US1563819A - Railway-traffic-controlling apparatus - Google Patents

Description

' Dec. 1, 1925- 1,563,819 H. s. YOUNG RAILWAY TRAFFIC CO TROLLING APPARATUS 2 Sheets-$heet 1 Filed Jan. 4, 1924 INVENTORZ V izm Dec. 1, 1925' 1,563,819

H. s. YOUNG RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Jan. 4, 1924 2 SheetsI-Sheet 2 INVE NTOFI 3 9% 61 maam Patented Dec. 1, 1925.

UNITEDSTATES PATENT OFFICE.

HENRY S. YOUNG, 0J3 WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENN$YLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFICCONTROLLING APPARATUS.

Application filed January 4;, 1924. Serial No. 684,293.

To all whom it may concern:

Be it known that I, HENRY S. YOUNG, a

citizen of the United States, residing: at VVilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traflic-Controlling Apparatus, of which the following is a specification.

' My invention relates to railway traffic controlling apparatus, and is particularly well adapted for, though not necessarily limited to, apparatus for controlling tr aflic along stretches of single track over which trains move in both directions.

I'will describe two forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus embodying my invention, and Fig. 2 is a view showing a modification of the apparatus shown in Fig. 1, and also embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference characters 1 and 1 designate the track rails of a stretch of single track between two passing sidings Z and Y. This stretch is divided by insulated joints 2 into a plurality of track sections 5-6, 6-7, 78, 8-9 and 9 -10. Each section is provided with a track circuit comprising a battery I) connected across the rails at one end of the section, and a track relay connected across the rails at the other end and designated by the reference character T with a suitable exponent. The middle section 78 is provided with an additional track relay T at the battery end of the section.

Traffic moving from left to right is governed by two signals S and S located at points 5 and 7 respectively, whereas traffic moving from right to left is governed by two signals S and S located at points 8 and 10, respectively. It will be seen, therefore, that the intermediate signals S and S are staggered in that they are located at opposite ends of the middle section 78.

Each signal is provided with a line relay designated by the reference character H with the same exponent as that applied to'the signal, and each of these relays is of the polarized type, so that it is responsive to reversals of current. Referring to signal S, for example, this signal is provided with a caution indication circuit which passes from the positive terminal of battery B through contact 29 of relay H operating mechanism of signal S and contact 30 of relay H to the negative terminal of battery 13 This signal is also provided with a proceed indication circuit which passes from the positive terminal of battery B through contact 29, polar contact 31 of relay H operating mechanism of signal S and contact 30 to the negative terminal of battery B The polar contact 31 is closed only when relay H is'energiz ed by current of what I will ternfnormal polarity;

Each of the remaining signals'S is controlled by its associated line relay H in the manner above described. Line relay H for signal S is provided with a' main circuit which passes from the positive terminal of battery 13, through wire 11, pole-changer P, contact 12 of track relay T contact 13 of track relay T winding of relay H common wire 0, pole-changer P back contact 14: of auxiliary relay X front contact 15 of relay H to the negative terminal of batter B Line relay H which controls signal g is provided with a similar main circuit which passes from the positive terminal of battery B through pole-changer P contact 16 of track relay T", contact 17 of track relay T winding of relay H common wireO, pole-changer P back contact 18 of auxiliary relay X and front conplained hereinafter in describing the operation of the apparatus.

Linerelay H is provided with a circuit which passes from a sourceof current located to the right of point 10 and not shown in the drawing, through other apparatus also not shown in the drawing, then through contact 41 of track relay T contact 21 of track relay T back contact 22 of relay X contact 23 of track relay T contact 24 of track relay T winding of relay H, and common wire to the source of current to the right of point 10. Line relay H is similarly controlled by a contact 42 of track relay T contact 25 of track relay T, back contact 26 of relay X contact 27 of track relay T and contact 28 of track relay T In so far as the present invention is concerned, the only important factor in the control of line relays H and H is that the circuit for relay H includes a back contact of auxiliary relay X and the circuit for relay H includes a back contact of the auxiliary relay X The operation of the apparatus shown in Fig. 1, is as follows: When a train moving toward the left approaches point 10, it causes signal S to assume the caution position because .of reversal of the current in line relay H through the medium of the apparatus located tothe right of point 10 but not shown in the drawing. As such train passes point 10 it opens track relay T thereby opening the circuits for line relays H and H so that signals S and S move to the stop position. The opening of line relay H opens the circuit for line relay H so that signal S also assumes the stop position. As the train passes signal S it opens track relay T thereby closing a pick-up circuit for relay X which circuitpasses from the positive terminal of battery B, through the winding of relay X back contact 32 of track relay T circuit controller 33 to the negative terminal of battery B Circuit controller 33 is closed from the proceed to the caution positions of signal S The opening of track relay T also opens the circuit for line relay H so that signal S assumes the stop position, but auxiliary relay X becomes energized before circuit controller 33 opens. lV hile this pickup circuit,

