US1353250A - A corpora - Google Patents

Description

L. V. LEWIS.

RAILWAY TRAFFIC CONTROLLING APPARATUS.

APPLICATiON mzu JAN. 9, 1920.

1 53,250. Patented Sept. 21, 1920.

IA VZNIUR.

L. V LEWIS. RAILWAY TRAFFIC CONTROLLING APPARATUS.

1,353,250. APPLICHHON FILED JAN. 9, i920, 21,

2 SHEEfS-SREET 2- y vthedirectionwhochic UNITED STATES PATENT OFFICE.

VpLEWIB, 0] WILKINBBUBG, PENNSYLVANIA, ASSIGNOB TO THE UNION & SIGNAL COMPANY, OF, SWIBBVALE. PENNSYLVANIA, A OORPOBA- MON 01 PINHBYLVANIA.

MILWAY-mFFIO-wNTROLLING nuance.

Specification of Letters Patent.

Patented Sept. 21., 1920.

Appllmtlon fled January 8, 1920. Serial No. 850,328.

train are; rovided with over-hing appal'atus "whlcl lfi (controlled y such current or cunente. More articulztrly my invention relates to-trac Way circuits and apiarutus whereby systems of this type may a appliedcto single track railways over \VlllCl Ltl'itfllQ m0A'6S in ,both directions.

In one system of the type mentioned, it has been proposed to employ the usual track circuit current, that is, the current which energizes the track relays, as oneof the currents forcontrcllingthe train-carried gov erning u operates; the train governing apparatus" eing controlled by this current through the'medium oi receivin r appliances at the fnmtfend of the train. ilhen this is done, :it; ial'ohvious that: the source of truck circuit currenhmust always be connected rzijlscheiid of a, ti'flih. This met in double track till 0 oncach track lz' oves only, hecaa asethe coerce of I, zfor each track section ii: thencuscail connected across the rails at the-cxit-iemi ofi the section. "In; ffihe case of r a tingle; 'tlwk. imilwoy however, this emndord a ncticeicg no to au e wt mimnwmngmtrark ecct. mat th end ut w .ithfi iflouflee-of cu rmnteejccated would 'fib milllifl'lyiiqhfiyt such, orrect n cy from itswcrrnepecew ng azgphamcs. e feature .nficnm-u rention, an iie the provmomciemccnsryicremutmc :of track eimcem nw and or fllflaflfilm oi mmtmnadbmnd" on hath it in in It has iittecoheenimmeginin o P; t I hammer line circuit cement, to entrachimy.

M-Is.

track itmsformec great och cwithg-rtlianriaile at which current concts with the track circuit current to control the train governing a aratus. The so ply of this traflic contro ing current to t 0 track rails is controlled by traflic conditions in advance, and so for single track systems there must be two such sources of current for, each section, and two sets of devices for controlling its supply to the rails of the section. Another feature 'of my invention, then, is the provision of means for ea h Section for selwting the devices for controlling the supply of this current in accordance with the direction in which a train is moving.

I will describe two forms and arrangements of track-way 1i parat-us embodying my invention, and wil thcn point out the novel features thereon in claims.

In the accompanying drawings, Figural t is a diagrammatic vie'wfgahowinglone form -and au'rnngemcnt of trackwey, apparatus embodying my inventiom m d Fig. E is a modification of the apparatusy-ghown in Fig. 1, and also cmbodyin f my invention.

Referring first to lg. 1, the miercnce haracters 2 and fl -dceignote the rails of a stretch of rnilwa rack W over which ti'afiic moves-in both irections. These rails are divided by insular-ted joints}! into a-plurality of successive sections Ale-1B, tB -C etc. i

Located at the junction of each. two 8!}- jacent sections is a oi tr; k circuit cu n a A aw "each soutcecotztrgkzfliremt I went -mreepmgimgto the o econdary f which 7 ccrq'ss the miller: c't memmaeithereih eectwmms; fie w y former- 1a.;

change s-" and iigd; he p mh I. 1e c .J mammalian line' whmhiscccrtwtlycsupplied with alternati g ci-irrenqbyv a genem! G.

