BE477758A - - Google Patents

Description

       

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  Rail traffic control unit.



   The present invention relates to railway traffic control apparatus and more particularly relates to traffic control in a signaling system for a two-way single track, in which centralized traffic control or any other manual control appropriate is used to establish the direction of traffic flow. A distinguishing feature of the present system is that normally no code is applied to the single track section, the only current present in the track being that due to the constant current being used to maintain the direction of travel. established circulation and for other purposes.

   This system removes all control line wires, except the coded line circuit of the CTC system, in case this system is used, as is generally the case, and except, in addition, for the control of level crossings. -':'',   for

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 which uses a line circuit to pass constant current and code around the crossing sections of the main lines.



   One of the objects of the present invention is to provide a system without line wires of the type mentioned above, which is normally not excited, except for the constant current which is used in the circuits of. lane for block detection. Another object of the invention is to establish the desired direction of traffic when the time is right for that establishment, by simply moving a traffic lever at the central control office to a corresponding position. dant to this chosen direction, the control and safety characteristics of the system being automatically brought into play following such a movement.

   Another object of the invention is to provide certain interconnections of controls on the C.T.C. at the command office, in order to prevent any interference with the established direction of travel when the entry signal is on the free track indication, or when the section is occupied by a train. Another object of the invention, moreover, consists in providing a maintenance circuit for the control relay of the direction of movement at each end of the section, this circuit being independent of the code equipment of the office. control, so that it is impossible to reverse the direction of traffic from the control desk if the conditions on the track are not favorable for this reversal.

   In addition, it is an object of the invention to provide a suitable control for the signals of level crossings and for the electric switch interlocks in a system having the character defined above. Finally, the present invention consists in providing continuous block signaling for the single section of track * The other objects. and characteristics of the invention

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 will become evident in the course of the description which follows.



   These objects are obtained: by normally transmitting a constant or uncoded current along the section of single track in the established direction of traffic, in order to control the state of non-occupation of the section and to provide for traffic blocking, thanks to which the absence of constant current prevents a reversal of the direction of circulation; removing this constant energy and transmitting a coded current along the section from the new output end and towards the new input end, to provide blocking control for the input signal; by re-establishing the constant current application behind the train, in order to restore the track circuits to their normal condition;

   replacing the, input signal on the free track indication, in order to interrupt the constant current, in order to allow the circulation of a following train in the same direction; detecting the exit of a train using constant current sensed at the exit end as a result of a train moving, before a traffic reversal can take place; using a closed contact of the constant current detection relay (F.S.A.) in the maintenance circuit of the direction of flow control relay (F.

   S.R.), so that the latter relay is independent from the control desk and can only be actuated from the latter if constant current is absent from the track section; using a single pair of line wires to perform a simple but efficient application of the apparatus according to the invention to a crossing of level crossings; using a frequency code having different code rates to provide a continuous indication of block, where the chunk includes one or more pairs of intermediate signals; using idle contact coding, in order to efficiently relay the constant current and the code to the section cut-off point;

   

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And finally, by providing a simple but yet effective form of locking control for an electric switch, without resorting to any line wire.



   The present invention constitutes an improvement over the inventions described in U.S. Patent Application No. 410,504 of September 12, 1941 and in U.S. Patent Application No. 411,481 filed in September 1941, both relating to apparatus for controlling rail traffic. .



   The following description refers to several embodiments of apparatuses in accordance with the invention, and, in the appended drawing:
Figs. la, 1b, le and 1d, taken together, fig.la. being placed on the left, represent a schematic view of an embodiment of the invention applied to a single section of railway track, extending between the sidings PS1 and PS2 placed at each end of the railroad. section, fig. the indicating the layout of the order office for this section.



   The figs.le and 1f are views showing different embodiments of the central office equipment of fig.1a, also according to the invention.



   Fig.1g is a schematic view according to the invention showing a modification relating to a part of the apparatus of fig.1c, in which a directional polarized relay with a holding circuit or stick replaces the two relays directional neutrals or stick of fig.1c.



   Figs. 2a, 2b and 2c, are schematic views showing modified embodiments of the block indicating apparatus of fig.la. and also according to the invention.



   Figs. Sa and 3a 'which are juxtaposed are a schematic view showing the apparatus for controlling the locking of an electric needle in accordance with the invention as well as

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 that the modification of the apparatus of fig.l which would be necessary at an intermediate signal location.



   Fig.3b is a schematic view similar to fig.



  3a but established for the location of the junction of sections, also according to the invention.



   Fig. 4 is a schematic view showing the adaptation of the apparatus to a level crossing crossing station, in accordance with the invention.



   Fig. 5 is a schematic view in accordance with the invention, indicating a variant relating to a part of the coding apparatus shown in which the coding apparatus, by the open contact replaces the coding apparatus by the working contact. the junction of the sections of fig.1c.



   Identical reference letters and numbers de-. sign similar elements on the different views.



   If we first refer to figures 1a-1d inclusive, it can be seen that the section of track located between the sidings PS1 and PS2 is divided using the usual insulating rail joints at places D, E , F and G in a number of track circuits. Each of these track sections is identified by the reference letter T accompanied by a distinctive prefix which also serves to identify the device associated with that section. The signals which regulate the movements of the traffic throughout the single track section are the head block signals 6 and 10, placed at the respective ends of the section, as well as the intermediate signal 7 of location E.

   The cut-off point F of the sections could also be provided with a signal, if desired, by adding a device similar to that indicated at the location of the intermediate signal E.



   In reality, each section of the single track section has two track circuits, one facing east, and

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 the other to the west, each of which includes a coded TR track relay placed at one end and a track circuit current source, shown as a battery, at the other end. Track circuits could of course be of the AC type, and the present invention contemplates such track circuits, the DC type being only shown for simplicity. The track circuit current is suitably coded under this influence due to traffic conditions, unless it is sent by the operator placed at the central control office shown schematically in fig.la.

   Depending on the direction of travel, only one or the other of these track circuits operates at any time, as will be explained below. The control relays brought into play for an eastbound maneuver generally carry the prefix E or R (for the right) while those which control maneuvers towards the West include the prefix W or L (for the left) in order to to facilitate understanding of the description.



   For greater simplicity, only two codes will be used comprising a direct current interrupted periodically at the rate of seventy-five times per minute for the "approach" and of one hundred and eighty fols per minute for the signaling indications corresponding to "free way". Encoding is performed using suitable code transmitters 75CT and 180CT which are well known in the art. It is understood that for shelter or cabin signaling, it would be possible to superimpose a coded alternating current through the contacts of these code transmitters to the direct current track circuits, but this additional complication is not essential for the understanding of the invention.

   The maneuvers to chase or run trains in the same direction are

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 provided by means of directional stick relays, and once the traffic is established for a determined direction, the operator does not have to perform any other maneuver than that necessary to put the input signal on the lane indication free to allow entry of a following train.



   The SWFSR and SEFSR relays adjacent to the two ends of the section are relays for selecting the direction of movement with manual control intended to control the direction of circulation of the traffic throughout the section considered. The communication system through which the operator placed at the C.T.C. in the control desk (fig.1a) can control these relays, can be of any suitable type, but preferably of the selective or code type in which communication is established intermittently through transmitted codes or pulse trains along a single pair of line wires to the desired control location or field station.

   The details relating to such a communication system are not essential to the present invention and it is considered sufficient, for the understanding of the invention, to emphasize that the direction of movement from right to left or towards West is established by moving the traffic lever 8 (fig.la) to the left or L position, so as to transmit an appropriate code in order to energize the 8EFSR control relay of the direction of traffic provided in the switchgear from the field station at the right end of the section.

   It is understood that the communication system is also used to regulate or direct the traffic leaving the single section of track at either end, by controlling the signals placed at those ends, and that it is also used to provide an indication of the conditions of the traffic and devices included in the section, and, in addition, to prevent any interference or reversal in direction 1 of established traffic, except under appropriate conditions,

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 as will be emphasized below.

   One embodiment relating to a communication system capable of being applied to the present system is disclosed in U.S. Patent No. 2,229,249 of January 21, 1941 relating to a remote control system, while the general designation of the relays forming the part
C.T.C. of the present system as well as the reference numbers and letters applied to the terminal conductors used for the performance of similar functions correspond to those used in the aforementioned patent.



   The general operating characteristics of the apparatus according to the invention will be described first of all, the operation then being described in more detail, for the sake of simplicity, it will be assumed that the section does not include any intermediate signal and that the last traffic maneuver was directed towards the West., so that lever 8 occupies its L position, which has the consequence of leaving relay 8WFSR for West direction traffic in an excited condition and the 8EFSR relay for one-way traffic IS not energized.

   The input IOL signal for the West direction being on the stop indication, as shown, there is constant or uncoded, or neutral, energy flow between the East end (point
G of the entry end) passing through the intermediate sections of the. track, to the west end (point D of the exit end) where this current is used for the control of the traffic light for the unoccupied block indicated in fig.la. It will be assumed that one wishes to authorize the entry of the section to a train going west. As soon as this clue is received at the control desk, a control code can be transmitted to engage a local stick relay (10LHSR) to begin clearing the 10L input signal.



   As soon as this command code is received and the 10LHSR relay is activated, the constant current is successively removed from the

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 10LT track circuit and other track circuits in the section.



  This constant current suppression is detected at the output end, and this allows the cascading transmission of a code between the output end Det, the input end G to provide block control for intermediate signals and entry, and it follows that the entry signal is cleared so that the westbound train can enter. When the train passes signal 10L, the block lamp at the control desk comes on to indicate the occupancy condition.



  The coded current continues to be applied to the single track section after the train has accepted the signal and has entered the section, until the latter is evacuated. Naturally, it is understood that the coded current is cut upstream of the train to ensure the usual protection at the rear. When the train leaves the section, the coded current is transmitted again in cascade towards the input end, which determines the disabling of the stick relay used for movements of circulation in the same direction, and by then constant current is applied again to the input end, unless in the meantime a CTC code has been transmitted to reset the input signal to the "channel free" indication.



   To reverse the direction of movement from West to East, it is first necessary to detect the constant current at the West end (point D) of the block, which allows the disabling of the 8WFSR relay and the excitation of the relay 8EFSR following a reversal of lever 8 to position R and transmission of CTC codes necessary for this purpose. When the East travel direction is established, constant current is again present in the track sections of the stretch, as in the West travel direction, but this constant current is now transmitted in the West to East direction. . Transmission of a C code.

   T.C. to put the signal "free", 6R of the head block for the East direction has the effect of eliminating the said constant current

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 and start the application of a coded current between the end
East (point G) and the new entry end (point D) as described above, in order to allow the "clearing" of signal 6R so that traffic directed towards the East can enter on the stretch.



