US2025005A - Multiple control apparatus - Google Patents

Description

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MULTIPLE CONTROL APPARATUS Original Filed Jan. 2, 1930 5 Sheets-Sheet 5 mmw @www Q lim @M De@ E?, T935. H. A. THOMPSON l MULTIPLE CONTROL APPARATUS Original Filed Jan. 2, 1930 5 Sheets-Sheet 4 ANN Dec 17, 1935. H. A, THoMPsoN MULTIPLE CONTROL APPARATUS Original Filed Jan. 2, 1930 y5 Sheets-Sheet 5 INVENTOR: l-l. H1??? ompan,

Patented Dec. 17, 1935 UNITED STATES PATENT OFFICE MULTELE CONTROL APPARATUS Application January 2, 1930, Serial No. 417,973 Renewed May 7, 1935 18 Claims.

My invention relates to multiple control apparatus, and is particularly adapted for, though not limited to, the control of the railway track switches and signals in a railway switching or interlocking layout.

One feature of my invention is the provision of means for controlling the devices in each of various partly inter-inclusive groups by a single movable contact member in cooperation with a plurality of fixed contact members. Another feature of my invention is the provision of interlocking control for various groups of devices by means of sliding contact members operated along intersecting guides.

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. l to 1'7, inclusive, some of which are diagrammatic, illustrate one form of apparatus embodying my invention. Fig. l is a view illustrating a control panel for a railway switch and signal layout which is shown diagrammatically in Fig. 8. Figs. 2 to 7, inclusive, are views showing portions of the apparatus of Fig. l. Figs. 8 to 16, inclusive, are diagrammatic views showing means controlled by the apparatus of Fig. 1 for controlling the switches and signals of Fig. 8. Fig. 17 is a diagrammatic View showing indication means controlled by the signals of Fig. 8 in association with parts of the apparatus shown in Fig. l2.

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

Reference characters in Figs. 8, 10, l1, and 13 to 16, inclusive, refer to parts which are similar to parts designated by similar reference characters in Figs. l, and 6 to l1, inclusive, of my application for Letters Patent of the United States, Serial No. 416,061, filed Dec. 23, 1929, for Multiple control apparatus.

Referring to Fig. 8, a stretch of double track railway is here shown, tracks ca; and bb of which are interconnected through crossover ee to which they are respectively joined by switches H2 and H2a and are likewise interconnected by cross-over ff to which they are respectively joined by switches H3 and H3. Tracks aa and bb are also respectively joined to passing sidings ce and dd by switches H4 and H1.

The reference character S, with distinguishing exponents, designates signals which are placed adjacent the point-s A, B, C, D, E and F, respectively, and which, as here shown, are of the semaphore type. Signals S12, S1b and S1c are mounted on a common mast 549, and signals 84a, S4b and S4c are mounted on a common mast 550. Signals S111, S13, S13, S2 and S3 govern eastbound traic moves, that is, moves which are made over the stretch of track from left to right as shown in the drawings, and signals S4a, S42, S46, S5 and S6 5 govern westbound trafc moves, that is, moves which are made over the stretch of track from right to left as shown in the drawings.

Between the group of eastbound signals and the group of westbound signals, eleven different routes 1o may be established according to the positions of the various switches. Over each of these routes, traiiic can proceed in either direction, that is, from west to east or from east to West. The arrangements of the switches for these various l5 routes are as given in the following table:

Route 1,-A to E, switches H2, H3, and H4 normal.

Route 2,--A to F, switches H2 and H3 normal, and H4 reversed.

Route 3,-A to D, switches H2 and H2a reversed, and H3a normal.

Route 4,-A to E, switches H2, H211, H3a and H3 reversed, and H4 normal.

Route 5,-A to F, switches H2, H211, H311, H3, and H4 reversed.

Route 6,-B to D, switches H1, H2a, and H3a normal.

Route 7,-B to E. switches H1, H211, and H4 normal, and H3a and H3 reversed. 30

Route 8,--B to F, switches H1 and H2a normal, and H321, H3 and I-I4 reversed.

Route 9,-C to D, switch H1 reversed, and switches H2"t and H3a normal.

Route 10,-C to E, switches H1, H3a, and H3 reversed, and H2a and H4 normal.

Route 11,-C to F, switches H1, H33, H3 and H4 reversed, and H2a normal.

Referring now to Fig. 1, a control panel is here shown comprising an insulating plate 51 mounted on a second insulating plate 58, a portion of which is shown in Figs. 2, 3, 6 and 7. Channels 66 are cut in plate 58 according to an arrangement which is similar to, and which constitutes a diagram of, the track layout shown in Fig. 8. 4a The junctions of these channels 66 are designated by the reference character H with distinguishing exponents, as shown in Fig. 8 for the corresponding switches.