' Each track mlcv is glesignatoil hv-thomf.

t 1e ad- Each relay is responsive to reversals of the relative polarity of the current supplied to the track winding 4; when the track current is of one relative polarity, which I will term normal, the rela'ycontacts are swung to the right, and when the track current is of the opposite or freverse relative the relay contacts are swung to t e left The control of the track currentpol-irf ty will be explained hereinafter. v

The connections of the track relays ancl track transformers to the rails of the sev" eral sections are controlled by trallic directiou relays, one of which is located at each junction of adjacent track sections, and each of which is designated H with an ezgponent corresponding to the location, As' here shown, each of these'relaysi'is of'the poly fihase motor type, "comprising (see relay two stator windings 11 and 12, a rotor 10, and contacts operated by the rotor. The

stator winding 11 is constantlysupplied with current from the secondary of the adfive polarity jacent transformer D while the other windmg 12 is supplied with current of one relaor the Either by means which I will eap e nherei f c he c nta tsof this relayare swung to the right when the ham sis hniied wii hfiilil ieutpng relative polarity whichlf illcall no and to the left o arity r we finial? is with current'oi tlatkop. osit'e relative whiclii'l will an; relive-r a the gfiaratus liownl in is energised in contacts of'thisiielay are swungto the The secondary of track transformer, J {is then connected across the rails of section A-B to the left of this location, the connection bein from the secondary or transformer thtiugh wire 13, rightaliand point of contact relaty Fl, wires lfi'and 16! to the lower rail 2, and from the upper rail 2, through wire 17 right-hand point fof contact 18 of relay Il wire 19, and reactance 20 to the secondary oftransformer E Whik ergizcd filiis direction, winding 4 of track relay 4 is connected across the railsof seeis constantly su plied I), the connection lacing the rails of the other adjacent section, as hereinafter explained.

glolarity traflic direction relay H is en" mutant tion B-C to the right of location B, the connection being from winding 4, through wire 27 right-hand point of contact 28' of relay wlre 22, to the lower rail 2, and from the upper rail 2, through wire 23 mghtdiand point of contact 24 of 'rela H and wlres 29vg nd 30 to winding 4 o the track relag. hen relay H becomes energlzed in t e r of transformer E? is disconnected fromosee tion A -B and is; connected across the rails of section B-,G, the connection bein from the secondjar .of this transformer, t roughwire 13, leftendpoint at contact 14, wires and. 22m rail'fl' and from rail 2 through wire 23, left hand point of contact 24 wire 25 and reactanceflyto the secondary of evetse direction, the secondary so I transformer E At such times the trackwinding {10f track relay T i'sdisconnected from section 13-0 and connected across the rails of section Ar"B the path being fromat each of the other locationaA and l is the sameas that ot the apparatus at location B. It Wlll bB-,S BI1, therefore, that when ,the trailic direction relays H are energized in normal direction a tracktransformer is con nected w th the rails at the right hand end of each section and a track relay is connectedwith the rails at the left hand end of each section, and that when the traflic direction relays are energized in rererse direction a track transformer is connected with the rails at the "leitfiliiint lflend of each section and attack relay ia connected wtth the rails at'ithe right hand zj d of each see 7 Trefiic three I trachftmm Ll'fi MYlglit is a. sect of s we ex, ea, d 2,v a with ai'in to lettgvisgoremed a series of sigs faand-15%- As signal is ofthethrne-position ,semaphore n type, arm-rig? to "indicatev stop, motion or rowed/ according as the semaphore is 'ttfa c, andfhence'it wil are two si als ateachsection "auction or location; one at governing t'ra c through ere shown-each j A in t re-horizontal, 'inclmcd n-r vertical posi d Each ,si flitlfls locgtedattheentrance a cndmof the section thronfh'which it governs the-tracksection lyinnlto at. nan ofthe location and the other for {governing traflic through the track section lying. to thii left ref the location. a: one signal or the other at each location is placed under control of the track relay at the same locationaccording as the correspondinfitraflicdirection relay is energized in normal or reverse direction, this being accomplished by a contact on the trallic d1- recfion relay. Considering location B for example, when traiiic direction relay H is ener ized in normal direction as shown, si nal which governs traffic to the rig t from this location, is placed under the control of track relay T. The caution indication circuit for this signal, which is open in the drawing, is then from the secondary of transformer B", through wires 39 and 32,