is closed a stick circuit for relay X is closed, which circuit passes from the positive terminal of battery B through the winding of relay X front contact 34 of relay X circuit controller 36 36, to the negative terminal of battery B Circuit controller 36"36 is closed from the 90 to the 30 positions of signal S After signal S passes below the 30 position, another stick circuit for relay X is closed, which circuit is from the positive terminal of battery B through the winding of relay X front contact 34, back contact 35 of relay H circuit controller 36 36, to the negative terminal of battery B Relay X will,

therefore, remain energized as long as relay H is de-energized. hen the entire train has passed out of section 89, so that track relay T becomes energized, an auxiliary circuit is closed for line relay H which circuit passes from the positive terminal of battery B through wire 11, right-hand arm of polechanger P (now reversed), common wire 0, winding of relay H track relay contacts 17 and 16, right-hand arm of pole-changer P (now reversed), front contact 37 of relay X circuit controller 38 (closed only in the stop position of signal S wire 43, circuit controller 38 (closed only in the stop position of signal S and back contact 40 of relay X to the negative terminal of battery B Current of reverse polarity is thus supplied to line relay H so that signal S as sumes the caution position. As the train proceeds through sections 6-7 and 5-6, no change occurs in the condition of the apparatus other than the successive operation of the several track relays, because line relay H is controlled up to and including track relay T When the train passes point 5, line relay H again becomes energized so that signal S moves to the caution position. The opening of line relay H also releases auxiliary relay X so that line relay H is again placed under the control of line relay H Inasmuch as signal S now occupies the caution position, signal S will indicate proceed. Signal S returns to the proceed position because line relay H has again become energized. After the train passes a certain distance beyond point 5, line relay i will become energized in normal direction, so that signal S will return to the proceed position. Signal S remains in the stop position until the train passes point 5, because line relay H is controlled by back contact 22 of relay X and relay X does not become tie-energized until the train passes point 5.

The operation of the apparatus during the passage of a train moving from left to right will be understood from the foregoing without further explanation. The only difference to be noted is that the pick-up circuit for relay X includes back contacts 44 of track relay T and 45 of track relay T in series.

I will now assume that a train passes through the stretch moving from right to left, and that signal S sticks in the proceed or caution position as the train passes this signal. The operation will be the same as before until the train enters section 78. The opening of track relay T will close the pick-up circuit for relay X as in normal operation, but this latter relay will then remain energized due to its auxiliary stick circuit including front contact 34 of relay X and circuit controller 36 36. That is to say, auxiliary relay X will remain energized until the trouble is removed. Signal S will remain in the stop position because the circuit for line relay H is open at circuit controller 38 on signal S, and also because this circuit is opened at back contact 37 of relay X pole-changer P having remained in the normal position. Signal S will remain in the stop position because the circuit for relay H remains open at back contact 22 of relay X Signal S will remain in the stop position because the circuit for relay H is open at contact 15 of relay H It follows, therefore, that if signal S sticks in the proceed or the caution position, signals S S and S will remain at stop after a train moving toward the left passes through the stretch of track shown in the drawing.

