US1855752A - Railway traffic governing apparatus - Google Patents

Description

April 26, 1932. P. H. CRAGO 1,855,752

RAILWAY TRAFFIC GOVERNFLNG APPARATUS Filed Aug. 20, 1950 2 Sheets-Sheet 1 lNVENTOl R." P 1-} .Craa7o,

- P. H. CRAGO 1,855,752

RAILWAY TRAFFIC GOVERNING APPARATUS 2 Sheets-Sheet 2 April 26, 1932.

Filed Aug. 20. 1930 1 4 ATi'oRNEY ill) Patented Apr. 26, 1932 warren stares PAUL CBAGO, OF WILKINSBURG, P ENN'SYLVANIA, ASSIGNOR TO THE UNION SWITCH 6c SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORA'IIQN- OF PENN- SYLVANIA RAILWAY TRAFFIC GOVERNING APPARA'lTlS Application filed August 20, 1930. Serial 110,476,502.

My invention relates to railway traffic governing apparatus and particularly to highway crossing signaling systems for single track electric railways.

One feature of my invention is the pm vision of polarized relays receiving energy from the trolley wire or any otherc'onductor which supplies propulsion energy to the vehicle and which operates contacts forcontrolling the signals or other trafhc governing means at the highway crossing.

Another feature of my invention is the provision of means for indicating to an approaching trolley car the signal indication being displayed on the highway, and formdicating to a following car, trafiic conditions between the following car and the crossing, as well as for indicating to vehicles on the highway, traflic conditions on the railway track in the vicinity of the highway.

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

In the accompanying drawings, Fig. l is a diagrammatic View of one form of railway trafiic governing apparatus embodying my invention. another form of apparatus embodying my invention. Fig. 3 is a similar view showing still another form of apparatus embodying my invention.

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

Referring first to 1 of the drawings, the numerals 1 and 1 designate the rails of a stretch of electric railway track X which is provided with a current supplyingconductor 2, such as a trolley wire or third rail, adapted to be traversed by a suitable traincarried current collecting device, not shown.

lhe conductor 2 is connected with one term nal a: of a source of energy, not shown in the drawings, the other terminal of which will usually be grounded. A highway H intersects the track X and isprotected on opposite Fig. 2 is a similar view showingcrossing signals S and S ,.and the signals S.

and S are likewise providedalong thetrack X at points remote from the highway to indicate to an approaching train traflic conditions between it and the highway H, in a manner presently to be described. The signals S S SflSfl-S and S may be either of the two or three-position type but for the pur pose of thisdesoription' are shown as being 3, through circuits controlled by a neutral control relay K.

Considering the parts in a normal condition, as shown 1n the drawings, current from the battery 3 will flow from one terminal thereof, through front contact 4 of neutral relay K, wires 5 and 6, lamp G of signal S and wires 7 and 8 back to battery 3 and also from wire 6, through lamp G of signal S and wires 9 and 8 to battery'3, thereby displaying.pro-

ceed indications to traffic moving 1n either direction over the highway. Under these conditlons, current from the battery also flows from one terminal thereof through.

front contact 4 of neutral relay K, wires 5 and 6, lamp R of signal S and wires 7 and 8 to the other terminal ofbattery 3; and also from wire 6 through lamp R of signal S and wires 9 and 8 back to battery 3, thereby dis: playing stop indications to trafiic moving in either direction over. the railway track X and notifying the operator of the car that proceed indications are displayed at the highway Hto trafiic'on the highway.

' Also current from the battery 3 flows from one terminal thereof through front contact4.

of neutral relay K, wires 5 an d'6, lamp G of approach signal S ,'and wires 7 and 8 back to battery 3, and also from wire 6 through lamp G of approach signals S and wires 9 and 8 back to battery? 7 When the neutral relay'K is deenergized, as will presently be described, the front contact 4 thereof is opened, and a back contact 10 of this relayis closed. This opens allof the circuits previously traced and. establishes a circuit from one terminal of battery 3 through GAL back contact 10 of neutral relay K, wires 11 and 12, lamp R of signal S and wires 7 and 8 to theother terminal of battery 3 and also from wire 12 through lamp R of signal S and wires 9 and 8'b-acl: to battery 3, thereby displaying stop indications to traflic approaching the crossin from either direction over the highway. Under these conditions current from the battery 3 also flows from one terminal thereof; through back contact 10 of relay K, wires 11 and 12, lamp G of signal S and wires 7 and 8 back to battery 3 and also from wire 12, through lamp G of signal S and wires 9 and 8 to battery 8, thereby .dis-