ht-hand point of contact 33 of relay H, mm 34, left hand point of contact 7 of track relay T, wire '35, operati mechanism of signal S and wires 36, 3 and 38 to the secondary of transformer D. This circuit is, of course, closed only when track relay T is energized in the reverse direction. The proceed indication circuit for signal S shown closed in the drawi is the same as the caution indication circuit, except that it includes the right-hand point or track relay contact 7 and wire 40. When traffic direction relay H is energized in reverse direction, signal 5 is laced under, the control of track rela t e caution indication circuit being cm the secondary of transformer B", through wires 39 and 32, lefthand point of contact 33, wire 41, left-hand point of track relay contact 8, wire 42, operating mechanism of signal S, and wires 43, 37 and 38 to the secondary of transformer D The roceed indication circuit, which is cfosed Y air- Erick T is energized in normal direction, is th A a indication circuit, exce right-hand point and wire 44.

The two signals ,at each location are controlled in the some 111 nner as the signals at location B.

Each pole-changer is o erated by tlie adjacent signals St, a d eac polechang r P is operated by, tli adjacent signal the operation in each instance being suc that the pole-changer is in the reverse p sition when the signal indicates stop, and in the normal position whenfthe' signal indicates caution or proceed. The control of the polarity of the track circuit current by these polechangcrs'is such that when a sir,-

nal is in the caution or the proceed position (the opposing signal being at stop) current of normal polarity is supplied to track rails of the section immediately in th rear of such signal; but that when a sigma is in the stop position 1e opposing signa also being at sto cur nt of reverse p0- larity is supplierto the rails of such section.

- It will be seen from the foregoing that in so far the apparatus this far deSCIllXKl is concerned. there are two complete signalin; a t-stems for the track W, one for governing treflic in one direction and the me as the caution operated by signal 't that it includes the? t '9 middle point of resistance 48, thence of track relay contact it other for overning trafic in the other direction. no or the other of these systems is placed in operation according as the traffie direction relays H are energized in normal or reverse direction. When these relays are energized in normal direction, the control and operation of the signals governing traffic toward the right is in accordance wi standard practice for railways having two or more tracks, and when the trafiic direction relays are ener ized ita the reverse direction the same tgfig is true as to the signals governing tra 0 toward the left. In

view of the fact that the operation of automastic-signals on double track roads is thoronghly understood by those skilled in the art, it is believed that no further explanation of the opcrationof the apparatus thus far described is required.

Each track section is rovided with two line circuits which I wil term the righthand circuit and the left-hand circuit, respectively. As shown in Fig. 1 each line circuit includes the two track rails in multiple, the current being supplied to the rails o each sect on through resistances 45, 46, 47 and 48, each r. which isconnected across the two rails. Considering 'ection B-C specifically, when. traffic direction relay H is energied in normal direction as shown in the drawing, the right-hand line circuit is from secondary 49 of transformer R, through wire 50, right-hand point of contact 51 of relay H wire 52, contact Q", wires 53 and 54 to rough he two track rails in multi is to "sisinnc g 4?, and from the middle point of S gns resifnance through wires 55 and 56 to ccondarfy 49 of transformer R. The priinary winding oitransformer R is constantly su plied with current from the sec omiary o the ad'acent transformer D". Circuit controller b is so arranged as to he closed when signal S" indicates proceed r caution, but open when this signal inditee stop. It will be seen, therefore, that hen re y H is energized in thenormal motion, the supply of current to the rightnd lin circuit for section B-C is co:- trolled b trafiio conditions to the right of tlis secti n.