I will now assume that a train moving from right to left passes through the stretch of track, and that all parts of the apparatus function properly except that signal S sticks in the proceed or caution position. When the train passes signal S auxiliary relay X will become energized as in normal operation, and when the train passes signal S auxiliary relay X will become energized, because its pick-up circuit is closed at back contacts 44 and 45 of track relays T and T Relay X will then remain energized due to its stick circuit which includes contact 34 of relay X and circuit controller 36-36 on signal S. That is to say, relay X will remain energized until the trouble is removed. Line relay I-I will then remain deenergized because its circuit is open at back contact 26 of relay X and so signal S will remain in the stop position. Auxiliary relay X will therefore remain energized because its stick circuit through contact 34, back contact 35, and circuit controller 36 36 remains closed. Signal S will remain in the stop position because the circuit for line relay I is opened at circuit controller 38 on signal S Signal S will remain at stop because the circuit for line relay H is open at back contact 14 of auxiliary relay X and also at front contact 15 of line relay H (It will be noted that the circuit for line relay I-I remains open at back contact 22 of relay X It follows, therefore, that signals S S and S will remain in the stop positions after the train leaves the stretch of track shown in the drawing.

It will be clear from the foregoing that if both intermediate signals S and S should stick in the proceed or caution position, the first train moving from siding Y to siding Z would leave the end signals S and S in the stop positions, because the line relay H would remain open at back contact 14 of relay X and the line relay H would remain open at back contact 18 of relay X One feature of the apparatus shown in Fig. 1 is that the auxiliary relays X and X are kept energized in order to accomplish the desired protection. Each of these relays is picked up by a circuit which includes circuit controller 33 on the corresponding signal. Under normal operation .paratus, and is the signal arm starts to move from the proceed or the caution position as soon as the associated line relay opens, and circuit controller 33 is closed only far enough below the caution position to insure a good contact when the signal arm is in the caution position. In other Words, circuit controller 33 is usually adjusted to open at about the 44 position of the signal. As the signal arm moves below the 44 position, the asso ciated auxiliary relay X will be held energized for a brief time by its stick circuit including circuit controller 3636 and subsequently the auxiliary relay is held by a stick circuit including circuit controller 3636'. This arrangement constitutes a check which insures that circuit controller 3636 functions properly each time that the signal moves to the stop position. If this circuit controller does not close or make contact as it should, the associated auxiliary relay will be released and this would, of course, result in the failure of signal S or S to move to the caution position after a train passes signal S or S This check on the operation of circuit controller 3636 is desirable in order that this circuit controller may be depended upon to hold the associated auxiliary relay energized in case of a failure of the associated signal to move to the stop position. Itwill also be noted that all wiring used in keeping the auxiliary relay energized in case of a signal failure, is used in the normal operation of the aptherefore, checked during each such normal operation.

Referring now to Fig. 2, in the apparatus here shown, the stretch of track between passing sidings Z and Y is divided into six track sections 5-6, 67, 1011. A pair of opposing signals S- and S is located at point 7 and another pair of opposing signals S and S is located at point 9. Each signal is controlled by its associated line relay H in the same manner as in Fig. 1.

Line relay H for signal S is provided with a main circuit which passes from the positive terminal of battery B thro-ughthe right-hand arm of pole-changer P back contact 46 of auxiliary relay X, front contact 47 of relay H contact 48 of track relay T, contact 49 of track relay T winding of relay H common wire 0 and the left-hand arm of pole-changer P to the negative terminal of battery 13.

Line relay H for signal S is-provided with a similar main circuit which is controlled by pole-changer P back contact 50 of auxiliary relay X front contact 51 of relay H and contacts 52 and 53 of track relays T and T respectively.

Line relay H for signal S is provided with a main circuit which passes from the positive terminal of battery B, through the right-hand arm of pole-changer P back contact 54- of auxiliary relay X front contact 55 of relay H, contact 56 of track relay T back contact 57 01 relay X contact 58 of track relay T winding of relay H common wire 0 and the left-hand arm of polechanger P to the negative terminal of battery 15.

Line relay H for signal S is provided with a similar main circuit which passes from the positive terminal of battery B through the left-hand arm of pole-changer P back contact 59 of relay X frontcontact 60 of relay H contact 61 of track relay T, back contact 62 of relay X, contact 63 of track relay T winding of relay H common wire 0 and the right-hand arm of polechanger P to the negative terminal of battery B The circuit for line relay H associated with signal S is from a source of current located to the right of point 11 and not shown in the drawing, through the contact (54 of track relay T back contact 65 of relay X contact 66 track relay T winding of relay H and common wire 0 to the same source of current.

The circuit for line relay H associated with signal S similarly passes from a source of current to the left of point 5 and not shown in the drawing, through contact 6? of track relay T back contact 68 of relay X contact (39 of track relay T, winding of relay H and common wire 0 to the same source of current.

