay IIS, to (—). The en
45 time after the signal ‘IA or ‘IE has been restored
to stop. Thus. the traffic locking relay ISBK
at the opposite end of the stretch remains de
energized preventing the manual control of the
relay IGGZP for the time measured by the ap
proach locking time measuring relay, as disclosed
in my-prior application Ser. No. 455,922, ?led
ergy which ?ows in this circuit for the relay ‘II-1D
has such a direction as to operate the polar con
tacts of the relay ‘IHD to their right-hand posi
tions, in which the signal ‘IA or the signal 13
may be actuated to a caution or yellow indicating 1'
position in response to manual control. In other
words, a following train movement is permitted
in the rear of the train which has now passed the
signal II.
August 24, 1942.
Similar control is of course, provided at the
opposite end of the stretch indicated in Fig. ID
by the provision of the approach locking stick
'
Since there is no intermediate signal at the
location of Fig. 10, there is no directional stick
. relay IBAS.
The signals ‘IA and 1B are similarly held at
stop for a predetermined time after the signals
relay provided. Thus, the opening of the front
contacts 26, 23 and 90 of the track relay. i3TR
deenergizes the relay I3HD which continues the
signal II at stop and which in turn merely per
mits the signals ‘IA or ‘IE to be operated to their
caution indicating positions. However, when the
train has passed beyond the detector track sec
tion I‘IT into the passing siding or into the main
track section, the relay I3HD is reenergized and
thus restores the signal II to its caution indl
eating position which in turn will permit the sig
8A or 03 have been cleared and restored to stop.
ill)
This is accomplished by the inclusion of front
contact I00 of the relay 8A5 in the signal con
trolling circuit, since this approach locking stick
relay 8A8 is deenergized for a predetermined
time subsequent to the restoration to the stop of
the manually controlled signals 8A and 83.
Manual control for westbound ?ame-Let‘ us
assume that the system is in the'conditlon illus
nals ‘IA or ‘IE to be caused to indicate clear or
trated, and that the central operator desires to
green in response to manual control,
It will be noted that the directional stick relay
H8 is maintained stuck up until the signal II
single track stretch toward the siding A. To
do this he ?rst controls the track switch I‘ITS
allow a train'to pass from the siding B into the
is restored to its caution indicating condition re
to a reverse position by the proper control of '
sulting in'the picking up of the relay IIYGP and
the opening of the stick circuit for the relay H8
at back contact I20. This occurs when the east
switch machine ‘ISM, which causes the switch
position ‘indicating relay ‘IWP to be energized
with the opposite polarity when the track switch
2,410,504
‘
13
.
14
.
‘
I4YGP by. a circuit including contact 35 of sig
nal I4 in a normal position, contact 38 of signal
I4 in an operated position and front contact I33’
"TS is in its reverse locked position. Manual
control is then exercised to energize the relay
IGGZ thus completing a pick-up circuit for the
relay I SGZP from (+), through a circuit in
of track relay I3TR.
‘
The energization of the relay I4YGP completes
cluding front contact I24 of relay IGGZ, front 5
contact IIl8_ of relay IGBK, winding of relay
the energizing circuit for the relay IIiI-ID from. '
(+), and including front contact I34 of relay
I4YGP, back contact 89 of relay I3HDP, front
picks up and closes front contact I25, an obvious
contact 90 of relay I3TR, line wire M to the sig
stick circuit is'closed rendering the relay IGGZP
wholly dependent upon the energized condition 10 nal location of Fig. 1D, front contact 92 of relay
of relayIBGZ.
’
IIi'I'R, back contact 93 of relay IIiCK, windings of
relay IGHD, front-contact H of relay IBTR, line \
The opening of back contact 3| of relay IGGZP
causes the deenergization of the relay I3I-ID fol
wire 22 to the'signal location of Fig. .14, front
lowed by the restoration of'the signal II to itsv
contact 23 of track relay I3TR, front contact
stop condition. The restoration of signal II to 15 I35 of relay I4YGP,, to (—) .' The-current which
?ows in this circuit energizes the relay IBHD in
its stop condition moves contact 53 of signal II ‘
such a direction as to permit the operation of
to its normal position to deenergize the yellow
green repeater relay IIYGP which in turn opens ’ the signal I6B to a clear or‘ green indicating posi
tion by reason of an energizing circuit similar to
the circuit for relay 'IHD at front contact 58.