E The right-hand line eircuit'for track sectipn 13-0 is provided with a branch around circuit controller Q2; which branch passes fi om wire so through thcleft hand point of secondary winding 59 of transformer through wires 60 and 5:") to the middle point of resistance 47 then through the two track.

rails in multiple to resistance 45, and from the middle point of this latter resistance, through wires 62 and right-hand point of contact 65 of rela ti and wire 66 to secondary 59 of transiormer B. When relay H is energized in normal direction then the left-hand line circuit for section is supplied with curent regardless of traffic conditions extraneous to the section. when relay H is energized in reverse direction, however, the supply of current to this left-hand line circuit is placed under the control of a circuit controller Q operated by signal S Assuming now that relav H is in reverse position and that signal S is in the proceed or caution position, the lefthand line circuit then passes from secondary 59 of transformer R through wires 60 and 55, resistance 47, traclt rails 2 and 2, resistance 45, wires 62 and 63, circuit controller (P Wire 64, left-hand point of contact 65, and wire 66 to secondary 59 of transformer It. At such times therefore, current is supplied to the left-hand line circuit throu hout its entire length. Assuming nowt at rela H is in reverse position and that signal u indicates stop, line circuit current is supplied to the rails of section B-C only between resistances 4G and 4?, the left-hand line circuit then bein r from secondary 59 of transformer R, t trough wires 60 and 55, resistance 47, rails 2 and 2, resigaance 46, wire 67, circuit controller Q wire 64, left-hand point of contact (35, and wire 66 to secondary 5.) of transformer R.

The line circuits for section A-B are exactly the same as those for section B-C.

The traflic direction relays H are controlled by a manually operable lever L located at a suitable oint, such as in a signal tower. This lever 1 actuates two contacts 71 and 72 which, in turn, govern a circuit in which the windin 12 of the relays H are included in series. hese contacts 71 and 72 constitute a pole-changer, so that the traliic direction relays are energized in one direction or the ot er according as the lever L is in one extreme position or the other. WVhen the lever L is in the position shown in the drawing, which I will term the normal position, the circuit for the traflic direction relays is from the secondary of a transformer I), through wires 73 and 74, contact 71, wire 75,. winding 12 of relay H", wire 76, winding 12 of relay H, wire 77, winding 12 of relay H, wire 7 8, contact 72, and wires 79 and 80 to the secondary of transformer D The relative clarity of the current thus supplied to winding 21 of each relay H is such that this relay is ener ized in the normal direction. When lever is thrown each relay to wire 75, then through contact 71, and wires 82 and 80 to the secondary of transformer D. The relative polarity of the current supplied to winding 12 of each relay H is then such that these relays become energized in the 'aeverse direction. The primary of transformer D", is constantly supplied with current from the transmission line F.

In order to prevent the operator from changing the direction of traffic while the track is occupied, lever L is provided with a locking device comprising a segment 83 fixed to the lever, a lockin dog 84, and a magnet M for controlling t llS dog. When magnet M is energized, segment 83 is released so that the lever L may be operated at will, but when the magnet M is define!- gized and the lever L occupies either extreme positiomit is locked in such position. Magnet M is controlled by contact 9 of each track relay T, the circuit being from the terminal of a suitable source of current,

n'ough wire 85, contact 9 of track relay T, wire 87, contact 9 of track relay '1, wire 88, contact 9 of track relay T wire 89, windin of magnet M, and wire 90 to the termina of the same source of current. Each contact 9 is closed when the corresponding relay is energized in normal or reverse direction but open when the relay is denergized. It follows, therefore, that when attain occu ies any part of the stretch of track lever is locked in the position which it then occupies.

