US1813363A - Railway traffic controlling apparatus - Google Patents

Description

July 7, 1931. 1.. E. SPRAY RAILWAY TRAFFIC CONTROLLING APPARATUS Filed 001:. 9, 1929 2 Sheets-Shea! 1 INVENTOR! lhEs July 7, 1931, E. SPRAY RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 9, 1929 2 Sheets-Sheal- 2 v/ {Q INVENTOR;

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Patented July 7, 1931 UNITED STATES PATENT OFFICE LESTER E. SPRAY, 'WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH 62, SIGNAL COMPANY, OF'SWISSVA JLE, PENNSYLVANIA, -A CORPORATION 01 PENNSYLVANIA RAILWAY TRAFFIC conraonmivo rrnnhrus Application filed October 9, 1929. Serial no. 398311. a

contacts 137, 112, 51, 135, 56,1523 152 and i a My invention relates to railway trafiic controlling apparatus, and particularly to apparatus for controllinga switch and the signals which govern traffic movements over the switch by means carried on a railway vehicle.

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

The accompanying drawings, Figs. 1 and 2, when placed end to end with Fig. 1 on the left, constitute a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawings, the reference characters, 1 and 1 designate the track rails of a stretch Y of railway track over which tratlic may move in either direction, and which is connected with a siding Z by means of a switch W. Rails 1 and 1 of stretch Y are divided by means of insulated joints 2 into sections AV-B, B -C, C-,D, DE and Each of these sections is supplied with current by a battery .3 connected across the rails adjacent one end of the section, and is provided with a track relay which is designated by "the reference letter with a distinguishing exponent and which is connected across the rails adjacent the opposite end of the section.

Signals designated by the reference characters S S S and S", respectively, govern the movement of trailic over switch VV,-signals S and S directing eastbound trafiic, that is, trafiic moving toward the right, as

shown. in the drawings, and signals S -and S? directing Westbound traffic. Signals S and S govern traffic movements along stretch Y over switch 1V in its'normal position,as shown in the drawings, whereas signals S and S govern traffic movements along stretch Y to or from siding Z over switch W reversed. Each of the signals, as shown in the drawings, is of the semaphore type.

Switch W can be operated by any suitable means, such, for example, as an electric motor M havingan armature 148 and a field winding 154 as shown in the drawings.

W Qperatcd in conjunction with switch W a e 141. Of these, contacts 51 and 56 are closed when switch W is in itsnormal position only; contacts 137, 135 and 141 are closed when switch W' is in its reverse position only; contact 112 is closed when switch Wis in either its normal or its reverse position only; contact 152 is closed at all times except when switch W is reversed; and contact 1 52* is closed at all times except when switch V is in its normal position.

' Motor M is controlled by a polarized switch relay N, thedirection of energization of which iscont'rolled by a polarized stick relay P. Relay N is also controlled by contacts 9.5, 96, 98 and 99 which are operated by the arms of signals S S S and S respectively, and each of which is closed onlywhen its signal arm is in the stop position.

The energization of relay P in the normal direction by its pick-up circuits is controlled by back contacts of a neutral stick relay T, and the -rencrgization of relay P in the reverse direction is controlled by front contacts of relay T.

One pick-up circuit for relay T is :controlled by track relay G and by an auxiliary stick relay K. The energization of relay K is controlled by track relay G and by an inductor device L which is located in the trackway adjacent the end F of section E-.-F. Inductor device L is: in turn controlled by'a' vehicle carried inductor device Inductordevice L comprises two windings, 72 and 74, on a U-shaped core 73 of a magnetic material. Winding 72 is connected in series with thewinding of relay K. Inductor device J comprises a winding 160 011 a U-shaped core;161 of a magnetic material. The ends of winding 160 are connected together through a manually operable push button contact An approach relay R is controlled by front contacts of relays Gr and G Acsecond approach relay R is similarly controlled by front contacts of relays G and G A directional stick relay 1" is provided with a pickup circuit whichis controlled by front cont cts of relays G nd It A no i ill

trolled by back contacts of'r' relays G and G and a. second stick circuit for relay r is controlled by a back contact of relay R Relay T is provided with a second pick-up circuit which is controlled: by a manually operable push button contact U located adjacent signal S The arms of signals S S S and S have two positions indicating proceed and stop, respectively. Signals S S S and S are selectively controlled by polar contacts of relay P when switch V is in a position which agrees with the direction of energization of relay P. 1