Diagrams of signals, designated by the reference character S with distinguishing exponents similarly to the corresponding diagrams shown in Fig. 8, may be painted or otherwise suitably applied on the surface of plate 5l. Slots 61 are cut in plate 5l according to an arrangement which is the left of letters C, B and A and to the right of letters DE and F. In Fig. 6, a section is shown through a channel 66 and the corresponding slot 61.V f

Fixed contact members, designated by the reference character e with distinguishing exponents, are mounted in the control panel. Each of these members comprises two elements p which are located opposite each other along one of the channels 65. Contact members e, acting in cooperation with movable contact members, control the switches and signals shown diagrammatically in Fig. 8. V

The contact members for controlling the signals are distinguishable by exponents for the reference character e comprising the letter S with a number corresponding to the number in the exponent of the reference character for the corresponding signal. For example, contact member c55 controls signal S5, and contract member .254 controls signals S48, S4b and S40.

Two members .e are employed for controlling each single switch, and three member a are employed forV controlling the pair of switches in each crossover. One of the members a for each single switch controls operations of the switch to its normal position, and is distinguishable by an exponent comprising the letter n and a number corresponding to the number in the exponent for the reference character for the corresponding switch. VThe second member z for each single switch control operations of the switch to its reverse position, and is distinguishable by an exponent comprising the letter r and the number in the exponent for the reference character for the corresponding switch. For example, the member a4 controls operations of switch H4 to its normal position, and the member a4 controls operations of switch H4 to its reverse position.

Each of two of the members z for each crossover controls operations of both switches in the Y crossover to their normal position. These members are distinguishable by an exponent comprising the letter n and the exponent for the reference character foreach of the switches in the crossover, respectively. The third member z for Veach crossover controls operations of both switches in the crossover to their reverse position, and is distinguishable by an exponent comprising the letter 1' and the number in the exponents for the switches of the crossover.

Each element p of each member z, as shown in Figs. 5 and 5a, comprises a terminal 62 to which a iiat spring B3 it attached. In Fig. 7 is shown a section through elements p of member 23H. Each element p, as here shown, is rigidly attached to plate 58 adjacent a channel 66 by means of nuts 64 and a Washer B5.

Each movable lcontact member which cooperates `with fixed contact members z for controlling the switches and signals comprises a flexible device, here shown as a chain, which slides in certain channels 66. The channels 66 serve as guides for the movement of the chains. Each of these chains consists of a plurality of main links 60, -See Figs. 1, 2, 3, 4 and Llar-and end links (il)a and Elib connected together vertically with respect to the control panel by pins (il so that the chain is ilexible horizontally. A post 59 is rigidly fastened in end links 'williL of each chain. By means of this post, the chain is manually movablealong certain channels 66 according to the route which the operator desires to arrange. Each chain, When moved along corresponding channels 66, connects one element p of each member a adjacent these channels with the other elementp of the same member z as the chain sucessively engages these members. The elements p of each member 2 remain thus connected with each other until the chain is returned to the normal position in Which the post 5&1 is adjacent one of the control panel and the chain shown to the left of letter A.

Fig. 3 is a View of the chain to the left of letter A and a portion of plate 58 with plate 51 removed.

Figs. 4 and 4a comprise a plan and a side elevation view, respectively, of one of the links 60 of the control chains.

Fig. 6 is a sectional View of a portion of the control panel showing a channel E6 in plate 58 and the associated slot 61 in plate 51.

Referring again to Fig. 8, the reference characters I and la designate the rails of track aa, and the reference characters 2 and 2a designate the rails of track bb. These rails are divided by insulated joints 3 to form a plurality of track sections a-A, A-ii,i1'-y`7`, ij-E', B-mm, mm-G, G-D, and D-d. Each of thesetrack sections is supplied with current by a battery 4 connected across the rails adjacent one end of the section. A track relay, designated by the reference character T with a distinguishing exponent, is connected across the rails adjacent the opposite end of each track section. f

Each track section in which a switch is located will be referred to hereinafter as a detector section. Track sections a-A and d-D in the rear of signals S1 and S4, respectively, will be referred to as approach track sections.

Each switch I-I is operated by a motor which is controlled by pole-changing contacts of a polarized switch control relay m as already shown and described in my application for Letters Patent of the United States, Serial No. 416,061, filed Dec.

23, 1929, to which I have already referred in this 55 present application. Polarized switch indication relays, designatedV by the reference character h, with distinguishing exponents corresponding to the numbers in the exponents for the reference characters for the switches, are controlled by the switches as also already shown and described in my former patent application to which I have just referred.