Before explaining the o ration of the system as a whole, it shoul be pointed out t at the trackway apparatus here shown is intended for cooperation with train-carried governing apparatus which operates in the following manner. portion of track which is,supplied with track circuit current of normal polarity and also with line circuit current, the governin apparatus permits the train to travel at hi g speed, such as 65 miles per hour. When t e portion of'track occupied by the train is supplied with traclrcrrcuit current of reverse polarity and also with line circuit current, the governing apparatus prevents the train from proceeding at more than intermediate spec such as 35 miles per hour. When the train enters a portion of track from which the supply of either track circuit current or line circuit current is discontinued, the governing apparatus prevents the train from proceeding at more than a low speed, such as 10 miles per hour.- One form of governing apparatus which will cooperate in this manner with the track- 180 current is, 'of course,

madam way a paratus here shown, is illustrated and descn ed in an application filed in the United States Patent Oflice by me, on Nov. 1, 1918, Serial No. 263697, for railway traffic controlling systems.

The operatlon of the apparatus shown in Fi 1 is as follows:

f will first assume that the traiiic direction relays H are energized in normal direction, that the stretch of track shown in the drawingis unoccupied, and that a train moving toward the right enters the stretch. As this train enters section A-B, it denergizes track relay T, so that the contacts of this relay move to their intermediate positions. The c ening of the upper contact causes signal g, to move to the stop position. Inasmuch as signal S, isin the proceed position, track circuit current of normal polarity is supplied the rails of section A-B from transfer r E. Line circuit pplied to the lefthand line circuit for th section, and such current is also supplied to the right-hand line circuit for this section,- hccause of si nal S" being in the proceed position. t follows, therefore, that the train can proceed through section A-B at a. speed not exceeding miles per hour. The 0 eration of the apparatus insection B as the train passes through this section, is the same asv that of the apparatus in section I will now assume that while the/first traillc direction relay}; 'H is energized in normal direction. o second train will, therefore, incur a brake application if it exceeds a speed of 35 miles per hour hetween resistances 45 and 47, and if it or ceeds a speed of 10 miles per hour between resistances 47 and 48. If the second train passes signal S while section B -C is still occupied, it will fail to receive track circuit current, because such current is shunted h the wheels and axles of the first train, an conse uently, the second train willstill be compe led to proceed at a speed not exceedin 10 miles or hour. 7

When tra c direction relays H are energized in reverse direction, each si al S "governing trailic toward the rig t,

move totho stop osition, and each signal 8,. governing tra c toward the left, will move to the proceed position. Line circuit current is then supplied to the right-hand i line circuit of each section, regardless of trailic conditions extraneous to the section while current is supplied to the left-hand line circuit throughout the enti e length of such circuit if the signal for the section next in advance indicates caution or proceed, but

only from resistance 47 to resistance 46 in rails at least maximum braking distance from the right-hand end of the section for trains moving at the intermediate speed of 35 miles per hour. Similarly, each resish ance 46 is connected across the rails at least maximum brafing distance from the lefthand end of the section for trains moving at the same speed. In the event that the block is short, it is obvious that the'two resistances 46 and 47 may be replaced by a single resistance connected. across the fails at substantiall the middle point of the section. The le -hand line circuit for such section would then be controlled in exactly the same w? as the right hand has circuit for section --C.

Referring now to Fig. 2, the apparatus is exactly the same as thatshown in Fig. 1, except for the circuits which supply the like current. In Fig. Zeach section is provided with three line crrcui which ma be termed the right-hand circui, the mi dle circuit, and the left-hand c cit, Each of these line circuits includes an auxiliary conductor extending along the track, instead of the track rails themselves as in Fig. 1. Could C,for example, when eri track section tra. c direction rela ,H is ener zed in normal direction, as shown in the rawln ,the right-hand line circuit is from the leftand secondary 49 of transformer R throng wires 91 and 100,. auxiliary conductor wires 93 and 94, circuit controller Q ,,'and wires 95 and 96 to the secondary 49 oftmnsformer R. Inasmuch as circuit controller Q, is closed only in the proceed and caution positions of signal S, it follows that current will be supplied to the auxiliary'condoctor 92 onl w on the section to theright of location is unoccupied.