   After this description of the general characteristics of the operation of the system, the following will explain in more detail the succession of operations which occur when the traffic is established in a determined direction which is assumed to be the direction. West, in this case, for ease of explanation. The basic operation can be understood very easily by first directly linking fig.la and 1b with fig.ld to eliminate the complication of the intermediate signaling point and the device provided at the cut-off point of the sections. .



   The input signals 6R and 10L which control the movements on the single track section planted at a standstill, while the traffic lever 8 is in its L position to control a movement towards the West, the apparatus is in the condition shown in the drawing in which the 8WFSR West direction control relay is energized while the opposite 8EFSR East traffic control relay is not energized. .

   At point G, the 10LTCTM relay is constantly energized, via a circuit comprising the idle contact 23 of the 7RWSR relay, the role of which will be explained below, the idle contact 23 of the local stick relay 10LHSR which com - sends signal 10L, rest contact 25 of relay 8EFSR for controlling direction of travel S, renos contact 26 of relay lOLSR which is the STick relay of signal 10L, and which is activated when the train crosses this signal at any indication of "free channel", the work contact 27 of the channel repeater relay 9TM which is activated when the short input section 9T

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 is free, and finally the work contact 28 of the 10LKM relay which controls the stop position of the 10L signal,

   and which is brought into play when this signal indicates stopping. A constant current, coming from the direct source 18, is thus applied between the rails at the input end of the West direction through the contact 29 in its working position, and the working contact 30 of the 10LTCTM relay which now remains constantly in play. Consequently the 6RTR relay at the output end is kept constantly energized through the closed contact 31 of the 6RTCTM relay which is energized at this time. The 6RTM and 6RTFSA relays are constantly energized using the work contacts 32 and 33 of the 6RTR and 6RTM relays respectively. The circuit intended for the 6RTCTM relay opens naturally, at the rest contact 34 of the 6RTFSA relay.

   The presence of constant current at the output end D of the West direction provides the indication of blockde non-occupation (fig.1a) and allows the operator to transmit a command code to clear the input signal. 10LA or 10LC.



   When the operator transmits this signal release code, he energizes the signal control relay 10LHSR (fig.ld) through the code equipment at the field station (236). in order to thus interrupt the constant current circuit described above for the 10LTCTM relay to. rest contact 24 of relay 10LHSR. However, the signal cannot be cleared as long as the code from the output end is transmitted along the path and is received at the input end, as seen. more clearly below.



  Constant current will now be removed at the input end. The absence of constant current at the output end has the effect of disabling the 6RTR, 6RTM and 6RTFSA relays placed at this end, and it follows that a coding circuit for the 6RTCTM relay is completed. through the contact re-

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 pos 34 of relay 6RTFSA, currently closed, relay 6RTCT is subject to either code 75 or 180, depending on whether local relay 6LAHR for signal 6L is respectively not energized or energized. the drawing, this relay is not energized, so that the circuit of the code 75 destined to the relay 6RTCTM includes the rest point of the contact 35 of the relay
6LAHR, the rest contact 34 of relay 6RTFSA (now closed),

   the working point of contact 36 of relay 8WFSR, the closed contact
37 of relay 6RSR, work contact 38 of relay 5TM, and finally work contact 39 of relay 6 RKM. The 6RTCTM relay is subject to code 75 and applies this to the output end
D via the work points of these contacts 31 and 40.



   Referring back to input point G, we see that the 10LTCTM relay at that location has ceased to be energized so that the 10LTR channel relay subject to the code is continually wired between the rails by the intermediary of the rest point of contact 29 of this same relay so that it is subject to the code applied at the other end of the section. The 10LTM relay, which is controlled by the working point of the contact
41 of the IOLTR relay and which is of the type subject to the code, is also subject to this code and determines the energization of the IOLTFSA repeater relay with make contact via its make contact 42.

   The repeater relay lOLTBSA with closed contact is also energized by the intermediary of the rest point of contact 41 of the IOLTR relay and the working contact 43 of the relay.
10LTFSA. The 10LTBSA relay functions as an approach exciter relay for the circuit to be decoded of the transformer to be decoded
DT which is now energized via the work contact 44 of the lOLTBSA relay and the contact to be coded 45 of the relay
10LTM. The IOLCDR code detector relay is now energized from the output of the transformer to be decoded through the rectifier contact 46 of the 10LTM relay, according to the usual process.

   Since the lOLCDR relay is energized, the

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 10LA or 10LC signal release circuit can be completed in the usual way and well known in the art.



   When the train crosses the 10L signal, the 10LHSR relay (fig.ld) ceases to be energized following the opening of the work contact 47 of the 9TR relay in its holding circuit, so that if no 'performs no additional manipulation of the lever for this section, code 75 is applied to section 6RT as soon as the train leaves this section, in order to allow traffic movements in the same direction. The 10LTR relay responds again to this code and energizes the iOLCDR relay, as before, which interrupts the energization of the 10LSR directional stick relay at the closed contact 50 of the lOLCDR relay. The 10LSR stick relay in the West direction is then activated thanks to the rest contact 48 to the 9TR relay and to the working point of the contact 49 of the 10LAHR relay.

   The holding circuit for the 10LSR relay comprises the rest contact 50 of the 10LCDR relay, the rest points of the contacts 51 and 49 of the 10LCHAR and 10LAHR relays, as well as the open contact 52 of the IOLSR relay. Disabling the relay 10LSR completes the circuit for bringing the relay 10LTCTM to the rest contact 26, and it follows that this relay becomes constantly energized by means of the circuit described above. Continuous energization of the 10LTCTM relay determines the application of constant current to the input end G for the West direction and it follows that the 6RTR relay is energized during the interrupt or break intervals of the code. applied to the D output end of the West direction.

   In other words, constant current is applied during the "cut" intervals of the code. The excitation of the 6RTR relay determines that of the 6RTM and 6RTFSA relays, as before, so that the 6RTCTM relay is energized due to the '' opening of the rest contact 34 of the 6RTFSA relay and that it remains in this condition until the moment when the 10L signal is put back on the clear path, or until the moment when a traffic reversal is

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 performed.



   It results from the operations described so far that the reception of constant current at the output end makes it possible to start the operation of free channeling of the input signal during which the constant current is cut off at the end of 'input, so that when this effect reaches the output end, there is an application of encoded energy to that end, this encoded current being detected at the input end.



  The presence of a code at the input end makes it possible to complete the operation of clearing the input signal.



     A train entering the section establishes the conditions for. ensure successive maneuvers in the same direction, by bringing into play a directional stick relay. When the train leaves the section, the code is reapplied at the output end, releasing the directional stick relay which again applies constant current to the input end. This constant current passes through the code, and when detected at the output end, it cuts the code at that end so that the device is set to its normal condition.



   We will now describe the way in which a reversal of the direction of circulation from West to East is carried out, always assuming that no intermediate signal is used, so that reference will only be made to FIGS. la, 1b, 1d.



   When the 6RTR relay is constantly energized due to the presence of a constant current directed towards the West in the section, the 6RTFSA relay is energized and the 6RCDR, 6RDR code detector relays cease to be energized. Since the last traffic movement was made in the West direction, the 8WFSR traffic direction authorization relay is energized, so that a circuit is completed to supply terminal 90 of the campaign group (234) (fig.1b). This circuit com-

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 respectively takes the rest points of contacts 76 and 77 of relay 6RDR and 6RCDR, and the working points of contacts 78 and 79 of relays 6RTFSA and 8WFSR, respectively. The excitation of terminal 90 of the campaign station group results in the transmission of a C code.

   T.C to the order desk.



   This code will determine the excitation of the block indicator relay
West direction SWTK. This relay being energized, it is possible to reverse the direction of circulation by moving the lever 8 of the traffic to its right position in which the contact 8E is closed and the contact 8W is open. When this movement of the lever is carried out, a circuit is established which ends in a winding of the polarized relay 8LPR passing through the work contact 109 which closes during the initial movement of the lever, the work contact 108 of the 8WTK relay and the contact 8E of lever 8. When the polarized contact 110 of the 8LPR relay moves to its left position corresponding to this excitation, a command code transmission takes place in the direction of the field station group (236 fig.ld). to energize direction F authorization relay 8EFSR.

   The initial movement of the lever 8 determined the engagement of the start-up relays 236 ST and 234 ST, so that corresponding codes were transmitted to the groups of the field stations, according to the method well known in the system. CTC The code resulting from this energization of the start-up relay 236 ST determined the activation of the 8EFSR traffic authorization relay for the direction.
EST, as has just been said elsewhere. The code transmitted as a result of the energization of the start relay 234 ST determined the deactivation of the authorization relay 8WFSR for the West direction.

   Relay 8WFSR is released by interrupting the circuit to terminal 102 through contact 175 of relay 234 S, the polarized contact.
110 of the 8MPR relay, now inverted, so that the aforementioned contact 110 is in its left position.

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   It will be noted that if the 8EFSR relay is excited before the 8WFSR relay is put out of action (which can happen since the codes must necessarily be transmitted successively to the different groups of field stations), the excitation of the relay 8EFSR will have the effect of subjecting the 10LTCTM relay to a coded current instead of a constant current.



   Therefore, there will be application of encoded energy instead of constant energy at the new input end (point G), and the code will be detected by relays 6RTR, 6RTM, 6RTFSA and
6RTBSA, at point D. Since the 6RTFSA relay is thus maintained in its energized position, no change will occur in the direction of circulation established at point D as or? the 8WFSR relay is not disabled. When this happens, the 6RTCTM relay is constantly energized through the circuit comprising the rest point of contact 176 of the relay.
7RWSR, the closed contact 55 of the 6RHSR relay, the closed contacts
36 and 37 of the 8WFSR and 6RSR relays respectively and the NO contacts 38 and 39 of the 5TM and 6RKM relays, respectively.

   Since the 6RTCTM relay is now constantly energized, it cuts the 6RTM relay from the rails at the rest point of its contact.
31, 'which has the effect of disabling the 6RTM relays,
6RTFSA and 6RTBSA. Now, there is application of constant current to the new input end (point D) for the direction of circulation East and through the working point of contact 31 of relay 6RTCTM, so as to energize relay lOLTR. at the new entry end (point G). At the same time, there is an application of current cod 'to this new output end.



   During the "cut" interval of the code to which the 10LTCTM relay is sensitive, the lOLTR relay is connected between the rails, and is subjected to the constant current, so that it successively energizes the 10LM and 10LTFSA relays. Excitement

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 of the lOLTFSA relay has the effect of disabling the 10LTCTM relay by its rest contact 56, so as to remove the coded current from the east end (G) of the section.

   The constant current continues to be applied to the west end (D) until the 6R signal is cleared for an eastward maneuver, and it follows that the constant current is suppressed due to the energization of the 6RHSR relay comprising a closed contact 55 included in the constant current supply circuit intended for the 6RTCTM relay.