playing proceed indications to trathc moving toward the crossing in either direction over the track X. Also current from one terminal of battery 3 flows through back contact 10 of neutral relay K, wires 11 and 12, lamp R of approach signal S and wires and 8 to battery 3, and'also from wire 12, through lamp R of approach signal S and wires 9 and 8 to battery 3. v

From the foregoing, it will be apparent that when the crossing signals S and S indicate proceed, the crossing signals S and S indicate stop, and the approach signals S 'and S display proceed indications, and conversely, when the highway crossing signals S and S display stop indications, the

trackway crossing signals S and S display proceed indications and the approach signals S and S display stop indications to a following car. The signals S and S are located at a sufficient distance from the highway H that a car on the railway will have ample time within which to decrease its speed or stop before reachinj the highway H in the event that the signal S or S fails, through any cause, to display a stop indication to traffic over the highway upon the approach of a car .on the track X.

A plurality of contactors C C C 6*, G and C are arranged at spaced intervals along the conductor 2 and are adapted to be successively engaged in the order named by a current collecting device such as a trolley wheel or shoe carried by a' car or train as it proceeds over the track from left to right, as viewed in the drawings," and in the reverse order by a train traveling in the opposite direction; The contactors C C and C are located on one side of the highway Hand thecontactors C C and C are located on the opposite side of the highway H.

The contactors C and C are spaced relatively close together and. constitute what I shall term a first pair of contactors and the contactors C and C are also spaced in close proximity with one another and constitute a second pair. The contactor C of the first pair is connected with the contactor C by a wire 19 and the contactor C of the second pair isconnected with the contactorC by a wire 20.

A transformer T is associated with the first pair of contractors, one terminal of the primary 21 of this transformer being connected with the contactor C through re istor 22, and the other terminal of the primary being connected with the contactor C through a resistor The primary 21 is also connect-- ed, at its mid point, with a terminal 0 of the source of electrical energy, thereby dividing the primary into two windings 24 and 25. The secondary 26 of the transformer T is connected with the winding ofa polarized relay R which is provided with a contact 27 and which is ot-the type that remains in the position to which it was last moved until positively energized to another position.

A transformer T is associated with the second pair of cont-actors C and C and one terminal of the primary -28 of this'transiormer isconnected with the contactor C through a resistor 29, and theother terminal of the primary is connected with the cont actor C through a resistor 3.0. The primary 28 is connected at its mid point with a teminal 0 of the source or electrical energy, thereby dividing the primary28 into two windings 31 and 32. The secondary 33 of the trans former T is connected with the winding of polarized relay R which is provided with a contact 3 and which is similar to relay R The neutral relay K receives ener I through a circuit passing from terminal. a through contact 2? of polar relay R wire l 5, contact 34: of polar relay R wire 37, wire 38, winding of neutral relay K and wire 39, to terminal 0. The wire '38 is also connected ith the contactor C through a resistor 40, and with the contactor G through a resistor tl,'thereby rendering itpossible to at times energize. the relay K, independentlv of the circuit just traced through the conte "L5 2'? and 34;, by current through the contactors C and C, as will presently be described.

I will now assume that the parts ar i condition shown in Fig. 1 of the drav. in which the contacts 27and 3 1- of relays R R are closed.- With the apparatus in this condition the relay K is energized and "front contact 4: of this relay is closed. This caus s the illumination of the lamps G of the l way crossing signals S and S and the lai ,is R of thefltracltway crossing signals S and S" and also the lamps G ofthe approach signals S and 8, through circuits previoi-isly traced for these lamps.