The operation of the apparatus shown in Fig! 2 during the passage of a train moving from right to le'l't is as follows:

Prior to passing point 11 such train causes the polarity of the current supplied to line relay H to be reversed, so that signal S moves to the caution position. When the train passes point 11 it opens track relay T thereby opening the circuit for line relay H so that signal 5 moves to the stop position. The opening of track relay T also opens the circuit for line relay H", so that signal S moves to the stop position, and this in turn causes signals S and S to move to the stop positions owing to the step-by-step control of these three signals.

As the train passes point 9, it closes the pick-up circuit for auxiliary relay X which circuit passes from battery 15 through the winding of relay X circuit controller 33 on signal S back contact 70 of track relay T, back contact 71 ct track relay T to the negative terminal of battery B Alter relay X becomes closed, a primary stick circuit for relay X is closed, which circuit passes from the positive terminal of battery B through the winding of relay X front contact '22 of relay X circuit controller {$3=($" on signal S, to the negative terminal of battery B. After circuit controller 3(3S6 becomes opened and circuit controller 3636 becomes closed, a second stick circuit is closed for relay X which circuit is from the positive terminal oi battery B through the righthand arm oi pole-changer l (now reversed), common wire 0, left-hand arm of pole-changer P (now reversed), the winding of relay X front contact 72, circuit controller 3(i36 back contact 73 of relay H back contact T l of relay H circuit controller 3(S36 on signal S, and back contact 7 5 of relay X'", to the negative ter minal of battery B Auxiliary relay X being energized, an auxiliary circuit is closed for line relay H, which circuit passes from positive terminal of battery B, through the left-hand arm of pole-changer P common wire-O, winding of relay H contact 53 of track relay T contact 52 of track relay T, circuit controller 38 on signal S, front contact 50 of relay )1, and the right-hand arm of polechanger P to the negative terminal of battery B The current thus supplied to line relay H is of reverse polarity, so that signal S moves to the caution position.

As the train passes point 7, it opens track relay T thereby placing signal S in the stop position, and while the track relays T and T are both open, the pick-up circuit for auxiliary relay X is closed through circult controller 33 on signal S and back contacts 76 and 77 of track relays T and T", respectively. The primary holding circuit for relay X includes contact 79 of this re lay and circuit controller 3(3"36 on signal S The final holding circuit for relay X includes contact 79, back contact 78 of relay H and circuit controller 36"36 on signal S lVith auxiliary relay X energized, an auxiliary circuit is closed for line relay H which circuit passes from the positive terminal of battery B through the left-hand rm of 'pole-changer P common wire 0, winding of relay H contact 63 of track relay T back contact 62 of auxiliary relay X", contact 61 of track relay T circuit controller 38 operated by signal. S front contact 59 of relay X and the righthand arm of pole-changer P", to the negative terminal of battery B The current thus supplied to relay H is of reverse polarity, so that signal S moves to the caution position as soon as trark relay T'" closes. Signal S thereupon returns to the proceed position and relay opens because its final holding circuit is now opened at back contact 73 of relay After the entire train has passed point 5, signal 55 returns to the caution position so that auxiliary relay X opens and signal S returns to the proceed position. After the train passes a given point to the left of point 5, signal S returns to the proceed position,

During the passage of such train from siding Y to siding X, signal S returns ,to the proceed position as soon as relay X opens, that is, as soon as the rear end of the train passes point 7. Similarly, signals returns to the proceed position as soon as relay X opens, that is, as soon as the rear of the train passes point 5. Signal S also returns to the proceed position when the rear of the train passes point 5.

The operation of the apparatus during the passage of a train moving from left to right will be understood from the foregoing without further explanation.

I will now assume that a train moving from right to left passes through the stretch of track shown in the drawing, and that signal S sticks in the proceed or caution position. When the train passes point 9 relay X will close, because circuit controller 33 in its pick-up circuit is closed, and this relay will thereafter remain closed on its primary stick circuit until the trouble is removed. Relay H is then held open at back contact 62 of relay X so that signal S will remain at stop. Relay H will be held open at circuit controller 38 on signal S and also at contact 51 of relay I so that signal S will be held at stop. Relay H will be held open at the left-hand arm of polechanger P because this pole-changer remains in the normal position, and this relay will also be held open at back contact 54 of relay X so that relay S5 will remain at stop. Relay H will remain open because relay H and relay X are both open, and so signal S will remain at stop. It follows, therefore, that after a train moving from right to left passes through the stretch of track and signal 3 remains in the proceed or caution position, signals S S", S and S will remain at stop.