   If the SWFSR relay ceases to be energized before the 8EFSR relay is engaged, the 6RTCTM relay is energized using a constant current, so that it applies that same constant current to the rails of the relay. the track at point D. This constant current contrasts with that applied to the track by the 10LTCTM relay at point G, but this has no harmful consequences. As soon as the 3EFSR relay is energized, the excitation of the constant 10LTCTM relay becomes coded, allowing the lOLTR relay to be energized during the first "cut" interval of the code, hence the energization of the 10LTM and 10LTFSA relays. Activation of the lOLTFSA relay determines the disabling of the 10LTCTM relay, which results in the interruption of the supply of coded energy to the channel.

   Now the rails will only be traversed by a constant current flowing between the new end. entry D and the new exit end G. From this moment, the establishment of the east direction of traffic becomes evident from the analogous description made for the west direction of traffic.



   After the description of the basic operation of the system according to figs.la, 1b and ld, the operating mode of the system will now be described when the single track section includes an intermediate signaling station and a track section cutoff point. For this purpose we introduce the

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 fig. 1c between figs. lb and 1d of the drawing. To avoid unnecessary repetition, the following description will deviate as little as possible from the equipment shown in fig.1c.



   Assuming that the direction of traffic is established towards the West, as before, and that the section of track is free, there is application of constant current in the direction of traffic, i.e. between point G and point D. When this constant current reaches point F, relay 7AETR is energized via the rest point of contact 57 of relay 7EACTM, and determines the energization of relay 7AWCTM, via its work contact 58. The 7AWCTM relay applies constant current from the channel 18 battery, to section 7RT, through the make point of its contact 59 and make contact 176.

   At the intermediate signaling point E, the constant current energizes the 7ETR relay, as well as the 7ETFSA and 7WCTM relays. All other relays at this point (except code transmitters) cease to be energized. The circuit intended for the 7WCTM relay comprises the working point of contact 60 of the 7ETFSA relay, the neutral points of the contacts 61 and 62, respectively of the 7ES and 7HR relays, as well as the closed contact 63 of the 7WS relay. The constant current is reproduced or repeated in section 6RT passing through the make point of contact 177 and make contact 64 of relay 7WCTM.

   Therefore, the way in which constant current can be easily transmitted beyond a two-section cut-off point, as well as beyond an intermediate signaling point, in the system according to this present invention, becomes clearly understandable.



   The description below refers to the way in which the control for setting the input signal to free channel is established.
10L for movement to the West. The excitation of the 10LHSR tick relay, with a view to setting one of the 10L signals to free channel,

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 has the effect of suppressing the constant current coming from the input end for the West direction at point G, and of determining the deactivation of relays 7ETR, 7ETFSA and 7WCTM at the intermediate signaling point E. As a result, the constant current is removed from the 6RT section, so that the 6RTR relay is also disabled.

   The absence of constant current at point D determines the application of coded current, to / section 6RT, due to the relay being disabled.
6RTFSA, as explained above. This coded current is detected by the 7WTR relay subject to the code, and by the energization of the 7WFTSA, 7TM, 7BSA, 7HR and 7WS relays, if the code is code 75.



   The 7WTFSA relay stays on constantly, as do the 7BSA, 7HR and 7WS relays. The 7TM relay is of the type subject to the code and it is now energized via the rest point of the contact to be coded 178 of the 7WTR relay and the work point of the contact 179 of the 7WTFSA relay. When the 7TM relay operates according to the code, it consequently energizes the 7HR code detector relay via the rectifier contact 180. The circuit for the 7WS relay comprises the working contact 70 of the 7HR relay, the rest point of the contact. 71 of relay 7ETFSA, and the working point of contact 72 of relay 7WTFSA.

   If the code applied to section 6RT is 180, the 7DR relay which detects this code 180 is also energized, so that the 7W signal then indicates either an approach indication or an indication of a free lane following the code transmitted.



   Now the 7ECTM relay is subjected to code 180, and applies a current having this code frequency to the section
7RT, and when code 180 is detected at point G, this allows signal 10L to provide a clear indication. The circuit intended for the 7ECTM relay under these conditions, includes the rest point of contact 60 of the 7ETFSA relay, the conductors 65-66, the contact 67 of the 180CT code transmitter, the working point of the contact 68 of the 7HR relay, and the closed contact Relay 69

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 7ES directional opposite to hold circuit. However, when the train crosses the 7W signal, by bypassing the 7WTR relay, all the 7WTFSA, 7TM, 7BSA, 7HR and 7DR relays cease to be excited.



   The directional stick 7WS relay in the West direction has a delayed cut-off, so that it establishes its own holding circuit via the closed contact 76 of the 7WTFSA relay and its own working contact 74. Now, the relay 7ECTM is subject to code 75, and its circuit to be coded comprises the rest point of contact 60 of the 7ETFSA relay, the conductor 181, the contact to be coded 75 of the code transmitter 75TC the working point of contact 76 of the 7WS relay , the rest point of contact 68 of the 7HR relay, and finally the rest contact 69 of the 7ES relay. Therefore code 75 is applied to section 7RT by the 7ECTM relay, although this code is currently inactive in this section due to the presence of the train.



   When the train leaves section 7RT, code 75 determines the operation of the 10LTR relay at point G, so that the 10LCDR code detector relay is energized. The energization of this relay opens the circuit of the lOLSR stick relay (which was energized from the moment the train crossed the 10L signal), to constitute a command allowing a subsequent movement of the traffic in the same direction in the occupied section. . When the IOLSR relay ceases to be energized, this allows the excitation of the 10LTCTM relay using a constant current, and through the circuit previously described, provided that one of the 10L signals does not. must not be cleared.

   The constant current applied at point G flows through the code to point E, and is detected during the code "cut" intervals by the relays 7ETR and 7ETFSA at the intermediate signaling point. Excitation of relay 7ETFSA opens the coding circuit intended for relay 7ECTM which has just been described, at the rest point of contact 60, which removes the coded current of section 7RT.

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   It will be noted that the constant current which is applied at point G cannot be relayed to the other end D of the section until coded current has been received from this other end to interrupt the excitation of the directional stick relay. 7WS in the West direction which has a rest contact 63 included in the 7WCTM relay excitation circuit. The deactivation of the 7WS relay occurs when the train crosses the 6RT and 5T sections between the 7W and 6R signals, which determines the application of the track coded current at point D, and results in the energization of the 7WTR and 7WTFSA relays, thus interrupting the circuit for maintaining the 7WS relay at the rest point of the contact 73 of the 7WTFSA relay.

   When the 7WS relay closes its rest contact
63, the 7WCTM relay receives a constant excitation, thanks to a circuit comprising the working point of the contact 60 of the relay
7ETFSA, the rest points of contacts 61 and 62 of the 7ES and 7HR relays respectively, and the rest contact 63 of the 7WS relay. ,
During the period when a westbound train is between signals 7W and 6R, a movement in the same direction can be made by putting the 10LHSR relay back into play at point G, through the CTC system, which removes current from rails in sections between signals
7E and 10R. However, when the 7WS relay is energized, the 7ECTM relay is subject to code 75, and applies this code to sections
7RT and 10LT.

   The excitation circuit of the 7ECTM relay is the same as that previously described regarding the passage of a train directed towards the West, beyond the 7W signal. Code detection
75 at point G allows one of the signals 10L to present an approach indication for a following train, which is obvious.



   The following description refers to the operations resulting from a reversal of traffic, when the signaled section includes an intermediate signaling point. For this description, of an inversion from West to East, it is necessary to

 <Desc / Clms Page number 22>

 refer to the equipment provided at the central control office or at the C.T.C. shown in fig.1a. To obtain the reversal of the direction of circulation towards the East, it is necessary that a constant current flows towards the East from point G to point D, so that the working point of contact 78 of relay 6RTFSA, included in the excitation circuit of terminal 90 of the field station indicated in fig.lb can be closed, so that this terminal is supplied under the assumed conditions.

   As a result, a code was set from this field station in the direction of the control office in fig. 1a, so that the 8WTK relay of the C.T.C. is energized to allow an inversion of the polarized relay 8LPR controlled by the traffic lever 8.



  As has been pointed out previously, the constant current follows a train as it passes along the section, progressively exciting the track circuits and the devices associated with them until the moment when the train leaves the section completely, because at this moment all track circuits are reestablished to constant current, ie to normal system condition.



  The excitation circuit of terminal 90 of the field station equipment also includes the rest points of contacts 76 and 77 of the 6RDR and 6RCDR code detector relays (both inactive since no code runs through the section. 6RT, as well as the working point of contact 79 of the West direction of travel control relay 8WFRS, in addition to the working point of contact 78 of the 6RTFSA relay indicated above. The 8WFSR relay is always energized, given that it was the last one. The traffic movement carried out was in a West direction. The preliminary movement of the traffic lever 8 results in the activation of the two starting or starting relays 234 ST and 236 ST which control the transmission of the CTC codes in the direction campaign posts 234 and 236 located respectively at points D and G.

   The code transmission circuit for energizing the res-

 <Desc / Clms Page number 23>

 However, the direction of travel control measures for the new direction are not completed until a reversal of the 8LPR stick polarized relay, which remains in the last position to which it was set, is obtained. Under the assumed conditions, the BLRP relay receives an inverse excitation via 1 ', via the contact of the lever 8E (now closed), of the work contact 108 of the relay 8WTK, and of the contact 109 of the lever (this contact having been closed on during the preliminary movement of the lever 8). Here, it is necessary and preferable to draw attention to the traffic blocking functions performed by the apparatus according to the invention, with particular reference to the apparatus shown in fig.1a.



  As is now obvious, the BWTK block indicator relay for the West direction (or terminal 90 of the field station device) cannot be energized as long as the section is free of all traffic and the signal 10L for the West direction is stopped, which means that there is constant current flow in the West direction along the section. The energization of the 8VVTK relay closes the work contact 182, and, given that the polarized contact 110 of the 8LPR relay, is in its right position, the 8WFK traffic authorization relay for the West direction is energized at using an obvious circuit, and this excitation also has the consequence of closing a circuit, by means of its work contact 120, intended for the 8WFKE traffic light for the West direction of traffic.

   If the operator now transmits a C.T.C. towards point G to start clearing signal 10L, the constant current will be removed from the section for the reasons explained above. This also applies if the section is occupied, or if the constant current directed to the West is suppressed. me for some reason. Therefore, the relay
6RTFSA is disabled, which interrupts the excitation of

 <Desc / Clms Page number 24>

 terminal 90, and also determines the disabling of the 8WTK relay. As a result, it is no longer possible to reverse the 8LPR relay, even if the traffic lever itself is reversed to close the 8E contact, because the reverse excitation of the 8LPR relay is interrupted at the place of the NO contact 108 of the 8WTK relay.

   As a result, it is clear that the polarized contact 110 is now locked in the right position corresponding to the West direction of travel, so that no reversal of the direction of travel can be effected until the section is feed again in constant current of West direction. In the meantime, the holding circuit of the 8WFK relay for westbound traffic is hooked up by the polarized contact 110 moved to the right, by the conductor 183 and its own work contact 184, in order to maintain the indication. West direction of traffic during the time when signal 10L is clear or when the section considered is occupied by a train going West.