'If,-now, an eastbound train approaches the crossing over the track X the current collecting device (not shown) carried thereby will first engage the contactor C This will cause a momentary fiow of current from the conductor 2 through the current collecting device, cont-actor C resistor 22 and the winding 24 of transformer T to terminal 0. direction of flow of current in the winding 24 is such as will induce a current in the sec- 1 the 36, resistor ondary winding 26 of the polar relay R of a polarity that will cause the contact 2'? to open, When the current collecting device moves out of contact with the contactor and breaks the circuit therethrough, the collapse of the field in the transformer T induces a current in an opposite direction inthe secondary winding 26 of polar relay R such as will cause the contact 27 to close. As the current collecting device moves into engagement with the contactor C current will flow in the winding 25and in a direction such as will tend to maintain the contact 27 closed. The cont actors C and C are spaced sufiiciently close together so that the current collecting device moves out of engagement with the former and into engagement with the latter substantially simultaneously. When the current collecting device moves out of en "ement with the contactor C a pulse or surge of current will be produced in the the lamps G of the approach signals S and S are thus opened, and the circuits previously traced through the lamps R of the signalsS and S the lamps R of the approach signals S and S and the lamps G of the signals S and S are closed. This causes a stop indication to be displayed to traffic on the highway a proceed indication to the approaching train, and a stop indication to following trains.

As the current collecting device passes over the contactor G which is employed for traffic in an opposite direction only, the resistor 4-0 so limits the passage of current that the relay 1: will not be energized sufficiently to open its back contact 10. If, however, the front contact 4 of this relay is closed at this time, as will be in the case of trafiic in an opposite direction, the current passing through the resistor .0 is sufficient to maintain the contact 4 closed.

After the train passes the highway crossing H the current collecting device carried thereby next engages the contactor C which is connected with the contactor C by the wire 19,

The effect is therefore exactly the same that when the current collecting device engaged the cont-actor C namely, that when contact is first made between the current collecting device and the contactor C, a surge or impulse of current is produced in the wind ing 2% of the transformer T which operates to open contact 27 of the polar relay R and that when the current collecting device moves out of engagement with the contactor Cflthe interruption of current through winding 24 creates an impulse of current in relay R which closes contact 27; The closing of the contact 27 reestablishes the circuit previously traced through the neutral relay K and causes this relay to close itsfr-cnt contact The circuits initially traced throughthe lamps G of the crossing signals 8 was? and the approach signals S ands and also those through the lamps R of the signals S S will therefore be reestablished in theirnormal condition. p

The current collecting'device next engages the contactor C and causes an impulse of current in the winding 32 of the transformer T whiclrinduces an impulsein the secondary 33 of this transformer in such a dlrectlonas' to hold the contact 34 of the relay R in its normally closed position. 'VVhen, however,

the current collecting device moves out of en'- gageinent with the contactor C an impulse of current of an opposite polarity will be produced in the secondary 83, thereby operating relay R to open contact 34 The current collecting device next breaks contactwith the contactor C thus interrupting the flow of current through winding 32-, and then engages contacto'r C to supply a surge of current to windingSl. Both of these operations aid in creating in secondary 83 a surge of current which operates relay R to open contact 34:. When the current collecting device engages contactor C however, current flows from the contactor, through wire 20, contactor-G resistor-lO, wire 38, winding of relay K, and wire 39 to terminal 0. Current supplied over this circuit would not be sufficient to energize the relay K if it were deenergizechbut is sufficient to holdthis relay in itsenergized position which it now occupies. It follows that relay; K holds its front contact closed, so i that the signals controlled thereby are unaffected, while the current collecting device on the train passes contactors-C and C When the current collecting device moves out of engagement with the contactor G the interruption of current in-winding31 causes a'surge of current in the secondary 33 of transformer T which causes relay R to close contact 34 and restore the normal circuit for relay K. The operation of the apparatus in response to the movement of a westbound train through the portion of the track shown in the drawings is similar to that described for eastbound movement and will be understood from the foregoingwith'out further explanation; i

r The signals S and S prevents following train from passing the contactjors C and C before the first train clears the highway cros's-'- ing H. lVere it not'for these signals a sec ond train might follow the first train past'the contactors G and C with the result that as soon as the first train passed the contactor C the highway crossing signals S and S would indicate proceed to tralfic ave-rule highway notwithstanding the approach of the; f

. fic. As soon, however, as the current collectseconditrain.