By means of a control lever V, switch W can, in emergency, be disconnected from motor M and connected to a manually operable lever not shown in the drawings. Lever V has two positions, a and t. When lever V is in its n position, switch WV is connected to motor M, and when lever V is. in its 6 position, switch W' is connected to the manually operable lever. Lever .V is equipped with four contacts, two of which, 101 and 44,'are closed when lever V is in its a position only, and the other two of which, 143 and 139, are closed when lever Vis in its t position only. lVhen lever V is moved to its trposition, the circuit for relay N is opened at contact 101 of lever V, and the control circuits for signals S S S and S through contacts of relay P, are opened at contact 44 of lever V. By means of contacts 143 and 139, signals S ands may be cleared when switch 1V is in its reverse position while lever V is in its '15 position. "Contact 44 prevents the clearing of eithersignal S orS when switch 1V isin itsn'ormal position while lever V is in itst position: 1 I

As shown in the drawings, energy is supplied to the various parts of the apparatus by" batteries designated by the reference character Q, with distinguishing exponents; Having thus described, in general, the arrangement and location of the various parts'comprising my invention, Twill now trace the operation of'the apparatus. I

As shown in the drawings,"all parts are in their normal condition, that is, all'track sections. between A and F are unoccupied,

" switch 1V is in its normal position, and signals S and S areindicating proeeedij With the track sections-unoccupied, all relays G are energized.

F.1Vith relays G and G energized, relay R l is energized by its circuit passing from battery Q through wire 24, contact 25 of relay G wires 26 and 27, contact 28 of relay G wire 29, winding of relay R, and wires 30, and 30 back to battery Q3. With relay R energized, relay 1' is energized by the circuit just traced for relay ,R as far as wire 26, thence through contact 31 of relay R, wire 32, winding of relay 1, and wire 30 to wire 30 I lVith relays G and G energized, relay R is energized by its circuit passing' from battery Q through wire 33, contact 34 of relay G wire 35, contact 36 of relay G wire 37, winding of relay R and wires 30, 30 and 30 back to battery Q With relay R energized, relay r is energized by the circuit just traced for relay R as far as wire 35, thence through wire 38, contact 39 of relay R wire 40, winding of relay T and wire 30 to wire 30*.

\Vith relays r and r energized, relay P A is energized bya normal pick-up circuit passing from battery QP, through wires 4, 4 and 4 contact 5 of relay 1 wire 6, contact 7 of relay 7", wires 8,10 and 11, contact 12 of relay T, wires 13 and 14, winding of relay P, wire 15, contact 16 of relay '1, wires 17 and 18, contact 20 of relay 9', wire 21, contact 22? of relay 7' and Wires 23 and23 back to battery Q With relay P energized in its normal direction, the arm of signal S is held in its proceed position by its circuit passing from battery Q through wires 4 and'4 contact 41 of relay G wires 42 and 43, contact 44 of lever V, wire- 45, contacts 46 and-47 of relay P, wire 48, contact 49 of relay B, wire 50, contact 51 of switch \V,"wire 52, the mechanism of signal S and wire 23 back to battery QR: The arm of signals is held in its proceed position by a circuit including the circuit just traced for'signal S as far as wire 48, thence through wire 53, contact '54 of relay R wire 55, contact 56 of switch WV, wire 57, the mechanism of signal S and wires 23 'and 23 -back to battery Q lVithrelay G energized, relay K is energized by its' pick up circuit passing from battery Q}, through wire 24, contact 71 of relay G winding of relay K, winding 72 of inductor-L; and wire 30 back to battery- Q A stick circuitfo'r relay K is also closed, including the pickupcircuit just traced for relay K except passing around contact 71 ofrelay Githrough wire 75, and contact 76 of relay K.

finding 74 of deviceL is constantly energized byits circuit passing from battery Q}, through wires 24 and 24,'-winding 74,'and wire 30 back to battery Q}. i a

Inductor device J is shown with thet erminals of its winding 160 connected together through push button contact U.