   It is therefore evident that the apparatus conforms to. the present invention constitutes a mode of traffic locking which is extremely efficient while being relatively simple, capable of preventing interference in the authorized movement of traffic or the reversal of the direction of traffic, when this reversal cannot take place. a correct or safe way.



   To continue now the previous description in which we have. given the way in which the reversal of the 8LPR relay has been obtained, we see that the contact 110 of the 8LPR relay is now closed in the position. reverse or left, l and that since relay 236S is energized there is application of energy to terminal 104 of the office device. The circuit for terminal 104 includes polarized contact 110 placed in its left position, conductor 185, and now closed NO contact 186 of relay 236 S.

   The excitement of the

 <Desc / Clms Page number 25>

 terminal 104 results in the transmission of a code which determines the activation of the 8EFSR relay controlling the direction of traffic East to the campaign station 236, located at point G.,
When relay 8EFSR is brought into play as a result of the movement of lever 8 towards its position R, the constant current previously applied to point G via the rest point of its contact 25; is interrupted to be replaced by a code applied via the working point of contact 25, as before. As soon as the 8WFSR relay, at the other end ceases to be energized a constant current is applied to the point
D, as explained above.



   If we refer again to the intermediate signaling point E, we will see that the aforementioned inversion. e of lever 8 to its position corresponding to the direction of circulation East will produce the following circuit operations: the constant current, which was previously applied to point G when the direction of circulation was towards the West, determines the excitation continuous relays 7ETR, 7ETFSA and 7WCTM. When the code change applied to station G occurs, relays 7TM, 7BSA, 7HR and 7ES are also energized.

   The 7WCTM relay now operates according to the code, and its circuit includes the rest point of contact 73 of the 7WTFSA relay, conductor 111, contact
112 of the 180CT code transmitter, the working point of the contact
62 of the 7HR relay, and the rest contact 63 of the 7WS relay. When the 7WCTM relay operates according to the code, it applies the code to the 6RT section, beyond the 7W intermediate signal.



   If we now consider the other end of the section at point D, where we now have an application of constant current due to the deactivation of relay 8WFSR we observe that the application of this current constant is also detected at the intermediate signaling station E, thanks to the continuous excitation of the 7WTR and 7WTFSA relays, since the constant gourant circulates through the code during the periods

 <Desc / Clms Page number 26>

 "cut" of it, as indicated above. Activation of the last quoted relay opens the circuit for the 7WCTM relay, which removes the code in section 6RT.

   Activating the 7WTFSA relay also opens the circuits of the 7ES, 7TM, 7BSA and 7HR relays, which has the consequence of constantly energizing the 7ECTM relay and relaying the constant energy of the 6RT section in the direction of sections 7RT and 10LT. The constant current circuit intended for the 7ECTM relay comprises the work point of contact 73 of the 7WTFSA relay :, the rest points of the contacts 76 and 68, respectively of the 7WS and 7HR relays, as well as the closed contact 69 of the 7ES relay. The continuous excitation of the 7ECTM relay obviously causes the disabling of the 7ETR and 7ETFSA relays.

   As a result, the section has been set on the east direction constant current, so that the operator can start clearing the east direction 6R signal to allow a train going in that direction to enter the section.



   The operation of the switchgear placed at the intermediate signaling point, when a train directed towards the East is moving along the section, is analogous to that previously described for a train movement towards the West, from so that it is not necessary to repeat this description. Likewise, the operation of the apparatus with respect to the cut-off point between the sections appears clearly from the foregoing description, without the need for further explanation.



   The following description relates to the black indication characteristics specific to the invention. Considering first of all the section as having no intermediate signal, as is the case when Figs are placed side by side. la, 1b, 1d. Figs. lb and ld of the drawing, when interposing between them fig. 1c which concerns the intermediate location

 <Desc / Clms Page number 27>

 signaling, show the block indication device for a section of track comprising an intermediate signal, this indicator device having already been described.

   Figs. 2a and 2b show the modifications which must be applied to the control of the channel indicator relays 8WTK and 8ETK, respectively, when the arrangement does not include any intermediate signal, as is the case. if we remove fig.1c from the section diagram. If we refer to the. fig. 2 and drying that a constant current, applied at point G to the track in the direction
West, as happens for the West direction of travel, a circuit intended to determine the excitation of the 8WTK track indicator relay in the West direction placed at the central control office, and completed by passing through the rest point of the contact.
113 of relay 6RCDR and the working points of contacts 114 and
115 of relays 6RTFSA and 8WFSR, respectively to lead to terminal 90 of the field station group.

   As pointed out above, the excitation of terminal 90 determines the transmission of a code between the field station and the control office to determine the excitation of the 8WTK relay. The 8ETK relay (fig.2b), which is sensitive to the code coming from the opposite end of the section, is naturally not energized at this moment. Consequently, the circuit for the block light which comprises the rest contacts 116 and 117, respectively, of the relays 8WTK and 8ETK, is incomplete so that the block light is not lit, and the indication corresponds to the condition of non-occupation of the block.



   When a code is applied to point D and this code is transmitted along the section for a circulation movement towards the West, a circuit is established for the excitation of terminal 90 of group 236 of the substation. field at point G, passing through the working point of contact 118 of the 10LCDR code detector relay (currently energized) to perform the exci-

 <Desc / Clms Page number 28>

 tation of the 8ETK relay placed at the control desk, thanks to the transmission of a C.T.C. appropriate. At this time the relay
8WTK is de-energized due to the non-supply of the terminal
90 of field station 234 due to the removal of the constant current in the track.

   Consequently, the circuit of the block fire is again incomplete, so that the indication provided corresponds to that of non-occupation of the block. If a train headed west now enters the block, the relay
10LCDR would be put out of action, so as to complete a circuit passing through the rest point of its contact 118 and the rest point also of contact 119 of IOLTFSA relay (also inactive now), so as to energize terminal 94 of the campaign post including. consequence is the transmission of a C.T.C. in order to deactivate the 8ETK relay of the office.

   With relays 8WTK and 8ETK both inactive, the block signal light circuit is completed at the idle contacts 116 and 117, so that the block light now indicates the busy state. of the section of plain track.



   If we then refer to the traffic indication, it is irrelevant whether one or the other of the two traffic direction control relays (8WFSR or 8EFSR) is activated first, when the direction of circulation is changed from West to East, since the final condition of the circuit will be such that the 6RCDR, 6RTFSA, and 8WFSR relays will all be deactivated, in order to complete a circuit supplying the terminal 94 of the campaign station 234, so as to ensure the disabling of the 8WTK relay placed at the central office.



   On the other hand, the 10LTFSA and 8EFSR relays are energized so as to complete a power supply circuit of terminal 90 of the field station 236 to energize the SETK relay. The time necessary for the accomplishment of these different operations or for the operation of the actuated relays, as well as the or-

 <Desc / Clms Page number 29>

 The method in which the indication codes are transmitted may determine a particular condition in which the block signal light can be lit for a short time, even if the block is not occupied at the time. This type of indication does not last much beyond a few seconds, in general, unless the indication codes are delayed by control codes having transmission priority.



   The reversal of the polarized contact 110 of the 8LPR relay, when the direction of circulation was changed from West to East, opened the circuit intended for the 8WFK relay of the West direction of circulation, and at this time, the opening of the working contact , ¯120 of this relay determined the extinction of the traffic indication light 8WFKE for the West direction.



   The energization of the 8ETK relay, the polarized contact 110 of the 8LPR relay being closed to the left (for traffic directed towards the East) completes the circuit for the 8EFK traffic indication relay for the East direction, by l 'intermediary of its work contact 121. In turn, this latter relay closes its work contact 122 in order to ignite the 8EFKE light in the East direction of circulation. The 8EFK relay has a holding circuit passing through its own work contact 123 and through the conductor 185, so that it remains energized as long as the contact 110 of the 8LPR relay is closed to the left, to establish the direction of East circulation.

   This feature is practical, given that the 8ETK relay ceases to be energized as soon as a command is transmitted to set the 6R signals to free channel and the constant current in the East direction is interrupted.



   When the section includes 2 intermediate signals, the block indication is provided by the equipment shown in FIGS. lb and ld, as noted above.



  This equipment is the same as that shown in figs.



  2a and 2b and which is described above, except that, due to the

 <Desc / Clms Page number 30>

 presence of two intermediate signals in the section, the two relays to be decoded code 180 (6RDR and IOLDR) placed at the two ends of the section are used in the excitation circuits of terminal 90 of the respective field stations, to set the channel indicator relay is in play, as well as in the circuits intended to energize terminal 94 to ensure that this relay is deactivated. The change in circuit caused by the incorporation of the 6RDR and 10LDR relays, therefore, will therefore appear clearly in the drawing without requiring further description.

   As before, the 8WTK and 8ETK relays are used to detect the condition of the section not being occupied, when the section is traversed throughout by the constant current.



   If the section includes more than two intermediate signals, circuits by line wires, as shown in fig. 2c, can be used to reproduce parts of the section, with a view to ensuring controls equivalent to those shown on the figs. lb and 1d. Fig. 2c shows the mode of application of such line wire circuits for two series or sets of intermediate signals. In this fig., The contacts 124 and 125 of the relays “A” and “B” respectively replace the contacts 76 and 126 of the corresponding relays 6RDR and IOLDR, respectively, of figs.lb and 1d. In all other respects, the control circuits of the 8WTK and 8ETK relays are identical to those of figs.lb and 1d.



   If we now refer to fig.l, we see that the apparatus shown in this figure is similar to that of fig.1c, except that instead of using two neutral directional relays WS and ES with hold, ie 1 relay for each direction, a single DS stick directional relay is used here. This relay is of the polarized type with a holding circuit, and it operates its polarized contact 170 to the left when it is energized by one. current of a polarity determined by means of a circuit comprising the rest point of contact 171 of the relay

 <Desc / Clms Page number 31>

 6WTFSA, the work contact 172 of the HR relay and the work point of contact 173 of the ETFSA relay.

   When the direction of this circulation is reversed, the DS relay opens contact 170 and closes its contact 174 to the right, thanks to an excitation circuit comprising the rest point of contact 173 of the ETFSA relay, the work contact 172 of the HR relay and the working point of contact 171 of the WTFSA relay. The polarized contacts 170 and 174 control the application of code to allow the movement of a train respectively towards the West or towards the East, in the same direction as that taken by the preceding train, in a manner which is apparent from the above description.



   If we then refer to FIG. 3a, it can be seen that the latter represents the device according to the invention, as being applied to the control of an electric needle locking included in the single track section. , the locking device being associated with an intermediate signal. The various relays shown in this figure have designations similar to those used for the relays in figs.1b, le. and ld, and these relays have the same functions in general, so that it suffices to describe only the characteristics by which the apparatus of this figure differs from that of figure 1.