I will now assume that signal S sticks in the proceed or caution position and that a train moving from right to left passes through the stretch of track shown in the drawing. Relay X will remain closed on its primary stick circuit until the trouble is removed. The circuit for relay H will remain opened at the back contact 65 ofrelay X so that signal S will be held at stop. Relay H will remain open because its circuit is open at relays H" and X", so that signal S will remain at stop. Relay H will remain open because relays H and X are open, so that signal S will remain at stop. Relay H will remain open because circuit controller 38 on signal S is open, and also because its circuit is open at pole-changer P and at back contact 50 of relay X. It follows that signals S S", S and S will remain at stop after the train has passed through the stretch of track.

If signal S sticks in the proceed or caution position, then when a train moving from right to left passes point 9, relay X 9 will close due to its pick-up circuitand will remain closed as long as its primary circuit is closed, but the final stick circuit for this relay will be open at circuit controller 3636- on signal S and so relay H will remain open as long as relayH is open. When the train passes point 7 relays X and X will both close, and relay X will then remain closed on its primary stick circuit, until the trouble is removed. Relay H will remain open at back contact 68 of relay X so that relay X will likewise remain closed until the trouble is removed. Rela H will remain open at contact 57 of relay 9& so that signal. S will remain at stop. Relay H will remain open at circuit controller 38 on signal S and also atcontact 60 of relay H so that signal S will remain at stop. Relay H will remain open at pole-changer P so that signal S will remain at stop. It follows that signals S S S and S will re-' main at stop after a train moving toward the left has passed through the stretch of track- If signal S sticks in the proceed or vcaution position, then when a train passes point 7 relay X will close and will remain closed due to its primary stick circuit untilthe trouble'is removed. RelayjH will then be held open by pole-changer P so that relay X will remain closed, with the result that signal S will remain at caution. Signal S however, will remain at stop because relay H is open. Relay H willv remain open because its circuit is open at relay 'X and also at relays H and X so that signal S will remain at stop. Relay H will remain open because relay X remains closed, and so signal S will remain at stop. Relay H will remain open because circuit controls ler 38 on signal S is open and also because relays H and X areboth open. It follows that signals 8, S S and S will remain at stop after a train moving from. right to left has passed out of the stretch of track.

It will be clear fromthe foregoing that if both signals S and S should simultaneously stick in the proceed or caution positions, the first train passing through the stretch from right to left would leave signals S S and b at stop; similarly, if signals S and S should simultaneously fail in the proceed or caution position, the first train passing through the stretch from right to left would leave signals S S and S at stop. Further analysis will show that in the eventof any .combination of clear failures of intermediate signals, one or more signals governing traffic in each direction will remain at stop after the first train has passed through the stretch from siding to siding.

Although I. have herein shown and-dc scribed only two forms of apparatus embodying my invention, it isunderstood 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 Iclaim is:

1. In combination, two successive signals governing traffic in the same direction, a line relay for the forward signal, a main circuit for the rear signal controlled by a front con tact of said line relay, a normally de-energized auxiliary relay associated with said forward signal, means for energizing sa d auxiliary relay when a train moving in said direction passes said forward signal, a circuit controller associated with said forward signal and closed only when the signal indicates stop, and an auxiliary circuit for said rear signal controlled by a front contact of said auxiliary relay and by said circuit controller.

2. In combination, two successive signals governing traffic in the same direction, a normally energized line relay and a normally de-energized auxiliary relay associated w1th the forward signal, a main circuit for the rear signal controlled by a front contact of said line relay and a back contact of said auxiliary relay, means for energizing sa d auxiliary relay when a train moving in sa1d direction passes said forward signal, a circuit controller associated with said forward signal and closed only when the signal indicates stop, and an auxiliary circuit for sa1d rear signal controlled by a front'contact of said auxiliary relay and by said circuit controller.

3. In combination, two successive signals governing traffic in the same direction, a normally energized line relay and a normally ale-energized auxiliary relay associated with the forward signal, a main circuit for the rear signal including a front contact of said line relay and a back contact of said auxiliary relay, means for energizing said auxiliary relay when a train moving in said direction passes said forward signal, and an auxiliary circuit for said rear signal controlled by a front contact of said auxlliary relay.