In Fig. 2, I" have shown anotherembodi ment of my inventionin which I accomplish the same result by a slight change andrearrangement of the parts. In this embodiment ofmy invention I control-the, operation of the several signals by means of polar relays R and'R. Relay R is provided with Q; two windings 42 and 43' and a contact-27 arrangedito be closed when winding, 42 is energized and to be opened wheniwinding 43 isrenergized', but to-remainzinthe position to which it was. last moved until positively i gfismoved to. a different position. Relay R is similar to relay R and comprises two windings44 and 45 and a contact 34 controlled thereby. One terminal of the winding 42 or the relaylt is connected througha resistor P 46twith'the contactor C and the other terminal thereof is connected with the'terminal 0 of the source of electrical energy. Also one of the terminals'of the winding 430i the relay R is connected, through a resistor 47, with-the contactor C and the other terminaLof this winding is connected with the terminal 0 In alike manner one of the ter minals of the winding 44 of the relay R isconnected, through a resistor 48, with the contactor C and the other terminal of this winding is connected with the terminal 0.

Also, one terminal of the winding 45 of this relay is connected, through a resistor 49, with the contactor C and the other terminal of this winding is connected, with the terminal 0. I

The-wire 38-leading to-one terminal of the 'neutral relay K is connected with the contact rC through a resistor 50 and a wire 4-" 51, and with the contactor C through a resistor; 52 anda wire 53. In allother respectsthe construction shown in Fig. 2 is similar to that described in connection; with that disclosed in Fig. 1. I

Qonsideringthe parts as beinginthe positions shown in Fig.2, I will assume that an eastbound car carries its current collecting deviceinto engagement with the contactor G This .causes a momentary flow or" current holds-contact 27 closed. \Vhen the current collecting device moves out of engagement with the contactor C and into engagement with the contactor G a flow of current will result in winding 43 of therelay R which will energize this relay to open the contact 27, and break the circuit through this con tactand the relay K. The relay K, however,

ofrelay K, but this condition has no usefulfunctionin connection with eastbound trafin the winding 42' of the polar relay R and:

fic, being-employed only for westbound trafing'devicemoves out of engagement with the contactor C thecircui't'through the auxiliary circuit just traced for relay IQ is opened,

thereby permitting the contact 4 of relay K the contactor C a circuit is completed through the wire 20 and winding of polar relay R which energizes this winding and tends to close the contact 34. This contact, however, is. already closed and consequently, no change in the condition of the several circuits results. As soon as the train passes the highway H the current collecting device car ried thereby engages the contactor C and causesthe energization of winding 42 of the polar relay R This causes the contact 27 to close and re-establish the circuit through this contact and the neutral relay Ii, thereby opening the contact 10 and closing the contact 4 of this relay. This returns the apparatus to its normal condition by reestablish i throu h the wire 53 resistor 52 wire 38 and winding of'ne'utral relay K, which maintains this relay energized notwithstanding the fact that the contact 34 is open. The system con sequently remains undisturbed in its normal condition. As the current collecting device moves out of engagement with the contactor C and into engagement with the contactor C the auxiliary circuit just traced is opened but a circuit is also established from the contactor C through the winding 44 of the polar relay R which closes the contact 34, thereby returning the system to its normal condition.

The operation of the apparatus for westbound trafiic is similar to that above-described in connection with eastbound traflic and will be understood without further. explanation.

In Fig. 3., I have shown still another form of my invention in which I employ three position Signals for highway protection. In this embodiment of my invention,a plurality of contractors C C C C and C are arranged at spaced intervals along the conductor 2, the contactors C and C being located in close proximity with one another on one side of the highway H, the contactor C at or adj acent the crossing, and the contactors 0 7 and C in juxtaposition on the other side of the crossing. The apparatus also embodies a pair of slow releasing relays R and R, a stick relay L, a slow pick-up relay M controlled by the relay L, and a slow releasing relay P. Normally, that is to say, when the stretch of track between the contactors G and C is unoccupied by a car approaching the crossing from either direction, all of the relays abovementioned are in a deenergized condition and the lamps G of the signals S S S and S are illuminated by virtue of a circuit passing from terminal w, through back contacts 54 and 55 of relays'L and M respectively, and lamps G to terminal 0, thus indicating proceed to traiiic both over the track X and on the highway. Also, with the parts in this condition, the lampsR of the signals S and S are likewise illuminated by virtue of a circuit passing from termlnal at, through back contact 56 of relay M, and lamps R to terminal 0.