The release of relay IHD of course opens the 20 that pointed out in connection with the signal
‘IA.
energizing circuit for ‘its repeater relay lHDP.
From the above description, it will be observed
The dropping away of the relay I I YGP opens
that each signal is cleared dependent upon its
its front contacts 56 and 6B removing energy
opposing signal being at stop. For example, the
from the circuit‘ for the relay I2BK at the same
, time that the‘relay 'IHD is deenergized. Then 2 CI signal I2 has an energizing circuit which is closed
only providing the relay lGZP is deenergized
after a period of time measured by the release
IGGZP. to (—). As soon as this'relay IIiGZP
closing back contact ‘I6, which of course insures
that the front contact H02 will be open holding
the signals ‘IA and 1B at stop. Similarly, the en
3 O ergizing circuit for the signal I8 includes con
tacts closed only providing the signal I I is at stop ~
and providing the signal i2 is indicating caution.
Itcan thusbe seen that the signal clearing tumble
down circuits build up from the remote or leav
ing end of the route to be established and thus
permits the clearing of the head-block signal
only after all of the opposing signals have been
checked at stop during this reversal in direction
of the slow‘ acting relay ‘IHDP energy is applied '
to a circuit for energizing the operating magnet
‘ of the signal I2 by a circuit closed from (+),
and including back contact I28 of relay SYGP,
front contact 63 of relay ‘ITR, line wire 64 to
the signal location of ‘Fig. 13, back contact 65
of relay IZ'I'R, operating winding of signal I2,
back contact I21 of relay II S, back contact ll)
of ‘relay IIYGP, front contact ‘II of relay ~‘ITR,
line wire ‘I2 to the signal location of Fig. 1A,
front contact ‘I3 of relay lAS, front contact ‘I4.
.of relay ‘i'I'R, front contact 15 of relay 9TB,
.back contact ‘It of relay 'IGZP, back contact'l‘i
of relay ‘IHDP, windings of‘relay CK, back con
tact I28 of relay 8YGP, to (—). The energy
of the signal clearing tumble-down circuits. > It
40
will be noted that the traffic locking relays, such
as relays IIBK and I2BK, are all deenergized‘
thus causing the intermediate signals to be 11
luminated to give the properwindications in ac
cordance with the established control. Both of
which flows in this circuit is of such a direction
as to cause the signal I2 to be operated to its
caution indicating position. The energy which
flows in this circuit also energizes the relay 'ICK ' the signals 8A and 8B are illuminated by reason
of the closure of back contacts I36 and I3? of
included in series thus picking up front contact
relays 'IHDP and ‘IBK respectively. These sig
62 to prepare the circuit for the relay ‘IBK which
of course cannot be energized so long as the relay
nals 8A and 8B are of course shown as indicating
stop, but it is to be understood that they may
. ItGZP is picked up. However, it might be de
\ sirable to note that the circuit for the relay 'IBK 50 be manually controlled to indicate caution or
has no. energy applied to it at this time and
clear as the case may be in accordance with the
manual control dependent upon suitable auto-. _
cannot receive energy until the relay IIBK
picks up and closes front contact I29 in Fig. 1B.
matic circuits not shown. If the signal 8A is
The operation of the signal I2 to .a caution or
caused to indicate caution or clear, prior to the
‘yellow indicating position completes an energiz- :u. Ll - passage of a train past the signal I2, the contacts
I23 and I28 are moved to their front contacting
ing circuit for the relay I2YGP from (+), and
positions thus reversing the polarity on the con
including contact 54 in an operated position and
trol circuit for signal I2 causing it to indicate
front contact I30 of relay IITR. rIfhe picking up
of the relay I2YGP completes an energizing cir
clear. This does not effect the signal It since
it would be already indicating clear (assuming
cuit for the operating winding of signal I4 from
of course that the train has not passed the sig
(+), and including contacts 52 and 63 of signal
nal It).