   Of course, it is understood that the figure Sa. can replace, for example, the fig.lc or that it can be inserted between the fig.lc. and either of figs.ld or 1b to constitute a complete and efficient electrical needle locking control system. The needle locking lever 7 shown in the control desk apparatus of fig.la has been provided to perform this control, when the device of fig.Sa, is incorporated in the single-track system.



   In the system according to the present invention, a train traveling on the main track can automatically unlock and enter the siding,
 EMI31.1
 1 ¯ .. - ..-

 <Desc / Clms Page number 32>

 without the need for the operator at the control desk to perform an additional action. In this case, the unlocking is obtained when the train occupies the short section of track OT called the unlocking section, the length of which may be of the order of 50 to 45 m. The 78W needle lock drive circuit consists of the break contact 127 of the OTR track relay for the OT section and the reverse contact.
128 (now open) of lever 7a to operate manually activated by the train engineer before unlocking.

   The train engineer reverses the position of the two levers 7a and 7b 'allowing the train to engage in the siding, after which these two levers must be returned to their normal position, as shown, unless that the train must move away before another train arrives.



   The role of the lever 7a will be explained, at the same time as the operation involved in carrying out an unlocking to allow a train to leave the siding. This operation is described below:
To make the operation of the locking of the needle more understandable, we will assume that fig.1c is replaced by fig.3a in the system of fig.1, and we will briefly explain, first of all, the main phases that take place during the operation which. was intended to perform an unlocking.

   The reversal of the locking engagement lever 7a interrupts the constant current supply (which is assumed to flow in the West direction) at the tipping point, which has the consequence of returning a coded current of 75 l. the west end at the point of the switch, and also turn on the block light on the operator's control panel. It is obvious that if no constant current is present at the switching point considered, the reversal of the locking engagement lever 7a has no effect.

 <Desc / Clms Page number 33>

 



   The illumination of the block light indicates to the operator that the lever has been reversed, and that he can reverse the needle locking lever 7, which is placed at the control desk. This operation transmits a CTC code to point G (that is, the field station from which the constant current comes), in order to cut off the constant current at that point and apply the code 75. When the code is picked up from both directions at the turnout, the electric lock is energized so that the track turnout can now be reversed.



   This operation will now be described in more detail.



   As noted above, to ensure unlocking for a train located on the siding, the train engineer first actuates the lever 7a. It is assumed that the traffic has been established in the west direction, and that there is application of constant current in the same direction, from one end of the section, passing through the needle locking point. , and to the other end. Usually, traffic should be established in the direction of train travel, in order to provide for the control of intermediate signals. However, the system operates satisfactorily whether the traffic is established in either direction. meaning.

   The invention of lever 7a, under the supposed conditions, has the effect of disabling the OTWM relay, following the opening of the contact, 129 of the lever 7a (this contact being closed only in the normal position. lever 7a), as can be seen clearly in the drawing. When the OTWM relay is released, it opens, ', the circuit intended for the WCTM relay, in order to interrupt the application of constant current to the WT section and to all other sections placed to the West of the intermediate signaling point.



   Then, coded current is applied to the rails at the end
West of the block (point D of fig.lb) according to the usual procedure

 <Desc / Clms Page number 34>

 and this current is detected by the WHR relay placed near the needle locking point. This coded current, however, is not relayed to the east, since the driver circuit of the ECTM relay is also open at the NO contact 130 of the OTWM relay. The latter has a hold circuit to ensure that it does not cease to be energized, in the event that the lever 7a is reversed during a period when a coded current is flowing in the boat circuits. and where an entry signal is clear, or if a train is approaching lock.

   In either case, it is preferable to avoid any interruption in the coded track current which could influence the movement of the trains. The normal OTWM relay engagement circuit comprises the armature contact 131 of the 7BW interlock, the normal contacts 132 and 129 respectively, of the levers 7b and 7a, the ON contact 133 of the OTR relay, the relay winding OTWM, the work contact 134 of the OTR relay, and the normal contact 135 of the lever 7B. The holding circuit for the OTWM relay comprises the armature contact 131, the contact 132 of the lever 7B, the conductors 136 and 137, the work contacts 138 and 139 in parallel, respectively, of the EHR and WHR relays, the conductor 140, the work contact 141 of the OTWM relay and finally the conductor 142.

   It is obvious that the working contact 141 included in this circuit, bypasses the normal contact of the lever 129 of the lever '7A. Contacts 132 and 135 of lever 7B can be the usual contacts of turnout circuit controllers and do not require a separate lever, such as 7B.



   After the train engineer has actuated lever 7A under the correct conditions, the operator placed at the central control office sends a control code to both ends of the section, the needle lever 7 of the control office being in its unlocked position (R). Therefore,

 <Desc / Clms Page number 35>

 the needle control relay 7RWSR, (fig. lD) placed at the input end of the block corresponding to the direction of circulation established (that is to say the direction West in this case), is energized since the 8EFSR control relay for the direction of circulation
East is currently inactive and its idle contact 143 is closed.

   The 7RWSR relay at the other end of the block (point
D) is not energized, since the control relay
8WFSR of the West direction of traffic is energized under the conditions of establishment of the West traffic, and its idle contact 188 is open.



   The 7RWSR relay control circuit comprises: in addition to the closed contact 143 of the 8EFSR relay, the open contact
144 of the 10LKM relay, the idle contact 145 of the IOLSR relay, and the idle contact 146 of the 7TER delayed switching device.



   The work contact 144 of the 10LKM relay is used to check whether the input signals are indeed at standstill. The rest contact 145 of the directional stick relay IOLSR prevents the energization of the relay 7RWSR in the event that the relay IOLSR is energized. This feature allows reception of a coded current after the train has passed the first intermediate signal to interrupt the energization of the lOLSR relay, after which the constant current would normally be applied to the track circuit and transmitted to the lOLSR relay. 'Where is.



   The rest contact 146 of the delayed cut-off device 7TER checks whether this relay is in its completely dropped position, so that the relay, when it is energized, allows an entire interval of time to pass. The 7TER and 7TESR relays are only necessary when the needle interlocks are set to automatic signals (as in fig. 3a), and, in this case only, at the East end of the block%, These cut-off relays are therefore necessary at the eastern end of the block, only when it is possible that a train leaving a siding equipped with an electric switch lock can cross

 <Desc / Clms Page number 36>

 an intermediate signal, and then roll past an intermediate signal in the opposite direction.

     The extract from the block towards which such a train movement could take place is that which is likely to require the delayed relays
TER and TESR. Energizing the 7RWSR relay at point G changes the control circuit of the 10LTCTM relay from constant current to coded current. This control circuit now includes the code terminal 75, the rest point of contact 147 of the 10RAHR relay, the rest contact 56 of the 10LTFSA relay, the driver
189, the working point of contact 23 of the 7RWSR relay, the closed contact 24 of the 10LHSR relay, the resting point of contact 55 of the 8EFSR relay, the closed contact 26 of the lOLSR relay and the working contacts 27 and 28 of the relays 9TM and 10LKM.

   The 10LTCTH relay now applies a coded current to the track at point G, and that current is directed west, i.e. to the point where the needle lock is located. When this code is detected at the needle lock point due to the energization of the EER relay, the needle lock circuit is completed by the working point of contact 148 of the relay.
WHR, conductor 149, work contact 150 of relay EHR, conductors 151 and 152, and the opposite contact 128 of lever 7A.



   It will be noted that in the case of a needle locking point of the intermediate signal type, as shown in fig. 3a, the circuit for the electric needle locking 7BW comprises the work contacts. 153 and
154 of the directional stick relays ES and WS for the East and West direction a in parallel respectively with the NO contacts
150 and 148 of the EHR and WHR relays. Consequently, and thanks to this arrangement, it is possible to obtain an unlocking of the locking device 7BW, after a train going west has passed the intermediate signal W.

 <Desc / Clms Page number 37>

 



   After unlocking has been obtained and the needle has been reversed, the unlock command can be canceled by transmitting a CTC code, lever 7 being in the normal position, to deactivate the 7RWSR relay to the point G, which completes a circuit intended for the thermally delayed cut-off relay 7TER, via the rest contact 155 of the 7RWSR relay, and the rest point of the contact 156 of the 7TESR relay which was put out of action when RWSR relay 7 has been energized. After expiration of the necessary delay time, the contact. work 157 of the 7TER relay is closed, and thus completes an obvious circuit for energizing the 7TESR relay.

   Putting the 7TESR relay into play opens the circuit intended for the 7TER relay via the rest point of contact 156, which allows the thermal relay to cool down and to close its control contact 146 included in the circuit described previously concerning the relay. 7RWSR. The 7TESR relay remains energized until the 7RWSR relay is energized again, with a view to re-unlocking the electrical needle locking device.



   If a train leaving the siding should head east, while a train going west occupies the block west of the switch point lock, the operator at the control desk would leave lever 7 in the reverse position, so as to apply coded track circuit current to the train, as discussed above, so that the intermediate signals provide the indication of free way. If the block (were not occupied, the operator would set the direction of travel East so that the train could proceed eastwards in the usual way, and lever 7 could be restored to its normal position at any time, following the unlocking of the needle.

 <Desc / Clms Page number 38>

 



   Due to the explanation given above with regard to the apparatus of fig. 3a for obtaining an unlocking of a needle locking device placed at an intermediate signaling point, it seems that the operation of the apparatus shown in fig.3b is clearly understandable from the drawing. This figure shows the needle lock 7BW located at the cutoff point of two sections, which eliminates a considerable part of the apparatus shown in fig.3a. All the phases involved in the operation of the needle lock are the same in both cases, so a detailed description of this operation is unnecessary here.

   The main difference is naturally constituted by the absence of directional stick relays ES and WS, repeater relays ETM and WTM, as well as decoding devices which provide the selective control of the intermediate signal indications. The OTWM relay is also provided with a holding circuit which prevents disabling of this relay, as a result of the inversion of lever 7A when there is current flow coda in the section. , either way. The code is detected, according to fig. 3b, using relays ETBSA and WTBSA which are not energized, unless the respective channel relay ETR or
WTR is not subject to the code.

   When the code is present, the OTWM relay holding circuit consequently comprises one or the other open contact 190 or 191 respectively of the ETDSA and WTBSA relays, instead of the corresponding contacts 138 or 139 of the EHR and WHR relays, respectively, represented in fig.



   Sa. The normal face-off circuit for the OTWM relay is the same for both figures. Therefore, it is obvious that the apparatus lends itself easily to the control of needle locks, either at an intermediate signaling point or at a section cut-off point.

 <Desc / Clms Page number 39>

 



   In either of the arrangements set out above, the needle locking lever 7 placed in the control desk can be established in its normal position at any time after the track needle has been turned. overturned.