I will now'assume that a westbound train, carrying an inductor device J ,,enters section E--F, de-energizing relay which, by its contact 25, in turn de-energlzes relays R and 1'. With relay 1' de-energized a branch path is closed around contact 7 ofrelay 1" in the circuit previously traced for relay P, this branch path passing from wire 6, through contact 7 of relay 7, wire 86, and contact 9 of relay G to wire 10. A second branch path is also completed around contact 20 of relay 1 in the circuit previously traced for relay P this branch path passing from wire 18, through contact 19 of relay G", and contact 20'" of relay 1* to wire 21. The cir-' cuit for signal S is opened at contact 49 of relay It, and hence the arm of signal S moves to its stop position,

I will assume further that while the train is carrying device J over device L contact U, carried on the train is left closed, With contact U closed while device J ispassing over device L winding 160 opposes the passage of magnetic flux through core 161 of device J from core 73 of device L; The in crease of magnetic flux passing through core 73 due to proximity of the core 161 is therefore not great enough to induceanelectro motive force in winding'm of such a magnitude, in opposition to battery Q as to cause relay K to open its front contacts;

As the train proceeds further and enters section DE de-energiz'ing relay G the Sec ond pickup circuit previously traced for relay P is opened atcontacts 9 and 19 and a normal stick circuit is completed for relay P passing from battery Q through wires 4,- 4 and 49, contact 5 of relay r wire 6, contact 7 'oa relay r, wire 86*, contact 9 of relay G wire 87, contact 88 of relay G wire 90, contact 159 o'f rel ay P, wire 14:, winding of relay P,-cont'act-158 of relay P, wire 157, contact- 156 of relay G wire 15;), contact-19 of relay G contact of relay 1*,- wire 21, contact 22* 013 relay 7' and wires 23 and 23 back to battery Q 1 The train upon entering section de' energizes relay G which then opens, at its contacts 88 and 156 the stick circuit just traced ,fo-r' rel-ay' P. i A pick-up circuit for relay P is their closed following the stick i circuit just traced for relay P except passing from wire 87 thence tl irougl-r contact 88"" of relay G wire 11*, contact 1'2 of relay T',-

wires 13' and 14 win-ding of relay P, "wire 1 5, contact 16 of relay '13, wire 1 7 and contact 1 56 of relay G towire 155 Relay G upon becoming de'-energi'z'ed opens, at its contact 41 the circuit ma ma-s the-arm of which thereupon moves to -its stop posi tion \Vhen thetrain leaves section ID -E; per-' m'itting relay G to again become energized,- relays R1 and- 1" are agai-n energized by their circuits previously tracedc With: relay energizefithe pick-up circuit last traced for relay Pisropened at contactsa'l and-:26 of relay 1' and the pick-up circuit first traced for relay P is again closed.

As the train enters section BC de-energizing relay G, a stick circuit for relay 1" is completed passing from battery Q or, through wires 58,58, 5a 58 and 58 contact 108 of relay R wires 109 and 110, contact 111 of relay r winding of relay 1, and wires 30 30 and 30 back to battery Q.

When the train leaves section C D, relay 1 continues energized by its second stick circuit, and relay continues energized by its pick-up circuit first traced. Also when the trainleaves section C-D, the arm of signal isoperated to" its proceedposition by its circuit previously traced. 7

the trainleaves section'A-B, relay R again becomes energized by its circuit previously traced, and the arm of signal S is operated to its proceed position by its circuit previously traced.