II in normal positions, front contact I3I of relay
‘ I 2YGP, back contact 85 of relay IIYGP, back
contact 84 of relay'I IS, front contact 83 of relay
- IITR, line wire '82 to the signal location of Fig.
10, front contact 8I of relay IllTR, back contact
80 of relay I3HIDP, operating winding of signal
I4, front contact 43 of- relay I 4TB, line wire M
to the signal location of Fig. 1B,4front contact
42 of track relay IITR, back contact 54 of relay
I2BK, front contact I32 of relay I2YGP, to (-).
The current which flows in this circuit is of such
a direction as to cause the signal I4 to be operated
to its clear or green indicating position. This
in turn causes the energization of the relay
Detailed _operations involved during the pas
sage of a westbound train will not be pointed out‘
' in detail, since such operations will be under
stood by analogy to the operations involved with
regard to the passage of an eastbound train. It
will of course be recognized that each time the
westbound train proceeds past a signal location
70 that the associated directional stick relay is
' picked up and energy is applied to the signal con
trol circuit in the rear to allow for following'tra'in
movements. When the train has entirely passed
through the single track stretch, the signal clear
' ing tumble-down circuits will be reenergizedfor
2,410,504
15
.
actuating the signals I2 and It to their caution
and clear positions respectively, assuming that
the signal 8 is at stop.
Also, assuming that the manual control of re
lay IGGZ has been restored to its deenergized p0-‘ CI
'16.
ing tumble-down circuits for the corresponding
directions. For example, the signal I2 is con
trolled through back contact ‘ID of relay IIYGP,
while the trailic locking relay I2BK is controlled
through a front contact ‘I0 so that the line wire
‘I2 is used for both the signal clearing circuit and
sition, the relay IGGZP is released so that the
traf?c locking tumble-down circuits including re
the traffic locking circuit for the same direction.
lays I3BK, IIBK and ‘IBK are successively en
With respect to the traffic locking circuits ‘as
ergized to restore the intermediate signals to
between pairs of intermediate signal locations,
their normal dark conditions, and thus cause the 10 each relay is controlled by energy applied to its
motor car indicator of Fig. 1A to be energized
circuit at the other end of the block. However,
through front contact I38 of relay ‘IBK. ‘This
this is not true with respect to the end track sec
energization of the motor car indicator of course
.tions between the head-‘block signals and the ?rst
advises workmen that they may proceed into the
intermediate signal location. For example, the
single track stretch because there is no opposing 15 tramc locking relay I2BK is controlled from the
direction of tra?ic established.
signal location of Fig. 1A, but its energy is sup
More speci?cally, the relay I3BK is energized
plied from its own signal location, as will readily
by a circuit closed from (+) , andincluding front
be seen by a study of its detailed circuit previous
contact I34 of relay IIYGP, windings of relay
ly described. Likewise, the tra?lc locking relay
I3BK, front contact 25 of relay IlYGP, front 20 ‘IBK receives energy from its own signal location
contact 26 of relay I3TR, line wire 21 to the
although its circuit is controlled from the signal
signal locationof Fig. 1D, front contact 28 of re
location of Fig. 1B in accordance with the ener
lay ISAS, front contact 29 of. relay IBTR, front
gization of the relay I IBK under the proper con
contact 30 of relay I'ITR, back contact 3| of re
ditions, as previously described. Thus, the tra?ic
lay IGGZP, front contact 32 of relay ISHDP, front 25 locking tumble-down circuits for the end sections
contact 2I of relay IGTR, line wire 22 to the sig—
or blocks of the single track stretch are not sym
nal location of Fig. 1C, front contact 23 of track
metrical with respect to the intermediate track
relaiy I 3TB, front contact I35 of relay ‘MYGP, to
(—
.