The middle line'circuit for section B--'C is from the secondary 49 of transformer B",

through wires 91 and 97, auxiliary conductor 98, and wires 99 and 96 to the secondary 49 of transformer B". This circuit includes no contacts, and, oonsequentlyfline cir'cmt current is constantly supplied to the amt iliary conductor 98. p

The left-hand line circuit for tracksec tion B-,-C, when trallic direction relay H extraneous to this track section.

Assuming now that the tral'hc direction relays H and H are reversed, it is, of course, obvious that no change occurs in the middle line circuit for section B-C. The right-hand line circuit for thissection is, however, removed from control by circuit controller Q through the medium of a shunt which passes from wire 93 through wire 106, left-hand point of contact 104 of track relay H and wire 105 to wire 96. it

' follows that line circuit current is then supplied to auxiliary conductor 92, regardless of traflic conditions extraneous to section B--(J. The left-hand line circuit as traced above becomes 0 en at contact 104 of traffic direction relay I i, so that the circuit then passes from wire 91 through wires 95 and 10S, circuit controller Q and Wires 107*, 107, auxiliar conductor 101, and wire 100 to the .secon ary 59 of transformer 1%. It follows that current is theii sup lied to this line circuit only when section r -l is unoccupied. i

The apparatus shown in Fig. 2 is adapted for coiiperation with suitable train-carried apparatus such, for example, as that shown in an application by me, filed on March 4. 1918, Serial No. 220172.

The two auxiliary conductors 92 and 101 are preferably of the same length, and this length is equal to or greater than the maximum bra-king distance for trains traveling at an intermediate speed, such as 35 miles per hour.

The'operation of the apparatus shown in Fig. 2 will be understood in the light of the operation of Fig. l explained hereinbefore. and, consequently, it is believed that no further discussion of Fig. 2 is required.

Although'I have herein shown and described only two forms of trackway up mratus embodying my invention, it is'umler stood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I. claim is:

1. In combination, a stretch of railway track overwhich trafiic moves inboth directions-saidfstretph being divided into a ulnra'htyoi. suoogfl ire. sections, a. source of a1 ternating current and a track rciay at tnc -unction of each two sections, means at each 3nnction for connecting the adjacent source with the' rails of one section and the adja' cent relay with the rails of the other section,

or the source with the rails oi the latter section and the relay with the rails of the former section, and signals {or the sections controlled by said track relays.

2. In combination. a stretch of railway track over which trailic moves in both directions, said stretch being; divided into a plurality ut successive secl ions, a source of alternating current and a. track relay at the junction of each two sections. means at, each junction for connecting the adjacent source with the rails of one section and the adja' cent relay with the rails of the other section, or the source with the rails of the hitter section and the relay with the rails of the former section, means for controlling said last-mentioned means from a central point, and signals for the sections controlled by said track relays.

3. In combination. a stretch of railway track over which trallic moves in both directions, said stretch being divided into a plurality of successive sections, a source of alternating current and a track relay at the junction of each two sections, means at each junction for connecting the adjacent source with the rails of one section and the adjacent relay with the rails of the other section.

or the source with the rails of the latter seci tion and the relay with. the rails of the former section. a signal adjacent each end of each section for governing trellis into the section. and means at each junction for placing the adjacent signal for one section or the other under control of the adjacent track relay accordingas said relay is connected with the rails of the one section or the other.

4. In combination. a stretch of railway track over which trallic moves in both directions, said stretclnbeing divided into a plurality of successive sections. a source of alternating current and a track relay at the junction of each two sections. a trailic direction relay at each junction and each arranged to he energized in normal and reverse direction, means controlled by each trallic direction relay when energized in nor mal direction for connecting the adjacent R u n 0 source with the rails of one section and the adjacent track relay with the rails of the other section and for connecting the track relay with the rails of the former section and the source with the rails of the latter Section when encrgfized in reverse direction, means for control ing said traflic direction relays'from a central point, and si 1211s for the sections controlled by said tract relays.