I will now assume that with all parts again in their normal condition, a westbound train enters section E'F, and that while a device J, which carried on this train, is movingioyer device L, the push button contact U, carried on the train,- is held open. The magnetic flux passing through core 73- is thereby suddenly increased due to lowered reluctance of its magnetic circuit on account of the proximity of the" core 161.

On account of the de-energization of relay '1 G by the train entering section E- F, relays R- and '1 are again de-energized as already described; Relay R upon becoming deeencrgized opens, at its contact 49, the circuit' for signal S, the arm of which then moves to its stop position.

Upon the de-energization of relay K, re-

lay T becomes energized by its pick-up" cir cuit passing from battery Q}, through wires 24 and'Z5-,contact 76 of relay K, contact 77 of relay G wire 78, contact 79' of relay G wire 80, winding of relay T, and wires 30, 30 and 30 back to battery Q Relay T upone closing its contact 83 completes its stick circuit passing from: battery Q through i? Relay G upon becomingdcwires 58, 58 and58", contact 81 of relay G wire 82, contact 83 of relay T, wire 84, winding of relay T, and wire 30 back to battery Q via Qj. Relay T upon becoming energizedreverses the polarity of the current flowing through the winding of relay P by the second pick-up circuit described for relay P. Relay P thereupon operates its polar contacts to the reverse position, opening at its contact 47 a the circuit for signal S the arm of which then moves to its stop position.

lVith the reverse polar contacts of relay P closed, and with all signals indicating stop, relay N becomes energized in the reverse direction by its circuit passing from battery Q through wire 23, winding of relay N, wire 104, contact 103 of relay G wire 102, contact 101 of lever V, wire 100, contact 99 of signal 8 contact 98 of signal 3*, wire 97, contact 96 or signal S contact 95 of signal S wire 94, contacts 93 and 92 of relay P, and wires 91 and 91 back to battery Q}. The reverse operating circuit for switch N is now closed passing from battery Q through wires 4 and 4 contacts 145 and 150 of relay N, wire 149, armature 148 ofniotor M, wire 147, contact 146 of relay N, wire 123, contact 152 of switch WV, wire 153, field winding 154 of motor M, and wires 91 and 91 to battery Q via Qf. Switch W is thereupon operated to its reverse position. Contact 152 is opened just before the completion of this movement ofswitch W, thereby opening the motor circuit.

When switch W is reversed, a circuit is completed for signal S passing from battery Q through wires 4 and 4, contact 41 of relay G wires 42 and 43, contact 44 of lever V, wire 45, contacts 46 and 47 of relay P, wire 134, contact 141 of switclr-N, wires 142and 144, mechanism of signal S, and wires 23 and 23 back .to batteryQP. The arm of signal S then moves to its proceed position, opening its contact 98 and thereby de-energizing relay N. Relay T continues energized by its stick circuit, previously traced, and hence relay P continues energized in the reverse direction by its circuit already described, while the train is in section EF.