4;. In combination, two successive signals governing traffic in the same direction, a normally de-energized auxiliary relay asso ciated with the forward signal, means for energizing said relay when a train moving in said direction passes the forward signal, and means for causing said rear signal to give a proceed indication. when said auxiliary relay is energized if the forward signal indicates stop but not if the forward signal gives any other indication.

5.- In combination, a rear and a forward signal governing traffic in one direction, a third signal governing traffic in the opposite direction, a normally de-ener 'ized auxiliary 0 o I c relay associated with said forward signal,

means for energizing said relay when a train passes said forward signal moving in the direction in which such signal governs traffic, and means for preventing said rear signal from giving a proceed indication when said auxiliary relay is energized unless said third signal indicates stop.

6. In combination, a rear and a forward signal governing traffic in one direction, a third signal governing traffic in the opposite direction, a normally de-energized auxiliary relay associated with said forward signal, means for energizing said relay when a train passes said forward signal moving in the direction in which such signal governs traffic, and means for preventing said rear signal from giving a proceed indication when said auxiliary relay is energized unless said forward signal and said third signal both indicate stop.

7. In combination, a rear and a forward signal governing traffic in one di rection, a third signal governing traftie in the opposite direction, a normally deenergized auxiliary relay associated with said forward signal, means for energizing said relay when a train passes said forward signal moving in the direction in which such signal governs traffic, a normally de-energized auxiliary relay associated with said third signal, means for energizing said second auxiliary relay when a train passes the third signal moving in the direction in which such signal governs trafiic, and means for preventing said rear signal from giving a proceed indication when said first auxiliary relay is energized unless said forward signal and said third signal both indie-ate stop and said second auxiliary relay is deenergized.

8. In combination, a rear and a forward signal governing traffic in one direction, a third signal governing traffic in the opposite direction, a normally energized line relav and a normally de-energized auxiliary re lay associated with said forward signal, a main circuit for said rear signal controlled by a front contact of said line relay, two circuit controllers associated with said forward signal and said third signal respectively and each closed only when the associated signal indicates stop, means for closing said auxiliary relay when a. train passes said forward signal moving in the direction in which such signal governs traffic, and an auxiliary circuit for said rear signal controlled by a front contact of said auxiliary relay and by both of said circuit controllers.

9. In combination, two signals governing traffic in opposite directions, a normally tie-energized auxiliary relay associated with each signal, means for energizing each auxiliary relay when a train passes the associated signal moving in the direction in which such signal governs traffic, a holding circuit for each auxiliary relay including a front contact thereof and a circuit controller closed at all times except when the associated signal indicates stop, and means for causing each signal to indicate stop when the auxiliary relay for the other signal is energized.

10. In combination, two signals governing traffic in opposite directions, a normally de-energized auxiliary relay for each signal, means for energizing each of said relays When a train passes the associated signal moving in the direction in which such signal governs traliic; a main stick circuit for each relay controlled by a front contact thereof, and by a circuit controller actuated by each signal and closed only when the associated signal indicates stop; an auxiliary stick circuit for each relay controlled by a front contact thereof and by a circuit controller closed when the associated signal does not indicate stop, and means for controlling each signal by a back contact of the auxiliary relay for the other signal.

11. In combination, a signal, a normally de-energized auxiliary relay associated with said signal, means" for energizing said relay when a train passes said signal moving in the direction in which the signal governs traffic and for also energizing said relay when atrain passes the signal moving in the other direction if the signal sticks in a proceed position, a holding circuit for said relay including a front contact thereof and a circuit controller closed when the signal is in a proceed position, and a second signal con trolled by said auxiliary relay.

12. In combination, two signals governing traffic in opposite directions, a normally deenergized auxiliary relay associated with each signal, means for energizing each relay when a train passes the associated signal moving in the direction in which the signal governs trafiic and for also energizing each relay when a train passes the associated signal moving in the opposite direction if the signal sticks in a proceed position, a holding circuit for each relay including a circuit controller closed when the associated signal is in a proceed position, and means for causing each signal to indicate stop when the auxiliary relay for the other signal is energized.

In testimony whereof I aflix my signature. I

HENRY S. YOUNG.

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