I will now assume that an eastbound'car approaching the intersection in the direction of the arrow inFig. 3, carries its trolley wheel, or other current collecting device, into engagement with the contactor'C. This will cause a momentary flow of current from the conductor 2, through the contactor C wires 57 and 58, back contact 59 of relay R wires 60, 61 and 62, winding of relay Ri, wires 63 and 64 and resistor 65 to ground. The resulting energization of relay IR completes a pickup circuit for the stick relay L passing from terminal w. through front contact 66 of relay R wire 67 and winding of relay L to ter minal 0. The energization of relay L opens its back contact 54, which interrupts thecircuit previously traced through this contact for the lamps G of the signals S S S and S but establishesa circuit passing from terminal a through front contact 54 of relay L, and lamps R of signals S and S to terminal 0,

* thereby causing the illumination of these lamps and indicating to a following train that the stretch of track between the contactor C and the highway crossing is occupied.

The energization of relay L also establishes J; a circuit for the lamps Y of the signals S and S passing from terminal 00, through front contact 68 of relay L, wire 69, back contact '70 of relay M, and lamps Y' to terminal 0, thereby indicating caution to traffie on the highway. The energization of relay L also completes a stick circuit for this relay passing from terminal 0:, through back contact 71 of relay P, wire 72,-front contact 73 of relay L, wires 74 and 67, and winding of relay L to terminal 0, which maintains relay -L energized and the circuits for the several signals intact after the current collecting device carried by the car moves out .of engagement with the contactor C". v

The energization of relay L also establishes a pick-up circuit for relay M passing from terminal 00, through front contact 75 of relay L, wire 76,'and winding of-relay M to terminal 0. The relay M, however, being slowacting in character, does not respond until'the expiration of time interval of predetermined duration, at which time it opens-its back contacts '55, 56 and 70, therebyinterrupting the circuit previously traced for the lamps G of the signals S S S and S atanother point, the circuit for the lamps R of the signals S and S and the circuit for the lamps Y of the signals S and S /Vhen therelay M responds it establishes a circuit passing from terminal 00, through front contact 68 of relaythe contactorC, lamps G of the signals S v and S) are extinguished and the lamps Y of the signalsS and S and the lamps R of the signals S and- S are illuminated simultaneously, and that after a predetermined time interval has elapsed, which interval is determined by the adjustment of the relaycM, the lamps Y of the signals St and S are'extinguishedand the lamps R of these signals and thec-lampsG of thesignals S and S are simultaneously illuminated. I

During the aboye described operations, the current collecting device moves into engagementwiththe contactor C and establishes a stick circuit for relay R passing from conductor 2, through the current collecting de-' vice, contactor C wires Wand 78, front contact-"Z9 of relay. R wire 62, winding of relay passing from One terminal of the'winding of relay R through wires 63 and 64:, non-inductive resistor 80, wire 81, front contact 82 of relay R wires 61 and 62,-tolthe other terminal of the winding ofrelay R This snubbing circuit is described in detail in my copending application, Serial. No. 398,339, filed Oct; 9, 1929, and not only delays the re-' lease period ofthe relay R but reduces shock at the, pole faces of the relay. The current collecting device next moves out of engagementwith the contact-or C and interrupts the pick-up circuit for relay R previously traced through contactor C The current collecting device next moves out of engagement with the contactorC and interrupts-the stickcircuit for relay R but-thisvrelay does not open its front contacts untilaavpredetermined time interval has elapsed, due to the effect or the-snub'bing circuit above traced. When, however, such time interval. expires, front contacts 66, 79 and 82- of relay R all open and back contact"? 9 tl1ereof=closes,thus breaking the stick circuit'and snubbing circuit for relay R previously traced-through front contacts 7 9 and 81, respectively of this relay and also interrupting the pick-up circuit for reiay L previously traced through "front contact 66 of relay R". Relay L, however, 'remains'energized by virtue of its stick circuit previously traced through its :front contact73 and consequently the'several signal) circuits last described remain intact.