'
~
sections. However, it should be understood that
there may be more than the one intermediate
'
The picking up of the relay I3BK in turn causes 30 track section when conditions require it. For this
the energization of the relay IIBK by reason of a
reason, it should be understood that other inter
circuit closed from (+) , and including contact 35
mediate signal locations might be'provided by ar
of signal I4 in a normal position and contact 36
ranging the controls for such signals as disclosed
in an operated position, front contact 39 of relay
for the opposing signals II and II. If the signal
IiBK, front contact 40 of track relay “TR, line 35 location of Fig. 1C is desired to be 01’- the double
wire II to the signal location of Fig. 113, front
intermediate type, then an additional signal I3
contact 42 of track relay HTR, windings of relay ' can be provided for governing tra?lc towards the
siding B with its operating winding replacing the
IIBK, front contact 41 of relay I2YGP, front
contact 45 of relay I ITR, line wire 46 to the‘ signal
relay I3HD and its associated relay I3YGP (not
location of Fig. 16, front contact 41 of track relay 40 shown) taking the place of the relay I3HDP. In
“TR, back contact 48 of relay HS, front contact
other words, such a ‘signal would have the same
49 of relay IAYGP, front contact I 39 of relay
relationship to its siding as the signal I2 has with
ISBK, to (-l.
'-
.
- respect to the siding A.
'
Relay ‘IBK is energized by reason of a circuit
closed from (+) , and including back contact I26
’ a modi?cation of the invention as shown in Fig.
of relay BYGP, front contact 83 of relay ‘ITR, line
wire 64 to the’ signal location of Fig. 13, front
contact 65 of relay I2'I'R, front contact I29 of.
the signals II and I2 to track circuit controlled
contacts I40 and ~l4I of relays I 2TB and IITR
Modi?cation of Fig. 2.—This Fig. 2 illustrates
13 by changing the approach lighting control of
respectively. In other words, the signal II is
backcontact 58 of relay I2S, front contact 59 of 50 illuminated only when a train approaches such
- relay IIBK, front contact 5'!‘ of relay I2YGP,
relay I2TR, line. wire 60 to the signal location of
Fig. 1A, front contact SI of relay TITR, front con
tact 62 of relay ‘ICK, windings of relay ‘IBK, back
contact I 28-0! relay BYGP, to (-) .
signal and deenergizes the track relay I2TR.- This
same principle of approach lighting may be ap
plied to each of the other approach lighted signals
in ‘the same manner asv shown for these signals
.
Summary of tumble-down circuits-With ref
erence to the drawings, it will be seen that the‘
signal clearing tumble-down circuits for opposite
directions are interlocked with respect to each
other. For example, the signal II is controlled
through a back contact 44 of relay I2YGP, while
the signal I2 is controlled through a back con;
tact ‘III of relay IIYGP. By reason of these con
55 II and I2, but which has notbeen shown applied
to the other ?gures for the same of simplicity.
The signal clearing tumble-down circuits and the
tra?lc locking circuits for this form of the in
vention are exactly the same as shown in Fig. 1B.
60 However, 'two motor car indicators for opposite
directions of tra?lo, as indicated by arrows with
the respective indicators, are provided so that it
is safe for a motor car to proceed over the track
tacts the signal clearing tumble-down circuits
way only when both such indicators are illumi
with respect to this signal can be cleared for only
one directionat a time. A similar interlock is 65 nated. The eastbound indicator is controlled by
front contacts I42 and I43 of the relays IIYGP
provided at each of the intermediate signal loca
and II BK respectively; while the vwestbound in
tions.
.
dicator is controlled by front contacts I 44 and I45
The signal clearing tumble-down circuits are
of the regular tumble-down type in that the relay
of the circuit for each block is adjace‘nt‘its asso
of the relays I2YGP and I2BK respectively.