.5.'In comhinat ion, a stretch of railway track over wide}; traflic moves in both directions,

red

y as

said stretch being divided into a plurality of successive sections, a source of alternating current and a track rela at the junction of each two sections, a tra c direction relay at each junction and each arranged to be energized in normal and reverse direction, means controlled by each traflic direction relu y when energized in normal direction for connecting the ad'acent source with the rails of one section an the adjacent track relay with the rails of the other section and for connecting the track relay with the rails of the former section and the source with the rails of the latter section when energized in reverse direction, means for controlling said traflic direction relays from a central point, a signal adjacent each end of each section for governin traific into the section, and means contro led by each traific direction relay for placin the adjacent signal for one section or the ot er under control of the adjacent track rela according ,as said track relay is connecte with the rails of, the one section or the other.

6. In combination a stretch of railway track over which traii'lc moves in both directions, said stretch being divided into a lurality of successive sections, a source 0.- alternating current at the junction of each two sections, and means for connecting each source across the rails of one adjacent section or the other.

In combination, a stretch of railway track over which traflic moves in both directions, said stretch being divided into a lurality of successive sections, a source 0. a1: ternating current at the junction of each two sections, and means controlled from a central point for connecting each source across the rails of one adjacent section or the other.

8. In combination a stretch of railway track over which tradic moves in both direc tions, said stretch being divided into a lurality of successive sections, a source 0 alternating current at the junction of each two sections, a traflic direction relay at each junction and each arm d to be energized in normal and reverse direction, means controlled by'each trallic direction relay when energized in normal direction for connecting the adjacent source of current with the rails of one adjacent section and for connecting said ad'acent source with the rails of the other a jacent section when energized in reverse direction, and means for controlling said trafiic direction relays from a central point.

9. In combination, a section of railway track over whichtrafiic moves in both directions, a source of alternatin currentand a track relay adjacent each end of said section,

means for at tunes connecting the source at one end and the relay at the other end with the rails of the section, and for at other times connecting the relay at the former and and changers at each junction .tions, two line circuits for said the source at the latter end with the rails of the section, and signals for the section controlled by said track relays.

10. In combination, a section of railway track over which traflic moves in both directions, :1 source of alternating current and a track relay ad'ucent each end of said sections, means or at times connecting the source at one end and the relay at the other end with the rails of the section, and for at other times connecting the relay at the former end and the source at the latter end with the rails of the section, a signal at each end of said section for governing traffic into the section, and means or placing each si rnal under the control of the adjacent trac relay when the relay is connected with the rails of the section but not when it is discon nectcd from said rails.

11. In combination, a section of railway track over which traflic moves in both directions, two sources of alternating current one at each end of said section, and means for connecting one of said sources or the other across the track rails of said section according as traffic is to move in one direction or the other over said section.

12. In combination, a stretch of railway track over which trafiic moves in both directions. said stretch being divided into a lurality of successive sections, a source 0 alternating current and a track relay responsive to reversals of current at the junction of each two adjacent sections, means for at times connecting each source with the rails of the section to the right and each relay with the rails of the section to the left, and for at other times connecting each source with the rails of the section to the left and each relay with the rails of the section to the right, two signals at each junction for governing traiiic'into the two adjacent sections respectively, each arranged w en controlled by the adjacent track relay to indicate caution' or proceed according as the role is energized in one direction or the ot er, means at each junction for placing the a jacent signal for one section or the other under control of the adjacent track relay according as said relay is connected with the one section or the other, and two poleoperated b the two adjacent signals respectively, an connected in series for controlling the polarity of the adjacent source of current.

13. In combination, a section of railway track over which trafiic moves in both direcn, and means for at times supplying a ting current to one line circuit regardlessof traflic conditions extraneous to the section and to the other line circuit de din on lira-15c conditions extraneous to t c section, and for, at other times supilyi alternating w I 1 epe to the first circuit ng upon 12:5 7 V ill) ditions extraneous to the section and to the second circuit regardless of trallic conditions extraneous to the section.