='When'the ca-r'reaches' the highway "crossing its-current collecting device engages the contactor-C and completes a" pick-up circuit 'for :relay P passing 'from 'the conductor 2 through the current collecting device, contactor G", resistor 83, wires Stand 85, winding-of relay P, and wire 86 to ground. The energization of relay "1? causes it to open its back contact .7 1, :thus 7 interruptingthe stick circuit for relay L previously traced through this contact. This causes the deenergization: of relay "L which immediatelyopens its front contacts 54yfi8, 73 and 75 and closes its back contact '54r,thereby =re-establishing the-normal signal circuits-initially-described. The energizationof relay also-establish a snubbing circuit for this relay passingfrom one "terminal :of its winding, through wires -86 :and 87, front contact '88- of relay "P, noninductive resistor 89 and wire' 8 5 to-:the other terminal of the winding. The currentcollecting device next moves out of engagement with the contactor C and interruptsthe pickup circuit :for relay P 'but the snubbing cir- -cuitjust-traced prevents this relay-from again clos ng itsback contact 71 until'the relay L hashadtime to open its'front contact '73 and vprevent the s re establish'ment of its stick cir- -cuit.

As the -car recedes from the crossing it 'neXt-carries its current collecting device into ftablishes'a pick-upcircuit for relay R passing from contactor C' ,'through wires'77 and 178, back-fcontact179 ofvrelay R wires 90 and '91, winding of relay R wi-res 92:a1id=' 64: and resistor "6510 =-ground. The energization of relay R caus es .it to riopen its 'bac'k'contact fi -and to close its front contact 59.

The current collecting deviceinext engages the contactor'C and establishes a stick circuit forfrelay R passing 'from'contactor C throughwires 57 and 58, front'contact 59 of relay {R wire 91, winding-of relay R wires 92 and-64:, andyresistor 65-toground. The opening-ref back contact59 of relay'lR above described prevents 'encrgization of the I relay invention.

engagement'with the contactor C and' eslecting device engages the contactor C, the operation of the apparatus would be the same as when the contactor G is engaged bythe current collecting device, as previously described.

The operation of the apparatus for westbound tratiic is similar to that fibOVG-'Cl6- scribed in connection with eastbound'trafiic and will be understood withoutfurt-hen explanation.

'From the foregoing-it-will be apparent that I have-provided a very simple and ethcient apparatus operable-by the current'in the propulsion conductor for gov-erning'the operation of wayslde and highway crossing slgnalsfortrafiic m opposite directlons over a single track'railwayand-in which a minimum number of relays'are employed.

Although Ihave'herein shown and described only three forms of railwaytrathc governing apparatus embodying my invention, it understood thatyvariol-is :changes --and modificationsmay be made thereinwithin the scope of the appended claims without departing fromthe sp1r1t and scope or my Having'thus described my invention what I claim is 1. In combination, a stretch of railway track intersected by a: highway, a first signal for governing trafiic on said highway at such intersection and adapted to display a plurality of aspects, a second signal for governing trafiic OVQT'Silld stretch at such intersection and adapted to display a plurality of aspects, a thirdsignal'located at a'point remote from sald second s1 gnal for-lndlcating traiiic conditions between said third signal "and such intersection and adapted to'displa-y a plurality of aspects, train controlledmeans located at 'a point remote'from such intersection for causing certain of said signals to display certain aspects, and train controlled means located at a point-adjacent such intersection for causing said signals-to display certain other aspects.

2. In combination, a stretch of railway track intersected .by a highway, a first signatforgoverning traific on said highway at such'intersection and normally displaying :1 proceed indication, a secondsignallocated at. a point remotefrom such intersection for indicati-ngtrafiic conditions on said stretch between said. second signal and such-inten section and normally displaying a stop indication, train controlled means located at a point remotefrom such'int-ersection forcausing said first and second signals to'change their aspects, an'd'train controlled means located' at a porntad1acent such intersection for causing said first and second signals to again display said normal aspects.