   This is possible, thanks to the fact that the lane needle does not need to be unlocked to be restored to its normal position. It is also possible to obtain an unlocking of the needle (following a reversal of the lever 7A), if the short OT detector section, placed immediately before the needle, is bypassed, which puts it out of action. the QTR relay which closes an auxiliary circuit for energizing the lock 7BW, via its rest contact 127, the conductor 152, and the opposite contact 128 of the lever 7A. This arrangement allows a train occupying the main section of single track to engage at any time on a siding.



   If we now refer to the level crossing, according to the variant shown in fig. 4 it can be seen that, in accordance with the present invention, neutral direct current track circuits are used here for control by approach. of the circuits for actuating the devices. the level crossing as well as the track short circuit located on the crossing itself. The operation of the WSR and ESR stick relays for crossing level crossings and the. corresponding road signs are carried out in the usual well-known manner.

   It is also understood that Fig. 4 showing a variant of the present invention which applies to a level crossing crossing may be inserted between any two sheets of the system shown in Fig. 1 of the drawing, for example. between fig. 1b and 1c, 1c and 1d, or else between any one of these figures and FIG. 3a or 3b, when the section comprises a track switch point. Thus -.- as can be seen clearly in fig. 4, the constant current and the

 <Desc / Clms Page number 40>

 The system track code avoids the approach sections of the crossing point, thanks to line wires which include the work contacts of the track relays of these sections.



   The operation is as follows, assuming that fig. 4 is inserted between fig.lb and 1d: when the point
G in fig. Ld receives constant current transmitted to the West, the ETR channel relay subject to the code is energized continuously, as is also the case for the WCTM code transmitter relay. The circuit for the WCTM relay passes through the line wires, and includes the working points of contacts 158 and 159 of the ECTM relay, the working contacts 160 and
161 of the AETR track relay, the normally open contacts 162 and 163 of the OTR track relay, the normally open contacts 164 and 165 of the ESR and WSR stick relays, respectively, the normally open contacts 166 and
167 of the AWTR track relay as well as the rest points of contacts 168 and 169 of the WTR relay.

   The CT relay energization applies a constant current to the VT track circuit, west of the cross point, according to the usual procedure. When the constant current is removed at point G, as happens when the input signal for the West direction is cleared, the WCTM relay (as well as the ETR relay) ceases to be energized, allowing the WTR track relay subject to the code to operate according to the code which is now transmitted eastward from point D, since the established direction of travel is assumed to be West. The consequence of operating the WTR relay according to the code now is to subject the ETCM relay to the code, and to reproduce the latter in the section of ET track east of the crossing.

   The coding circuit for the ECTM relay comprises the working points of the contacts to be coded 168 and 169 of the WTR relay, the line circuit described above: 1ent for the WCTM relay, as well as the rest points of the contacts 158 and 159 of the ETR relay. Therefore-

 <Desc / Clms Page number 41>

 However, it is evident that the presence of a level crossing point in a single track section has no influence on the transmission of either constant current or coded current, which are used to establish the direction flow in either direction along the section. Likewise, there is no antagonism with the re-establishment of the system in its normal condition, after a train has passed over the section.



   It will be noted that the line circuit of FIG. 4 is controlled in such a way, by the East and
West, that the two line wires carry constant current in either direction, depending on whether the east or west direction track relay is constantly energized, and the same two line wires transmit the code in either direction, depending on whether the directional relay
West or East, respectively is subject to the code.

   The positive and negative terminals of the current source (i.e. respectively B and C) at both ends of the line circuit, are connected in an inverse manner, so that when the relay WTR 'is energized, the positive B terminal is connected to the upper wire 193 while as soon as the ETR relay is energized, this same wire. ::.: is connected to the negative terminal C. This also applies to the lower wire 194, connected by the ETR relay to. the negative terminal, and through the WTR relay to the positive terminal.



   Since the operation of the system is such that the VdTR and ETR relays are never energized at the same time, no short circuits can occur other than those which can be determined by a burst spark at the contacts, so that if desired a single source can be used to supply current to both ends of the line circuit. In order to reduce the possibility that an excess of circulating current can produce an arc on contact with either ETR or WTR relay, the line circuit includes

 <Desc / Clms Page number 42>

 a resistor 192.

   This resistor is insufficiently rated to influence the proper excitation of the ECTM and WCTM relays, but it provides adequate protection against the possibility of a harmful short circuit.



   From the above, it is clear that, by virtue of a novel, relatively simple line circuit control arrangement, the present invention provides for safe and efficient control of the level crossing crossing points included in the section of track. unique to this system.



   In all of the track circuits shown and described, except those relating to the crossing at level crossing and the track detection circuits placed at the switch points, track relays (TR) are used having a single contact finger which actuates a repeater relay, (TM) comprising the required quantity of contacts. The reason why it is preferred to use a single point track relay is, that this relay can be set in such a way as to have better shunt sensitivity, which allows the operation of much longer track circuits or those that it does. would be possible to use, for example, with a 4-point relay.



  However, it is seen that when the track circuits do not need to be of an extreme length, the repeater relay of the track relay can be completely suppressed the track relay itself having the necessary number of contacts.



   Illumination of signals in the present system can be achieved by the common method which is well known.



  However, it is understood that the lever operated head block signals placed at the ends of the avoidance lanes are normally on, while the automatic intermediate signals are normally off, but on, d. as soon as an input signal is cleared, or a train approaches the intermediate signaling point. ,

 <Desc / Clms Page number 43>

 
For the description of the operation of the device for section cut-off point, placed at F of fig. 1c, a section cut-off with work contact coding was used.



   This means that the repetition of the code, beyond the point of interruption of the sections, is carried out using one or more work contacts. This kind of section cut is satisfactory when the code received by a track relay is directly repeated or reproduced in another track circuit. and that the total length of the track circuits controlled in this way, including the first, is not too large.



   However, the variation in the energization of the track relays, resulting from changes in the resistance of the ballast can be considerable in long track circuits, so that the time during which a working contact of a track relay is closed. by a code increases appreciably when the relay is overexcited, which causes a distortion of the reproduced code. This deformation can be cumulative, when the code is repeated on several breaks of section, using a coding by working contact, and under certain conditions, it can exceed the limits allowing a correct operation of 1 equipment to be decoded.



   To avoid this difficulty, it is possible to use a section cut with coding by rest contact, such as that shown in FIG. 5. This type of section cut has a corrective characteristic, in that it reproduces the short "contact" periods as long as the "cut" periods, and the short "cut! Periods as long as the" contact "periods. Consequently, the deformation of the code received by the first section of track is compensated or substantially corrected, thanks to the use of the apparatus for section cutting with coding by contact rest.

   The operation of this device is clearly shown in the drawing, so that only a brief explanation of the cir-

 <Desc / Clms Page number 44>

 cooked breeders. Note that each track relay has an FSA relay which is energized when its corresponding track relay is actuated, either by constant current or by a code, as well as with a BSA relay which operates only when the track relay is subject to the code. In this way, a selective control is obtained, depending on whether a constant or coded current is to be reproduced, beyond the section cut-off.

   For example, when the ETR relay is constantly energized, a constant current circuit intended for the WCTM relay is closed by the closed contact 195 of the ETBSA relay, and the open contact 196 of the ETFSA relay. When the relay
ETR operates according to a code, the code reproducing circuit for the WCTM relay includes: the rest point of contact 197 of the ETR relay, the work contacts 198 and 199 of the ETBSA relays and
ETFSA, respectively, and finally the rest contact 200 of the relay
WTFSA. The corresponding circuits are in a condition to actuate the ECTM relay using a constant or coded current, depending on whether the WTR relay is constantly energized, or if it is subjected to a current of track circuit.



   If we then refer to fig.le which shows a variant of the control device of the direction of movement and traffic lock according to fig.la, it can be seen that the device shown here is quite similar to that of fig, the main difference being constituted by the way in which the 8LPR stick polarized relay is controlled, as well as the way in which this relay controls the selective energization of the relays for establishing the direction of circulation at both ends of the section.

   Assuming that the traffic is directed to the West and that the output end receives constant current (the section not being occupied and the two opposite signals from the head blocks being stopped) the relay for meaning traffic
West 8WFK is excited so that its work contact 201 is closed. Since the traffic lever 8 occupies its

 <Desc / Clms Page number 45>

 normal position (traffic directed towards the West), its contact 8W is closed so that the polarized relay 8LPR is energized in the normal direction and that the contact 110 occupies its right position, as has been shown.

   Consequently, the excitation circuit of the terminal 102 becomes effective as soon as the start button is pressed, placed on the lever 8 (so that the relays 234 ST and 234 S are activated). As noted above, the energization of terminal 102 can determine the energization of the West flow direction control relay 8WFSR.



   An inversion of lever 8, by closing contact 8E, determines the inversion of relay BLPR, given that the left winding of this relay receives current through the work contact 201 of relay 8WFK and the contact. 8E of the lever. With the 8LPR relay inverted, an excitation circuit of terminal 104 is ready to operate each time the start button is pressed, which determines the energization of the 8EFSR relay controlling the direction of flow. view of effecting a reversal of the direction of traffic in the manner previously described. The apparatus of fig. Le also uses a polarized relay 8FK traffic indication stick, controlled to one or the other position by means of a work contact 202 or
203 of the associated relay 8WFK or 8EFK.

   The polarized contact 204 of the 8FK relay controls the traffic indication for the West and East direction.



   One of the operational differences between the apparatus of fig.le and that of fig.la lies in that in the latter, the excitation circuit of one or the other winding of relay 8LPR is checked by means of a contact 108 of its corresponding indicator relay alone, but not by means of the two indicator relays, as is the case in fig.le-.



  Consequently, in fig. 1a, we see that we cannot obtain

 <Desc / Clms Page number 46>

 an inversion of the BLPR relay, unless the constant current is received at the end of the section which corresponds to the direction of circulation established. Similarly, as for fig.la, the initial excitation circuit for. terminal 102 or 104 includes a work contact (182 or 121) of the corresponding indicator relay.



   In this way, no traffic direction control relay can be energized from the office, unless an indication is received; and this indication must also correspond to the established direction of circulation. Therefore, it is clear that the apparatus shown in fig.le operates satisfactorily, but that of fig.la has additional improvements and controls.



   The fig.lf shows another variant of the apparatus of fig.la. The apparatus shown in fig.lf eliminates the polarized stick 8FK relpis of fig.le, but otherwise its operation is roughly similar to that of the apparatus of the latter figure. That is to say, the relay 8LPR is inverted due to an inversion of the lever 8, whatever the direction in which the constant current is flowing at this moment, since one or the other contact work 205 or 206 relays
8WTK and 8ETK, respectively, can close the relay circuit
8LPR.