‘
ciated entering signal for that block while energy
is applied to such circuit from the other end of the
block. The line wires which provide control for
these signal controlling circuits have superim
posed upon them the control for the traffic lock 75
an understanding of the operation of the various
tumble-down circuits, it will be understood that
when a route is established for eastbound traffic,
With reference to the preceding description for
the relay IIYGP will be picked up closing front
contact I42 but the relay I2BK will be deener
a
_ 2,410,504
17
the motor car'indicator with ' governed
gized so that only
the arrow pointed to the right is illuminated.
18.
by said tra?ic direction locking relays
for the opposing signals at the ends of said single
track stretch for governing the clearing of said
This informs the motor car operator, or other
signals for either selected direction of traiiic.
workmen, that a route has been established and
3. In a system of centralized tra?ic control for
that it is unsafe for motor car operation, but the 5
single track railroads, a stretch of single track
indicator which still remains illuminated advises
having signals at intervals governing train move
the direction in which tra?ic is established, so
ment into and through said stretch in opposite
that the direction from which a train should be
directions, a signal control relay for governing
expected will be known. It will be obvious that
when the train hasv actually passed the signal 1.0 the ‘indications of each signal, a series of line
location both indicator lamps will be extinguished
circuits for each direction of tra?ic for energiz
ing the signal control relays of the signals gov
until such train has passed beyond the next inter
erning train movement in a corresponding direc
mediate signal location or has left the single
track stretch entirely, as the case may be, at
tion, means for interlocking said series of line
which time the lamps will be illuminated in ac 15 circuits for opposite directions of trafiicto permit
the clearing of signals for only one direction of
cordance with the traflic conditions just dis
traffic at a time, auxiliary tramc direction locking
cussed. It is believed that the-indication dis
relay means governed by the continuity of each
played ‘by, these indicators for traii’ic in the oppo
site direction will be readily understood.
series oi‘ line circuits when not effective to ener
As previously mentioned, these indicators need 20 gige signal control relays, and means manually
not necessarily be located at the signal location
controlled irom a distant control ofiice and de
itself but may be located at a suitable point in
pendent upon the condition of said trams direc
accordance with the particular curvature of the
tion locking means for governing said series of
line circuits to clear signals for the movement
track, or the like, requiring a different location.
For example, such indicators might be located 25 of trains into and through said stretch in either
in the building adjacent a highway crossing, so
selected direction.
.
as to advise the crossing ?agman as to when to
e. In 'a system of centralized traffic control for
expect a train. .
a single track railroad, a stretch of single track
Having thus described a signaling system as
between the ends of passing sidings having a
one speci?c embodiment of the present invention, 30 head-block signal at each end and intermediate
signals at intervals governing train movement
it is desired to be understood that this form is
selected to facilitate in the disclosure of the in
into and through said stretch in opposite direc
vention rather than to limit the number of, forms
tlons, a signal control relay associated with each I
it may assume. It is to be further understood
of said signals for governing its indications, two
that various modi?cations, adaptations and alter
series of interlocked line circuits one for each
ations may be applied to the speci?c form shown
direction for energizing the signal control relays
to meet the requirements of practice without in
of the signals for only one direction of traiiic at
any manner departingfrom the spirit or scope
a time, tra?‘lc direction locking means for each
as limited by the appended claims.
end of the stretch responsive to the continuity
What I claim is:
‘
'
40 'of the series of line circuits relating to the direc
1. In a manually-controlled block signal system
tion of traffic away from that end even though
for single track railroads, a stretch of single
that" series of line circuits is not then effective
track having a head-block signal at each end and
to control the energization of the signal control
intermediate signals at intervals governing train ,
relays for that direction of tra?lc, and means
movement in opposite directions into and through ' 45 for each end of said stretch manually controlled
said stretch of single track, a series of line cir
from a distant control omce and governed by the
cuits for each direction of tra?c, a tra?ic direc
associated tra?ic direction locking‘ means for con
tion locking relay for each direction associated
trolling the clearing of the associated head-block
with each signal and energized alternately by
signal and the continuity of the series of line
an associated line circuit dependent upon the 50 circuits for the opposite direction of traffic.