3. In combination, a stretch of railway track intersected by a highway, a first signal for governing trailic on said highway at such intersection, asecond signal for govadjacent such intersection for causingsail first signal to display adifierent aspect, said second signal to display a stop indication, and said third signal to display a proceed indication.

4. In combination, a stretch of railway track intersected by a highway, a first signal for governing traific on said'highway at such intersection, a second signal for gov-, erning trafiic over-said stretch atsuch intersection, a third signal located at a point remote from said second signal for indicating trafiic conditions between said third signal and such intersection, train controlled means located on one side of such intersection for causing said first signal to display a certain aspect, said second signal to display a proceed indication and said third signal to display a stop indication, and train controlled means located on the other side of such intersection for causing said first signal to display a proceed indication, said second signal to display a stop indication, and said third signal to display a proceed indication. 5 V

5. In combination, a stretch of railway track, traffic governing means for said stretch. a contact device for controlling said governing means, a polarized relay-for controlling said contact device, a first train operated device located on one side of said governing means for controlling the energization of said relay by current of a certain polarity, a second train operated device associated with said first device for controlling the energization of said relay by current of a reverse polarity, and a third train operated device located on the opposite side of said trafiic governing means and electrically connected with said first train operated'device for controlling the energization of said relay by current of said certain polarity.

6. In combination, a stretch of railway track intersected by a highway, a crossing signal adjacent such intersection, approach signals associated with saidcrossing signal, a contact device for o1ntly controlling said crossing signal and sand approach signal, a

polarized relay for controllingsaid contact v device, a transformer having its primary connected at an intermediate point with ground and the terminals ofthe secondary thereof connected with the terminals of the winding of said relay, a group of contactors located on one side of said intersection and arranged for successive operation by a train approaching said intersection for controlling said relay, one of said contactors being connected with one terminal of the primary of said transformer and another of sald convt-actors of said group being connected with the other terminal of said primary, and an additional contactor located on the opposite side of said intersection and connected with one ofthe contactors ot'said group;

7. lit-combination, a stretch of railway track intersected by a'highway, a signal ad- 1 'acent such intersection acontact device for controlling said signal, afirst group of contractors located on one side of said intersection and arranged for successive operation by a train approaching said intersection in one directioma. second group of contactors 10- rated on the other side of said intersection and arranged for successiveoperation by a train approaching said intersection in an opposite direction, a first single contactor located on the opposite: side ofsaid intersection from said first group of cont actors and electrically connected with one of the contactors of said-first group, a second single contactor locatedon the opposite side of said intersection from said second gronpof contactors and electrically connected with one of the contactors of said second'group, a first pair of windings controlled jointly by said first group of cont-actors and said first single contactor for controlling said contact-device for trafiic over said stretch in one direction, and a second pair of windingscontrolled jointly by said second group of contactors and said second single contactor for controlling said contact device for trafiic over said stretch in an oppositedirection.-

8. In combination, a stretch of railway track intersected bya highway, a signal adjacent such intersection, a relay for controlling said signal, a first group of contactors lo cated on one side of said intersection and arranged for successive operation by a train approaching said intersection in one direction, a second group of contacts located on the other side of said intersection and arranged for successive operation by a train approacha firstsingle contactor located on the opposite side of said intersection from said first group of contaetors and electrically connected with nected with one of the contactors of said Seeing said intersection in an opposite direction, r

ontl sgroupsazfirst epair ofavindings controlled "jointly by; said group 1 of icontactors :and said first singlercontactor for: controlling-said srelay ri orztratiic .o ensaidstretchin one direction, a second :pair of windings controlled ejointly' y said second group of contactors' and said second single. cont-actor ifOT cont-rolling :said relay ntor ctraliic over said "stretch in an copposite 'directiom-and: means fort-preventing fi -the operationof said relay when certain of saidcontactors areoperated :by a. train approaching said intersection in one :direction 1 =nd whenecertain other of.saidicontactors'are :operated by atrain;za-ppr'oaching said inters-sectioirin an opposite: direction.