   Likewise, the excitation of terminals 102 and 104 is not controlled using the contacts of the respective indicator relays, like this. occurs for fig.la .. Note that the 8WFSR relay holding circuit by means of its work contact 207 can be kept closed independently of the energization of terminal 86 carried out using the C.T.C. from the order desk. This also applies to the 8WFSR relay holding circuit in fig. 1a where the corresponding contacts have the same reference digits.

   This way when constant current is absent at the west end (after the 8WFSR relay has been brought into play),

 <Desc / Clms Page number 47>

 the rest contact 208 of the 6RTFSA relay is closed and maintains the holding circuit of the 8WFSR relay, so that a manipulation of the lever 8 of the traffic in the office has no effect, as long as the constant current is not restored to the western end. A similar hold circuit is used to keep the 8EFSR relay energized at the east end, regardless of the C.T.C. code set, when constant current is absent at that end.



   From the foregoing description, it can be seen: that the present invention constitutes, on the one hand, a safe, flexible and economical system for controlling traffic on a single section of track, from a central control office , without resorting to control line wires, except, for the CTC line circuit A constant current is used to keep the system in its normal and inactive condition, by transmitting this constant current along the track in a selective way, in one direction or the other, depending on the direction of travel. established.

   The reception of the constant current at the output end of the section provides the indication of the block% not being occupied and makes it possible to start the operation of setting free the input signal when a movement in the direction of established circulation ..: must. This operation removes the constant current and allows the transmission of a circuit code 3 between the output end and the input end, to clear the input signal and allow traffic to enter. the stretch. When the train accepts the signal and enters the section, constant current is applied again behind the train, unless the input signal is reset to the free track indication for a following train in the same direction. .

   The constant current gradually restores the track circuits until the moment when the system is restored to its normal position, that is to say when the

 <Desc / Clms Page number 48>

 section is completely evacuated. Before a reversal of the established direction of travel can take place, the train must have completely left the section, which is indicated by ppr Ip reception of a constant current at the exit end. Reversing the traffic lever at the command desk can then act on the direction of traffic control relays.

   When the flow direction control relay for the established direction of traffic ceases to be energized, and the control relay for the new direction of travel is energized, the previously applied constant current is interrupted, and a constant current is energized. applied to the new input end to be passed to the. new output end, which provides an indication that block% is not occupied, as before.



  From this moment on, the phases involved in the operation of setting the input signal free and restoring the system to constant current, after the section has been evacuated, are the same as those described immediately above. . The device placed at the command office is set up in such a way that it is impossible to reverse the direction of traffic established if the section of track is not free and the block signals, from head to the entry of the section are stopped which is proved by the reception of constant current at the exit end. This traffic lockout arrangement prevents antagonism to authorized traffic once the ingress signal is cleared and a train accepts the signal.

   Also by the present invention, the electric needle lock control is achieved in a simple and flexible manner by first checking for non-occupancy, using constant current, and then applying a code. Track circuit in both directions and in the direction of the switch point, which allows unlocking subsequently. Likewise, the present invention makes it possible to

 <Desc / Clms Page number 49>

 incorporate in an easy and safe way a crossing point at level crossing in the system according to the invention.



   Although the above description and the appended drawing relate simply to a few embodiments of rail traffic control apparatuses in accordance with the invention, it is understood that these embodiments may include numerous changes and modifications without departing from the scope or s 'move away from the spirit of the invention.


    

Claims (1)