direction of tra?c established, approach lighting
5. In a signaling system for single track rail
means for each intermediate signal responsive
roads, a stretch of single track between the ends
to the deenergizatlon of ‘oath of the associated
of two passing sidings, head-block signals at each
tra?ic direction locking relays for opposite direc- ,
end of the stretch for governingtraiiic into the
tions of traffic, and manually controlled means 55 stretch at that end, intermediate signals located
at intervals through the stretch for governing
governed by said series of line circuits and said
tramc direction locking relays for governing the
tra?c in both directions, manually controlled line
circuit means for causing the head-block signal
clearing of signals for train movement into and
to be cleared at either selected and of the stretch
through said single track stretch for either se
60 and also causing the clearing of the intermediate
lected direction of tra?ic.
signals for the corresponding direction, and motor
2. In a system of centralized tramc control for
car indicators associated with each end of the
single track railroads, a stretch of single track
stretch and each being governed by said line cir-__
between the ends of passing sidings and having
cult means to indicate at its end of the stretch
signals at intervals governing train movement
into and through said stretch in opposite direc 65 the establishment of an opposing direction of
trams upon the manual clearing of the head
tions, a signal control relay for governing the
bloclr signal at the opposite end ofthe stretch.
indications of each signal, a tra?ic-direction lock
6. In a signaling system for single track rall
ing relay associated with each signal, two series
roads, a stretch of single track divided into sec
of interlocked line circuits one for each direction
of tra?ic for governing the energization of the 70 tions between the ends of two passing sidings,
head-block signals at each end of the stretch for
signal control relays of the signals for only one
governing traffic into the stretch at that end,
direction of tramc at a time and also the ener
intermediate signals located at the end-s of the '
gization of said tramc direction locl'ing relays
sections through the stretch for governing tr'a?i'c
associated with the signals for the opposite direc~
tion of traiiic, and manually controlledmeans 75 in both ‘directions, line circuit means‘ for said
2,410,504
20
stretch including three line: wires individual to .
each track section, manually controlled means at
intermediate 'polnts through the stretch for gov
erning opposite directions of'tra?ic, line circuit
the ends of the stretch for acting over said line
wires to cause said signals to be cleared for either
means associated with said stretch and normally
selected direction only after the signals for the
opposing direction have been checked at stop,
nals for one direction or the other to clear condi
tions, manually controlled means at the ends of
said stretch effective to control said line circuit
means for governing said intermediate signals to
clear conditions for either selected direction of‘
conditioned’ for governing said intermediate sig
said means also clearing the head-block signal
for the corresponding direction, motor car indie
cators associated with each end of the stretch,
and means at each end 01’ the stretch controlled 10 tra?ic followed by the clearing of the head-block
by said line circuit means for causing the motor
signal for the corresponding direction, said con
car indicator at that end of the stretch to indi
trol of said line circuit means being distinctive
cate the establishment of an opposing direction
while said manually controlled means is active,
of tra?ic.
means associated with each intermediate signal
7. In a single track railroad signaling system,
a stretch of track between two passing sidlngs
provided with light signals at the head-blocks
and at spaced intervals through the stretch for
governing tra?ic in both directions, said inter
for causing that signal to be illuminated during
at the opposite end of the stretch, whereby the
at the other end of the stretch.
the distinctive control of said line circuit means,
and motor car indicator means associated with
each end of the stretch and distinctively con
trolled by the distinctive condition of said line
mediate signals being normally unilluminated, 20 circuit means whenever the head-block signal at
the opposite end of the stretch is cleared to there
vline circuit means associated with said signals
‘and manually governable for causing the clear
by indicate the establishment of traffic toward
control of the head-block signal at either. selected
its end.