lVhen the train enters section D.E, a reverse stick circuit is completedfor relay P passing from battery Q}, through wires4, 4 and 4, contact 5 of relay 1, wire 6, contact 7 of relay 1", wire 86, contact 9 of relay G wire 87, contact 88 of relay G wire 90, contact 159 of relay P, winding of relay P, wire 14, contact 158 of relay P, wire 157, contact 156 of relay G wire 155, contact 19 of relay G, contact 20 of relay 1, wire 21, contact 22 01 relay 7, and wires 23 and 23 back to battery Q When the train enters section C- D deenergizing relay T by opening the stick circuit for relay T, a normal pick-up circuit is again completed for relay P, through contacts88 and 156 of relay Gr as previously traced. At the same time, relay G opens, at its contact 103, the circuit for relay N which is thereupon de-energized. With relay N Clo-energized because of the opening of contact 103 of relay G the normal energiza'tion of relay P does not cause relay N to be energized in its normal direction, and hence switch W continues in its reverse position until the train moves out of section CD. On account of relay P being energized in its normal direction, signal S does not clear when the train leaves section CD, and hence relay N now becomes energized in its normal direction by its circuit passing from battery Q through wire 4, contacts 92 and 93 of relay P, wire 94, contact 95 of signal S contact 96 of signal S wire 97, contact 98 of signal S, contact 99 of signal S wire 100, contact 101 of lever V, wire 102, contact 103 of relay G wire 104, windiiig of relay N, and wire 23 back to battery Relay N now being energized in its normal direction, motor M is operated by our rent flowing in the normal direction through its circuit passing from battery Q through wires 4 and 4, contacts 145 and 146 of relay N, wire 147, armature 148 of motor M, wire 149, contact 150 of relay N, wire 151, contact 152? of switch W, wire 153, field winding 154 of motor M, and wires 91 and 91 to battery Q via Q Upon the completion of the operation of switch W to its normal position, the arm of signal S is again operated to its proceed position. Thereupon relay Nbecomes de-energized by the opening of contact 95 ofsignal's I will next assume that, with all parts again in their normal condition, a train on siding Z is to proceed into stretch Y over switch W. In order to reverse switch W for this trafiic movement, a trainman closes contact U If neither an eastbound nor a westbound train is approaching in stretch Y, relays 1' and 1 are energized, and hence upon the-closing of contact U relay T is energized by asecond pick-up circuit which passes from battery Q, through wires 8 and 58 contact U wire 127, contact 128 of relay 1", wire 129, contact 131 ofrelay 7, wires 132 and 80, winding of relay T, and wire 30 back to battery Q. Relays r and 1' would also be energized if an eastbound train were moving awayfrom switch W, except under a condition which will hereinafter be explained or if a westbound train were moving away from switch W, and hence relay T would then also be energized by the closingof contact U It follows therefore that a train approaching from either direction in stretch Y would prevent the control of switch W by push button U1, but that? a recedingtrain would have m tact l of relay- P, and the arms of these Upon the energization of relay T by contact U relay P becomes energized in the reverse direction due to the reversal of polarity of the current supplied to the winding of relay P through its pick-up circuit first traced. The control circuits for signals S and S are therefore opened at consignals then move to the stop position. R6- lay N then becomes en'ergized'in the reverse direction by the circuit already traced through contract 92 of relay P, causing switch W to be operated to its reverse position. With switch IV in its. reverse position, signal S* will be cleared by its circuit already traced, and signal S? will be cleared by its circuit which follows the circuit already traced for signal S*, as far as wire 134, thence through contact 135 of switch W, wire 136, mechanism of signal S and wire 23 back to battery Q hen the train enters section C-D,- relay G by opening its contact 41, breaks the circuits for signals S and S which will then indicate stop. Relay T becomes deenergized by the breaking of its stick circuit at contact 81 of relayGr and hence relay P is energized in the normal direction as first traced.

l Vhen the train enters section D-E, a stick circuit is closed for relay 1" passing from battery Q through wires 58, 58, 58 and 58 contact 116 of relay G, wire 117, contact 118 of relay G wires 1'19 and 120, contact 121 of relay 1, winding of relay 7*, and wires 30, 30" and 30 back to battery Q; Also when the train enters section D- E, relay It becomes d'e-energized due to the opening of its circuit by contact 28 of relay G With relay R tie-energized a second stick circuit is completed for relay '1" pass ing from battery Q}, through wires. 58, 58", "58 and: 58 contact 112 of switch-WV, wire 113, contact 11 1 of relay R, wires 115 and 120, contact 121 of relay r; winding of relay 1*, andswires30 30 and 30 back to battery Then the" train leaves section CD, relay G? becomes energized and; completes the normal control circuit for relay N. Relay (Du accountof thecontrol otthe second stick circuit for relay 1" bycontact 112 of switch W, relay 7* becomes de-energized when a train receding from switch W' after having moved over switch W in its reverse position. On account of this arrangement, if a train, after moving out of siding Z, should stop east of signal S while preparing to reverse its direction of movement and to proceed westward over switch W normal, another train could not, upon entering the east end of section E"'F, c'au'se switch W to be reversed while the train adjacent signal S is starting to move westward.