I 9. In :combination, a stretch of railway track intersectefdby .a highway,ia:-;signal ad- :ja cent such 1 intersection, a zrelay for controlling said signal and having oneterininal "thereof connected with 'one'terminal of a source oft-electrical energy, first group of contactors :located ,on='one side ofsaid :inter- "section, aisecond, group of contactors located 0n the other-side ao'fi said intersection, a first 125 single .contactor located on;the oppositeside rofasaid intersection from said first i roup I of 'contactors and electrically connected with one ofrthe: contractors or said first group and with the :ot-herterminal of said-relay, a secrond single cont actor located onthe opposite side ofsaid intersection from said second proup of contactors and electrically connected with one of the contactors-iof said secondggroup "and also with said other terminal 135 iofsaidireiay, said contactors being adapted -to be-successively operated by;trains-1noving over said'stretch in opposite directions 'to connect the other-terminal of said source with said-relay, a first: pair .ofiwindings controlled a :jointly bysaid:firstgroup of eontactors and said firstsinglecontactor for controlling said relay for trai -fie over saiid stretchtinone 'dirrection, a1 second-pair of windingswcontrolled YjointIybysaidsecond group of contactors and 5ssaid secondsingle contactor ior controlling said relay for traffic over said stretchin an opposite direction, and :a -resistor connected inse-riesibetween each of said-single contact-ors and-saidother'terminal of said relay for prerentingsaid relay from .operating it' in an energized condition'when the contactors with which said-relayiszccnnected, are operated by Ltrain approaching said intersection :in .either direction.

"10. :In combinatioma stretch of railway -trackintersected by a-highway,:a first signal for governing trafiicon said highway at such intersectioma second signal located at. a point adjacent to such intersection'tor governing 350 traffic over said stretchat such intersection, a stlllld signalflocatedkat a point remote from .such intersection for indicating conditions between said third signal and such intersection, a train controlled con- .05 tact device for causing said first siga amsyma :nal to dis la ;.a caution :indication :and

said third signalrtodisplay-a stop indica- .tlOIl, anda time eelement device controlled by .saidcont-act device for; subsequently causing said first signal to display a stop indication and said second signal to display a proceed indication.

11. In combination, a stretch of railway track intersectedbya highway, a first signal forgoverning trafiic on said highway at such intersection,a-second signallocated at a point adjacent suchintersection for governing traific-over said stretch at such intersection, a third signal located atapoint remote from such intersection for indicating traffic conditions'between said-third signal and such intersection, a. first train [controlled cont-act device located atapoint remote fromsuch intersection for causing said first signal to display a caution indication and said third signal to display a stop indication,:-a time element device controlled by said first contact device for subsequently causing said first sign-alto display a stop indication and said 'secondsignal to display .a proceed indica- .tion, and a -second train controlled contact .deviceilocated at a point adjacent to such intersection for causing said first signalto displaya proceed indication, said second signal to display a stop indication, and said third signal to display a proceed indication.

12. Incombination, a stretch of railway traclrintersected by a highway, a first signal forgoverning traflicon said highway at such intersection and ,normally displaying a proceed indication, a second signal located at a point adjacent suchintersection for governingtraflicover said stretch atsuch intersection-andnormally displaying a stop indication, athird signal located at a pointremote from such intersection for indicating trafiicconditions between said third signal andsuch intersection and normally display- .ing a proceed indication,-a first train con- .trolledcontact device located at a point remote fromsuch intersection for causing said "first signal to display a cautionindication and said third signalto display a stop indication, a time element device controlled by said contact device for subsequently causing said fir-stsignal to display a stop indication and said second signal to display-a pro- 'ceed indication, and a second train controlled contactdevice located at a point adjacent such intersection-for restoring said signals to H1911: normal conditlons.

13. In combination, a stretch of railway track intersected by a highway, a first signal for governing trafiic on said highway at such intersection, a second signal located at a point adjacent such intersection for governing trai fic over said stretch at such intersection, a third-signal locatedat a point remote from such intersection for indicating traffic. conditions between said third signal and such intersection, a stick relay for controlling said third signal, a slow-acting relay controlled by said stick relay for controlling said first and second signals, a pick-up circuit forsaid stick relay controlled by a train at a point re- 7 mote from such intersection, and a stick circuit for said stick relay controlled by a train at a point adjacent such intersection.

In testimony whereof I affix my signature.

PAUL H. CRAGO.

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