,
end of the stretch and the intermediate signals
' 10. In a railroad signaling system for stretches
for the corresponding direction, approach light 25 of single track over which tra?ic can move in
either directionbetween two passing sidings, light
ing control means associated with each inter
mediate signal for illuminating that signal when
signals located at intervals through said stretch
a train is in approach thereto, a motor car indi~
for governing both directions of traffic, line cir
cuit means associated with said stretch and man
cator associated with each head-block and inter
mediate signal, and control means for said motor 30 ually controlled for causing the signals to be
car indicators governed by said line circuit means
conditioned to indicate clear for only one direc
to cause said indicators for the intermediate sig
tion of traffic at a time and acting ‘to maintain
nals to indicate the established direction of traffic
the controlled condition of the signals for the
upon the manual control of said line circuit
last established direction of trailic although the
meansand to cause the motor car indicator at
manual control is removed, and means respon
the leaving end of the stretch to indicate the
sive to the manual control of said line. circuit
establishment of an opposing direction of traffic
means at either selected end of the stretch for
in response to the manual control of said line
lighting all of the signals in the stretch and pre
circuit means for clearing the head-block signal
venting manual control of said line circuit means
’
establishment of the tra?lc direction in a stretch
11. In a signaling system for single track rail
of vsingle track is indicated for the bene?t of
roads, a stretch of single track extending be
workmen prior to the entrance of a train into the
tween the ends of two passing sidings and di
stretch.
‘
vided into track sections, head-block signals at
8. In a signaling system for a single track rail 45 each end of the stretch for governing traffic into
road having a stretch of single track between two
the stretch, intermediate signals located at in
passing sidings, head-block signals at each end
of the stretch for governing the entrance of‘traf?c
into the-stretch, intermediate signals located at
intervals through the'stretch for governing tra?ic
in both directions and dividing said stretch into
sections. line circuit means associated with said
stretch of single track and manually governable
tervals through the stretch corresponding to the
ends of the track sections for governing traffic in
opposite directions, said head-block and interme
so
for clearing the head-block signal at either end '
of the stretch and the intermediate signals for
the corresponding direction, said line circuit
diate signals being of the light signal type, ‘line
circuit means for said stretch of single track com
prising a signal clearing tumble-down circuit and
a traf?c locking tumble-down circuit for each
direction of traf?c imposed upon three line wires '
individual to each track section, said tumble
down circuits receiving energy at the ends of the
means being so organized as to require all oppos
stretch and being interlocked to normally pro
ing signals to be placed at stop before the signals
vide for the energization of the signal clearing
for the selected direction can be cleared, said line
tumbler-down circuit for theylast direction of
circuit means being effective to prevent manual 60 traffic and for the energization of the tra?ic
control of either end of the stretch to interrupt
locking tumble-down circuit for the opposite di-,
an established direction of tra?lc when the man
ual control at the opposite end of the stretch is
effective to establish traffic, said ‘line circuit means
comprising two line wires and a common line wire
for each track section of the stretch, and circuit
means controlled by said line wires for each track
section for indicating adjacent each signal loca
tion whether or not said line circuit means is
being manually governed.
rection, manually controlled means at each end
of the stretch for causing the deenergization of
the particular signal clearing or traffic locking
tumble-down circuit then receiving energy from
that end of the stretch to thereby cause the‘sig
nal clearing tumble-down circuits for the signals .'
governing‘ tra?ic away from that end of 'the
stretch to be energizedto clear such signals while '
70 the deenergization of_ the tra?lc locking tumble
. 9. In a signaling system for a, stretch of single
down circuit for the opposite direction preventsv
track between two pas-sing sidings, head-block
said manually, controlled means at the opposite
signals at each end of the stretch for governing
end of the stretch from being controlled, means
associated with each intermediate signal from
illuminating that signal upon the deenergizatlon
“ tra?lc into the stretch at that end, intermediate ‘
signals normally unilluminated and located at
' 2,410,504:
2i
' of both traf?c locking
m
tumble-down circuits, and
, tions to permit energization of the relay means‘
for only one ‘direction at a time, manually con
trolled means at each end of the stretch effective
motor car indicators at the head-block signals
controlled by said trailic locking circuits to indi
cate when it is safe for a motor car to leave a
when rendered active to deenergize the tumble
down circuit for the signals governing tra?ic
‘towards its end to thereby permit energization
of the tumble-down circuit for the opposite di
rection for clearing the signals away from‘ that
siding end, and circuit means associated with
said stretch and rendered effective when the
head-block signal to travel through said stretch
of single track.