I will now assume that with all parts again in their normal condition, a westbound train enters section E'F,-and with its contact U openpasses over inductor L causing relayT to be energized, and relay T then causing relay P to be energized in the reverse direction. I will also assume that at the time relay P becomes energized in the, re verse direction, an eastbound train enters section AB, de energizing relay 7-. Relay P then continues energized in the reverse direction by a stick circuit passing from battery Q through wires- 4,- 4 and 4,- con? tact 5 f relay 1' wires- 85 and 87', Contact 88 of relay G wire 90, contact 159 of relay P, winding of relay P', wire 14, conta'ct1 58 of relay P, wire 157,- contact- 156' or relay G wires" 155 and 124, contact 2 2 of relay W, and wires 23 and 23 back to battery Q With relay P energized in the reverse di rection, relay N also becomes energized in the reverse direction although; the eastbound train has entered section A- -B'; Switch W is then operated to its reverse position by motor I will nextassume that with all parts again intheir normal cenditi'on an eastbound train enters section A-''B, de-ener'giz--' ing relay W, I will also assume that a westbound train thenenters section E'-F, and with its-contact U open, passesover inductor L causing relayT tobecome-energi'zed. The eastbound train, by de ener'g'izing" relay 7* has already opened the pick-up-cir'cuit for" relayP at contacts 5 and-22i?oftrelay T and has closed a normal stick circuit for relay P through contacts 5" and 22 of relay 1. Hence the westbound train, it it does not energize relay T until after the eastbound train has d'e-ener'gized relay 9, cannot cause switch WV tobe operated to-it's re'verse" position;

I will now assume that on account-of some emergencysuc'h, for example, as a failure of motor M, it is necessary to reverse switch by hand for atrain-te move to or from siding Z1 A trainman will therefore' reverse control lever V to itst position th'ereby dis-F connecting switch W-trom motor and connecting it"to' themanuall'yoperable lever; When lever'V is reversed, the control circuits for signak S and S are opened at contact 44 of lever V, and hence the arms of signals S and S fall to their stop position. Upon the completion of the movement of switch IV to its reverse position by the manually operable lever, signals S and S will be operated to their proceed position, an operating circuit for signal S now passing from battery Q through wires 4 and 4, contact 41 of relay G wire 42, contact 137 of switch WV, wire 138, contact 139 of lever V, wires 140 and 136 mechanism. of signal S and wire 23 back to battery Q A similar operating circuit for signal S follows the path just traced for the circuit for signal S as far as wire 138, thence through contact 143 of lever V, wire 144, mechanism of signal S, and wires 23 and 23 back to battery Q After the train has passed switch WV, a trainman will return switch IV to its normal position by the manually operable lever, but the arms of signals S and S will not'clear until lever V has been returned to its 12 position.

From the foregoing description and from the accompanying drawings, it is clear that my invention provides approach locking for a railway switch of the type which is controlled by apparatus carried on a moving vehicle. My invention also provides .for clearing of signals governing over the switch when provision exists for operating the switch by hand and while the switch is in its reverse position, but prevents the clearing of signals governing over the switch when the provision exists for operating the switch by hand and while the switch is in its normal position.

Other systems embodying subject matter disclosed but not claimed herein are disclosed and claimed in a copending patent application of common ownership, Serial- No. 658,540, filed August 21, 1923, by Bertram R. Padmore, for railway switch controlling apparatus, and in a copending patent application of common ownership, Serial No. 696,436, filed March 3, 1924, by Harry E. Brashares, for protected switch operating system.