ABSTRACT The present invention relates to: A.- A control device for rail traffic intended more particularly for controlling traffic on a single track in a two-way traffic signaling system, in which centralized traffic control or any other suitable manual control is used to establish direction of movement, this appliance having the following characteristics considered individually or in combination: 1) The device includes a single track section on which traffic moves in either direction, this section being divided into several track circuit sections, a traffic control relay for the East direction; placed near the eastern end of the section, as well as a traffic control relay for the West direction, placed near the western end of the section, a means allowing, when the aforementioned East relay is not energized and that the section is free, to relay an uncoded rail current along said sections between the East end and the West end, in order to provide an indication of non-occupation of the block, a relay stick at the end East, a track relay at the West end, the latter relay being sensitive to uncoded current, a means capable of energizing the stick relay in order to interrupt the supply to the rails in uncoded current and to drop the relay of <Desc / Clms Page number 50> track, and finally, a means capable of relaying the current rail code, along sections, from the West end to the East end, when the track relay is hush, to allow a train going to the 'West to enter the section. 2) The two East and West direction control relays being selectively actuated by an appropriate device., Another means, comprising a rest contact of the relay for the East direction serving to normally transmit uncoded current along the rails. sections from the east end to the west end, an input signal, normally stopped for the west direction, a means comprising a working contact of the traffic relay for the west direction capable of transmitting a coded rail current along the sections between the West end and the East end, when the track relay is dropped, as well as a device sensitive to the reception of the aforementioned coded current at the East end to put the input signal in the track free. 3) The device comprises a relay for controlling the direction of travel placed near one end of the section of single track, an input signal placed at the second end of the section, a device placed at the second end and capable of - ble 'to transmit an uncoded current from the second to the first end of the section, when the latter is free, and when the said signal is stopped, a control relay placed at the first end, actuated by this current not coded and set up so as to provide an indication of non-occupation of block for the section considered, a means for interrupting the supply of the uncoded current, in order to release the said control relay, a means for actuating the control relay the direction of movement, a means capable of transmitting coded rail current from the first to the second end of the section when the direction of travel control relay is actuated, and the aforementioned control relay is dropped and finally a means capable of switching on free the input signal, <Desc / Clms Page number 51> when the encoded current is picked up at the second end, to allow traffic to enter the section. 4) The arrangement comprises a manual control means, placed at the central control office to actuate said control relay for the direction of movement. 5) The apparatus comprises an uncoded current detection device placed near the first end of the section, means being provided for interrupting the supply of uncoded current, in order to actuate this detection device, a means capable, when the flow direction control relay is actuated and the sensing device has reacted to the interruption of the uncoded current, of transmitting a coded rail current from the first to the second end of the section. 6) The device provided at the second end makes it possible to transmit, when the section is free, a rail current of a first determined character between the second and the first end of the section, in order to detect the condition of it not. occupation, a detector means at the first end, sensitive to the current of the aforementioned first character, a means for interrupting this current to put this detector means out of action, a means capable, when the control relay of the direction of circulation is activated and the detector device is deactivated, to transmit a rail current of a second character from the first to the second end of the section, and finally a means placed at the second end and selectively sensitive to the current rail of the second character, in order to allow traffic to enter the section. 7) The arrangement is similar to that described in the previous paragraph, and the direction of movement control relay is in turn controlled by a manually controlled device placed at the central control office. <Desc / Clms Page number 52> 8) The device includes a device for reversing the direction of circulation capable, when the non-coda current reaches the West end, of ensuring the energization of the relay for the East direction, in order to interrupt the supply. of the uncoded current at the East end and to allow the disabling of the traffic relay for the reverse direction, in order to determine the transmission of an uncoded current from the West end to the East end, a detector means placed at the East end and sensitive to the reception of the uncoded rail current at this end, and a means for interrupting the supply of the uncoded current at the West end, in order to deactivate the detector means. 9) One of the flow direction control relays is normally energized, and the other normally not energized. 10) A manual control device, placed at the control panel, is provided to deactivate one of the relays for establishing the direction of circulation and to energize the other relay for establishing the direction of movement. direction of traffic in order to establish the direction of traffic in a given direction on the section. II) The apparatus comprises a block detector device placed at the control desk and sensitive to the reception of the uncoded current at the second end of the section, the manually controlled device serving to interrupt the application of uncoded current to the first end and to transmit a coded current from the second to the first end, and means controlled by the block detector device eapable to prevent the supply of the coded current from reaching the second end, to prevent that traffic enters the section, unless the block detector device first responded to the uncoded current to monitor the unoccupied section of the section. <Desc / Clms Page number 53> 12) The manually operated device operates to interrupt the supply of uncoded current to the first end, and to transmit coded rail current from the second to the first end of the section to allow traffic to enter the section. section by the first end, 13) The section of track considered has a first and ''.; a second section of track circuit as well as a normally unpowered intermediate signal, a means for transmitting uncoded current on said sections from the first to the second end of the section to detect the condition of unoccupied tracks, a blod indicator device sensitive to receiving uncoded current at the second end, a manually operated device subject to the aforementioned block indicating device for transmitting uncoded rail current along the sections between the second and the first ex- end to allow a train to enter the section and occupy the first section while the coded current determines the excitation of the intermediate signal, means being provided to restore the uncoded current in the first section, and by therefore, restore the intermediate signal to its non-supply condition when the train has left the first section for the second, and finally a means capable of re-establishing the uncoded current at the second end when the train has left the section, in order to determine again the reaction of the block indicator device to thus detect the state of non-occupation of the section. 14) The device includes a first code repeater relay normally energized and placed at the second end of the section, whose excitation circuit is uncoded current, and includes a rest contact of the second control relay for the direction of circulation placed at the second end of the section, a second code repeater relay, normally not energized; and <Desc / Clms Page number 54> placed at the first end, a channel relay placed at the first end, and whose excitation circuit comprises a rest contact of the second code repeater relay, a device comprising a work contact of the first code repeater relay, serving to apply uncoded rail current to the second end, a means for transmitting the uncoded current to the first end in order to continuously energize the track relay, a means for interrupting the supply of uncoded current in order to turn the relay on channel out of action, and finally a means comprising a working contact of the first traffic relay allowing the transmission of coded current from the first to the. second end of the section when the track relay is not energized in order to allow traffic to enter the section through this second end. 15) The device comprises a first relay for controlling the direction of travel, normally energized at the first end of the section, and a second relay for controlling the direction of travel, normally not energized, located at the second end of the section, a means comprising a rest contect of the aforementioned second relay for transmitting a rail current, not coded, from the second to the first end of the section, with a view to checking the condition of non-occupation thereof, a track relay subjected to the code, placed at the first end and excited by this uncoded current, a means for interrupting the uncoded current in order to release the track relay, a means comprising a work contact of the first direction of travel relay, making it possible to transmit, when the track relay is not energized, a coded current from the first to the second end of the section in order to allow the penetration of traffic on the section by the second end, a means allowing when the section does not is not busy, energize the second relay in order to transmit coded rail current from @ <Desc / Clms Page number 55> the second end to the first to reverse the established direction of circulation, the aforementioned track relay operating according to the coded current transmitted to the first end and a means controlled by the track relay, when the latter is subjected to said coded current, allowing first end traffic penetration. 16) The device comprises a first relay for controlling the direction of movement, normally not energized, placed at the first end of the section and a second relay for controlling the direction of movement, normally energized, placed at the second end of the section a device manually controlled, capable of energizing the first relay and disabling the second, a means capable of transmitting uncoded current between the second and the first end of the section when the aforementioned second relay is not energized, a normally non-energized detector relay placed at the first end, and 'which is energized upon receipt of the uncoded current at this first end, a means for energizing the first control relay of the direction of circulation, a means for turning off the sense relay following receipt of the uncoded current at the first end, and finally a means capable, when the first flow direction control relay is energized and the detector relay ceases to be energized, to transmit a coded current from the first rail to the. second end to allow traffic to enter the section from the second end. 17) The apparatus comprises a means for transmitting uncoded rail current between a first and a second end of the section of track in order to detect the condition of non-occupancy and to maintain the direction of movement established on it. this section, a control relay for the direction of circulation, normally not energized, placed at the first end, a detector relay placed at the second end, and energized by.- <Desc / Clms Page number 56> the reception of the uncoded current at the second end a device provided at the central control office to close an excitation circuit of the control relay of the aforementioned direction of circulation, in order to determine a reversal of said direction of traffic flow and a hold circuit for the direction of flow control relay operating when the detector relay is not energized, so that the direction of travel control relay cannot not be deactivated from the control office to re-establish said direction of movement, unless the section is free and the detector relay is energized. 18) The arrangement of the device being similar to that described in the previous paragraph, the maintenance circuit of the flow direction control relay comprises a rest contact of the detector relay and a contact, working of the first named relay. 19) The section of track considered to which the device according to the invention applies, comprises a needle, an electrical locking for this needle, a first section of track circuit on one side of the switch point and a second section circuit on the other side of this switch point, these two sections being included in the section of track, a means for transmitting uncoded rail current in the normal direction between the first and the second section to detect the unoccupied state, a manually controlled device capable of interrupting the uncoded current in the second section and energizing the latter with coded current transmitted in the reverse direction towards the switch point when the section is not occupied a. manually controlled means capable of interrupting this uncoded current in the first section and energizing the latter in /) Coded rail current transmitted in the normal direction towards <Desc / Clms Page number 57> of the switching point, when the coded current is present in the second section and finally a means capable of allowing an unlocking of the electric needle locking device when the coded rail current is present in the first and in the the second section. 20) The first manually controlled device cited in the previous paragraph is placed near the switching point, while the second manually controlled device cited is placed near one end of the section considered. 21) The section of railway track, on which traffic can move in both directions, has a traffic control device intended to allow traffic to enter the section from an intermediate point between the two ends of the section, a track circuit connector near said traffic control device serving to establish a first and a second track circuit section, a means for transmitting uncoded rail current in the direction normal from the first to the second section to detect their non-occupancy condition, a detector means serving to detect the reception of said uncoded current in the second section, a means capable of replacing the encoded current with uncoded current in the first section when there is circulating encoded current in the second section, and a means capable of allowing actuation of the traffic control device when the current coded circulates in both sections. 22) The substitution of the uncoded current by the coded current in the first and in the second section is controlled by two manually operated devices. 23) The arrangement being similar to that described in the two preceding paragraphs, the apparatus comprises an electrical locking, normally not excited, intended to lock the needle in its normal position, a detector circuit placed. not - <Desc / Clms Page number 58> between the two sections, a manually operated device placed. near the switch point and intended to interrupt the flow of uncoded current in one of the sections and to prepare a first excitation circuit of the needle lock which is activated when the detector circuit is occupied , a means capable, when the uncoded current ceases to flow in the first section, of replacing the uncoded current with current encoded in the other section, and a second excitation circuit for the needle latch, which enters in play when the coded current is present in both sections. 24) The apparatus comprises a first section comprising a combined track circuit for the West and East directions incorporating the same rails of the section, and controlling the approach to the traffic control device in a sers determined a second section similar to the first and controlling the approach to the device, but in the reverse direction. 25) The device comprises a section of track capable of being traveled in both directions and cut by a level crossing or road crossing, an approach section being provided on either side of the intersection thus created; , a circuit by line wires comprising a first and a second line wire serving to bypass the two approach sections for the transmission of the rail current, a first section of track adjoining the first approach section of one side of the road crossing and a second section of track adjoining the second approach section on the other side of the road crossing, a lane relay subject to the code and a code repeater relay being provided for each of the first and second aforementioned sections, a means comprising the normally open contacts of each track relay serving to connect the code repeater relay associated with the line circuit, a means comprising the working contacts of each track relay, with a view to connecting a source of <Desc / Clms Page number 59> current between the aforementioned line circuit, a means comprising a closed contact of each code repeater relay serving to connect the associated track relay between the rails of its corresponding track section and finally a means comprising a work contact of each of the repeater relays code, and used to connect a track circuit current source between the rails of the corresponding track section. 26) The arrangement being similar to that of the previous paragraph, a track relay is provided for each of the approach sections as well as a level crossing device controlled by means of a work contact of each. called lane relays. 27) The arrangement comprises a section of track with two directions of circulation provided with a section connection defining a first and a second section of track, these sections thus being contiguous to one another, a track relay subject to the code and a code repeater relay being provided for each of the sections, a delayed action make contact repeater relay for each section, energized using a work point of its associated channel relay, a closed contact repeater relay delayed action for each section, energized by means of a rest montact of its corresponding channel relay and a work point of the repeater relay corresponding to work contact, a first excitation circuit for each of the code repeater relays , comprising a work point of the NO contact repeater relay and a break point of the NO contact repeater relay associated both with the second of the two aforementioned sections, as well as a break point of the NO contact repeater relay associated with its own section, a means comprising a rest point of each code repeater relay for connecting the associated track relay between the rails of its corresponding section, as well as a means comprising a working point of each code repeater relay in view to connect a source of <Desc / Clms Page number 60> track circuit current between the rails of its corresponding section. 28) The arrangement being similar to that of the previous paragraph, the apparatus includes a code detector relay for each section, energized by the operation in code of its corresponding channel relay, but not by the continuous energization of the latter, the second excitation circuit of each code repeater relay further comprising a rest point of the track relay and a working point of the code detector relay. 29) The device comprises a section of normally inactive track on which traffic is carried out in one direction or the other, an input signal placed at the first end of the section and normally at standstill, a means capable to transmit coded rail current along the section between the second and the first end thereof, in order to make it active and to allow the aforementioned signal to be released in order to allow the penetration of a train on the section, a means capable of re-transmitting dodate rail current along the section and towards the first end as soon as the train has left the section, a means capable of applying uncoded current to the rails at this end when the aforementioned coded current achieves this, this uncoded current being active at the second end during the "cut-off" intervals of the coded current, and finally a way sensitive to the. reception of the uncoded current at the second end so as to interrupt the application of the coded current, in order to restore the section to its normal inactive condition. 30) The arrangement includes a means for interrupting the application of uncoded current and for transmitting coded current from the first to the second end of the section when the traffic conditions are reversed, a first relay placed at the second end and excited using the <Desc / Clms Page number 61> uncoded current received at this end, a second relay also placed at the second end and sensitive to the coded current, but no, to the uncoded current reaching the second end, and finally a block detector device for the normal direction of flow, controlled by a make contact of the first relay and a break contact of the -, - second. 31) The arrangement being similar to that of the previous paragraph, an auxiliary circuit is provided to control the aforementioned block detector apparatus, this auxiliary circuit comprising a work contact of the second relay. 32) The track section has an intermediate signal separating two sections of track included in the section, a means for normally transmitting uncoded rail current on the sections from the first to the second end of the section when the traffic is carried on in the normal direction., in order to detect. the condition of non-occupation of the section, a 'means making it possible to interrupt the application of the uncoded current and to transmit the coded current from the first to the second end of the section when the circulation takes place in the opposite direction, the current coded being an approach code in the first section at the first end, and "free way" in the second section at the second end, the latter code being transformed into a code. approach as soon as a train enters the first section and leaves the second, a first relay placed at the second end and excited by the reception of the uncoded current at this second end, a second relay also placed at the second end. the second end and sensitive to the approach code or to the free track code arriving there, a third relay placed at the second end and actuated by the reception of the clear track code only the block detector device for the normal direction circulation being controlled by means of a work contact of the first relay and a break contact of each of the second and third relays. <Desc / Clms Page number 62> 33) The arrangement of the device being similar to that of the previous paragraph, the block detector device is controlled by an auxiliary circuit comprising a work contact of the third relay. 34) The arrangement comprises two intermediate signals separating at least three sections of track included in the section, this arrangement being otherwise similar to that of paragraph 32 above, an auxiliary relay being provided controlled by means of a line circuit, comprising a work contact of the second relay and a work contact of the third relay, and finally a block detector device for the normal direction of movement actuated by means of a work contact of the first relay and a rest contact second relay and auxiliary relay. 35) The arrangement being similar to that of the previous paragraph, the auxiliary circuit yes controls the detector device, of blodc includes a working contact of the auxiliary relay. 36) The apparatus comprises a section of track with two directions of circulation, comprising a needle, a detector section near the switch point, a first section of track adjacent to, la. detector section on one side thereof, a second track section adjacent to the detector section, but on the other side of the latter an electrical lock for the aforementioned needle a track relay for the detector section, a relay repeater for the track relay, a means for transmitting coded rail current along the section and in either direction, depending on whether the established traffic spns is normal or reverse, a first code detector relay excited by the presence of the current encoded in the first section when the traffic is in the normal direction, a second code detector relay sensitive to the pre- <Desc / Clms Page number 63> presence of the current coded in the second section when the traffic takes place in the reverse direction, a hand operated needle lock lever having a first contact closed in the normal position, as well as a second contact closed in the reverse position of the lever, an excitation circuit of the aforementioned electrical locking comprising the second contact of the manual lever and a work contact of the first and of the second detector relays, an exciter circuit intended for the repeater relay comprising a rest contact of the electric locking, the first contact of the lever, as well as a working contact of the track relay; and finally, a holding circuit for the repeater relay, excluding the first contact of the lever, and comprising a work contact of the first and of the second detector relays, as well as a work contact of the repeater relay. 37) The apparatus comprises a section of track fitted with a needle, an electric lock for this needle,. indicating devices placed at the control desk and energized. by receiving uncoded current at either end of the section, a manually operated device placed at the control desk and capable of transmitting coded rail current from the first and second end of the section in the direction of the switching point, when the above indicating devices have been energized, and finally a means capable of unlocking the electrical switching lock, when the two aforementioned coded currents have been received at proximity to the needle site. 38) The apparatus has a directional stick relay for each of the two sections, in order to control the traffic respectively in the normal direction and in the reverse direction. <Desc / Clms Page number 64> B) The subject of the present invention is also a traffic blocking device established in accordance with the various combinations described above in the paragraphs 1 to 38. C) The present invention finally relates to a control process for a traffic regulator device placed between the two ends of a section of single track with two directions of traffic, this process consisting of: 1) to transmit uncoded rail current along the section, in order to detect the non-occupancy condition, to transmit coded rail current from each end of the section and towards the traffic control device ,, and to use these two rail currents when they are jointly effective to control this device. 2) The method further comprises transmitting the uncoded rail current along the section in a determined direction in accordance with the direction of traffic established on the section.