7
12. In a railroad signaling system for stretches
of single track over which tra?c can move in
either direction between two passing sidings; sig
nals located at intervals through said stretch for
both directions of tramc, signal control relay -
manually controlled means at one end of the
stretch is active to prevent the manually con—
trolled meanslat the other end of the stretch
means associated with each signal, signal clear
ing tumble-down circuits for each direction of
tra?ic comprising successive link circuits, one for
"each of said signal control relays, said link cir
cuits for opposite directions of tra?ic being inter
locked at each signal location to permit; the
energization of the tumble-down circuits for only
from also being rendered active, whereby said sig
nals 'associated‘with said stretch of track can be
cleared for only one direction at a time and
whereby a direction of tra?'ic established at one
end of the stretch by manual control cannot be
one direction or the other at the'same time, a
interrupted by independent manual control at
tramc condition relay associated with each signal, 20 the opposite end of the stretch.
traffic condition tumble-down circuits for each
14. In a signaling system for railroads, a
direction of traf?c including a link circuit for
each tra?ic condition relay and each of the link
circuits being controlled through a front contact
of the signalcontrolnrelay means for the opposite
stretch of single track between two passing sid
ings divided into a, plurality of track sections. ,
,_ "signals located at the section ends for governing
a
tra?ic in both directions through the correspond
ing sections, signal control relay means asso
down circuits are-energized for only one direction
ciated with each signal and capable of clearing
at a time and whereby the traffic condition tum
its signal only when such relay means is ‘ener
ble-down circuits can be energized for only the
gized, line circuit means for rendering each sig
opposite direction, manually controlled means at 30 nal control relay means energizable in accord
each end of the stretch effective when rendered
ance with the traffic conditions and the condition
active to deenergize the signal clearing tumble
of the signal control relay for the signal next in
down circuit and the trat?c condition tumble
advance for the same direction of traffic to there
down" circuit governing the signals which govern
by provide a so—called tumble-down circuit or
tra?ic towards its end of the stretch, said man 35 ganization for each direction of tra?c, said
ually controlled means being capable of being
tumble-down circuits for each direction of tra?lc'
rendered active only if either the signal clearing
including at each signal location a contact opened
tumble-down circuit or the trai?c condition tum
when the signal control relay means for the op
ble-down circuit for traf?c away from that end
is energized, and means for illuminating each of 40 posite direction of tra?ic is energized whereby
‘the tumble-down circuits for only one direction
said signals when both of the tra?‘ic condition
of tra?‘lc can be energized at a time, tra?c con
relays for that signal location are cleenergized.
trolling circuits extending through said stretch,
13. In a railroad signaling system for stretches
manually controlled means at each end of the
of single track over which tra?ic can move in
direction, whereby the signal clearing tumble
either direction between two passing sidings, sig 45 stretch, each being energizable independently in
response to manual control from a central omce,
nals located at intervals through said'stretch
trai?c controlling relay means at each end of the
for governing tramc in both directions, control
stretch
rendered e?ective in response to the as
relay means associated with each signaland con
sociated manually controlled means to deenergize
trolled in accordance with the control relay means
the tumble-down circuits for the signals govern
associated with the signal next in advance for 50 ing traffic toward that end to thereby permit the
the same direction and in accordance with the
clearing of the signals governing traf?c away
tra?c conditions in the intervening section to
from that end of the stretch, said traffic .con
\ thereby provide a so-called tumble-down circuit,
trolling relay means being effective to act through
meansassociated with each signal for causing
said traii‘ic controlling circuits to prevent the re- ‘
that signal to indicate clear only when the asso 55 sponse of the tra?c controlling relay means at
ciated control relay means is energized, means
the opposite endof the stretch in response to
at each signal location including contacts of the
its associated manually controlled means.
control relay means at that signal for interlock
ing said tumble-down circuits for opposite direc
THO
J. JUDGE.
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