Although I have herein shown and described only one form of railway traflic controlling apparatus embodying my invention, it is understood 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 containing a switch, trackway means for controlling the operation of said switch when a vehicle approaches said switch, means for preventing such operation of said switch when a second vehicle moves toward said switch but not when said second vehicle moves away from said switch, and means for controlling said trackway means from said first vehicle.

2. In combination, a stretch of railway track containing a switch, trackway means for controlling the operation of said switch when a vehicle approaches said switch from a given direction, means for preventing such operation of said switch when another vehicle is moving toward said switch from a different direction, and means carried on said first vehicle for controlling said trackway means.

3. In combination, a section of railway track containing a switch,'trackway means for controlling the operation of said switch when a vehicle approaches said section from a given direction, means for preventing such operation of said switch when another vehicle is moving toward said section from a different direction, and means carried on said first vehicle for controlling said trackway means.

4. In combination, a stretch of railway track including a section which contains a switch, trackway means for controlling the operation of said switch when a vehicle occupies said stretch in a given direction from said section, means for preventing such operation of said switch when a second vehicle occupies said stretch in a different direction from said section, and means carried on said first vehicle'for controlling said trackway means.

' 5. In combination, a stretch of railway track containing a switch, vehicle carried means for controlling the operation of said switch when the vehicle approaches said switch from a given direction, means for preventing such operation of said switch when a second vehicle is moving toward said switch from a diflerent direction, and means for permitting such operation of said switch when said second vehicle is moving away from said switch. a V

6. In combination, a stretch of railway track containing a switch, vehicle carried means for controlling the operation ofsaid switch when the vehicle approaches said switch from a given direction, and means for preventing such operation of said switch when a second vehicle is moving toward said switch from a different direction. v

7. In combination, a stretch of railway track containing a switch, vehicle carried means for controlling the operation of said switch when the vehicle is in said stretch in a given direction from said switch, and means for preventing such operation of said switch when a second vehicle is in said stretch in a difierent direction from said switch.

8. A railway switch controlling system comprising a power operated switch having first signal when such provision exists for manual operation of said switch, and means for clearing said second signal when said switch is in its reverse position while such provision exists for manual operation of said switch.

9. In combination, a stretch of railway track containing a switch, a neutral stick relay, trackway means for controlling a pick-up circuit for said stick relay, a stick circuit for said stick relay controlled by trafiic conditions within said stretch of track, railway Vehicle carried control means for controlling said trackway means, a polarized stick relay, a normal and a reverse pick-up circuit for said polarized stick relay controlled by said neutral stick relay, a normal and a reverse stick circuit for said polarized stick relay controlled by trafiic conditions within said stretch of track, and means controlled by said polarized stick relay for controlling said switch.

10. In combination, a stretch of railway track containing a switch, a polarized stick relay, trackway means for controlling a normal and a reverse pick-up circuit for said stick relay, a normal and a reverse stick circuit for said stick relay controlled by trafiic conditions within said stretch of track, vehicle carried means for controlling said trackway means, and means controlled by said stick relay for controlling said switch.

11. In combination, a stretch of railway track containing a switch, a neutral stick relay, a pick-up circuit for said stick relay controlled by manually operable means, a stick circuit for said stick relay controlled by traffic conditions within said stretch, a polarized stick relay, a normal and a reverse pick-up circuit for said polarized stick relay controlled by a back and a front contact respectively of said neutral stick relay, a normal and a reverse stick circuit for said polarized stick relay controlled by traffic conditions within said stretch, and means controlled by said polarized stick relay for controlling said switch.

12. In combination, a stretch of railway track comprising a first and a second section, a track switch for said first section, means for operating said switch, a stick relay, a pick-up circuit for said stick relay controlled by traflic conditions in said second section, a stick circuit for said stick relay controlled by a contact which is closed when and only when said switch is in one or the other of its extreme positions, and means controlled by said stick relay for controlling said switch.

In testimony whereof I aflix my signature.

LESTER E. SPRAY.

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