14. In combination, a section. of railway track over which trafiic moves in both directions, it left hand line circuit and a right hand line circuit for said section, means for at times supplying alternating current to the left hand circuit regardless of traffic conditions to the left of said. section and to the right hand circuit depending on traiiic conditions to the right of the section, and for at other times supplying alternating current to the right hand circuit regardless of trafiic conditions to the right of said section and to the left hand circuit depending on trailic conditions to the left of said section.

15. In combination, a section of railway track over which traiiic moves in both directions, a right hand line circuit extending from the right hand end of the section to an intermediate point located at least maximum braking distance from said end for trains moving at medium speed, a left hand circuit extendin from sait intermediate point to the left lland end of the section, means for supplying alternating current to said right hand circuit regardless of trail-1c conditions extraneous to the section when traffic toward the left is desired and for controlling said sup 1y by trafiic conditions to the right of so section when trailic toward the right is desired, and means for supplying alternating current to said left hand circuit regardless of trailic conditions extraneous to the section when trafiic toward the right is desired and for controlling said latter supply by trailic conditions to the left of the section when traflic toward the left is desired, said last-mentioned control being such that current is supplied to the left-hand circuit throughout its entire length when the section next to the left is unoccupied and only from said intermediate point to a point located at least maximum braking distance from the left hand end of the section when the section next to the left is occupied.

16. In combination, 'a section of railway track over which traffic moves in both directions. a left-hand line circuit and a righthand line circuit for said section, each of said circuits including portions of the two track rails of the section in multiple, means for at times supplying alternating current to the lefthand line circuit regardless of trailic conditions extraneous to said section and to the right-hand line circuit depending on tragic conditions to the right of the section, and for at other times supplying alternating current to the right-hand line circuit regardless of trallic conditions extraneous to the section and to the left hand line circuit depending on tralfic conditions to the left of said section.

17. In combination, a section of railway track over which trailic moves in both directions, a left-hand line circuit and a right hand line circuit for said section, each includin an auxiliary conductor parallel with the rails of the section, means for at times supplying alternating current to the lefthand line circuit regardless of traffic conditions extraneousto said section and to the right-hand line circuit de ending on traflic conditions to the right of tlie section, and for at other times supplying alternating current to the right-hand line circuit regardless of trallic conditions extraneous to the section and to theleft-hand line circuit depending on traffic conditions to the left of said section.

18. in combination, a stretch of railway track over which trailic moves in both directions, said stretch being divided into a plurality of sections, traffic, direction relays one for each section and each arranged to be ener ized in normal or reverse direction, means or controlling all ofsaid relays from a central point, a right-hand line circuit and a left-hand line circuit for each section, means controlled by said traffic direction relays when energized in normal direction for suppl ing alternating current to the right-ham line circuit for each section depending on traflic conditions to the right of the section and for supplying alternating current to the left-hand line circuit for each section regardless of traffic conditions to the left of the section, and means controlled by said trafiic direction relays when energized in reverse direction for supplying alternatin; z urrent to the right-hand line circuit of each section regardless of traflic conditions extraneous to the section and for supplying alternating current to the left-hand line circuit for each section in accordance with trailic conditions to'the left of the section.

19, In combination, a section of railway track over which trailic moves in both directions; it left-hand line circuit, a right-hand line circuit, and a middle line circuit for said section; means for constantly supplying alternating current to said middle line circuit; means for at times supplying alter Hating current to the left-hand line circuit regardless of traiiic conditions extraneous to said section and to the right-hand line circuit depending on traffic conditions to the right of section, and for at other times supplyingalternating current to the righthand liuc circuit regardless of trallic conditions oxtpgineous to the section and to the left-hand line circuit depending on traffic conditions to the left of said section.

In testimon whereof I afiix my signature in presence 0 two witnesses? LLOYD V. LEWIS.

it itnesscs A. HERMAN Wnonnn. E. 1. Carol.

Images