For each switch indication relay h, there is a reverse indication relay designated by the reference character t with a distinguishing exponent and a normal indication relay designated by the reference character i with a distinguishing exponent. The controls forrelays t and i are similar to those shown in my patent application, Serial No. 416,061, except that an additional contact is included in each circuit, as, for example, contact 558:4 in the circuit for relay t and contact 551n4 in the circuit for relay 114e.

erence characters PS1 and PS4, are controlled exlU5 which operates contact 39115.

actly similarly to the relays designated by the same reference characters, respectively, in my former patent application, Serial No. 416,061. Stick locking relays Q52, Q53, Q and Q56, and

' thermal relays N52, N53, N55 and N56 are also controlled exactly similarly to the relays designated by the same reference characters, respectively, in my former patent application referred to above.

. Relays X1a, to X511, inclusive, which enter into the controls for relays P and Q in my present application, are, however, controlled in a different manner from relays X1 to X6, inclusive, which enter into the controls for relays P and Q in my former patent application.

Track relays T2 to T1, inclusive, slow-releasing relays I2 to I7, inclusive, and repeater relays U2 to U1, inclusive, are controlled exactly similarly to relays having corresponding reference characters, respectively, in my patent application, Serial No 416,061. The control circuits for these relays are therefore omitted from the drawings in my present application.

In each oi the drawings, the contacts operated by the various relays, or by time releases J, or by other control devices which will be hereinafter described, are identied by numbers, such numbers having distinguishing exponents when such contacts are not shown adjacent the respective relay, release, or other device by which the contacts are operated. The exponent for each of these contact numbers comprises the reference character and exponent of the respective relay, release, or other device. For example, the exponent U5 or contact 33115, shown in the circuit for relay Q52 in Fig. 8, comprises the reference character U and its exponent 5 for repeater relay Similarly, exponent m4 for contact lim1 in the control circuits for relay i and t comprises reference character m and its exponent 4 for a switch control relay m4 which operates lllmi. Also exponent J51 for contact 5|5J51 in the circuits for signals S1, shown in Fig. i6, comprises reference character J and its exponent S1 for a time release .T51 which operates contact 5i5-151- In Fig. 9, relays designated by the reference character n or r with distinguishing exponents are shown controlled by the xed Contact members a, for the normal and reverse control respectively, of the various switches, when the elements p of these contact members are bridged by a link 66 of one of the control chains shown in Figs. l, 2 and 3.

Referring to Fig. l0, route locking relays, each of which is designated by the reference character V with a distinguishing exponent including the letter e, are controlled to prevent operation of the switches in each route when an approach or stick locking relay P or Q, respectively', for the eastbound direction of the corresponding route has been deenergized. Route locking relays, each of which is designated by the letter V with an exponent including the letter w, are similarly controlled to prevent operation of 'the switches in each route when an approach or stick locking relay I or Q, respectively, for the westbound direction or the corresponding route has been deenergized.

In Fig. l1 are shown the circuits for polarized switch control relays m controlled by normal and reverse switch control relays n and 1*, respectively, of Fig. 9. Con-trol of relays m by either normal or reverse control relays n or r, respectively, is prevented when certain track repeater relays U or certain route locking relays V or certain approach or stick locking relays P or Q, respectively, are de-energized.

Fig. 12 shows relays designated by the reference character 7c with distinguishing exponents, each of which is controlled by a xed contact member e for a signal when the elements p of such a contact member are bridged by a link 66 of one of the control chains. The exponents for the reference character k correspond with the numbers in the exponents for the reference characters for the associated signals, respectively.

Each relay k controls a route relay designated by the reference character Y with an exponent corresponding with that of the associated relay lc. Each relay Y is also controlled by normal and reverse switch control relays n and r, respectively, for all the switches in each route with which the relay Y is associated. Each route relay Y is also controlled by a back contact of the route relay for movements in the opposite direction over the same route. In this Way, protection is provided against trouble on account of a control chain contemporaneously closing Contact members e for opposing signals.

Referring now to Fig. i3, route relays Y are here shown controlling signal control relays each of which is designated by the reference character X with an exponent which includes the exponent for the associated relay Y. Each relay X is also controlled by a normal cr a reverse indication relay z' or t, respectively, and by a normal or a reverse svvitch control relay n or r, respectively, for each switch in a route controlled by an associated signal, and hence all switches in a given route must be in the proper position and the relays n and r for the route must be energized before the relay X for that route can become energized. Each relay X is also conrolled by a back contact of the relay X for the opposite traffic direction of the same route.

Signal stick relays are shown in Fig. le. Each of these relays is designated by the letter L with an exponent to indicate the signals with which itis associated, Each of these stick relays is controlled by the approach locking relay P which is associated with the same signals, as well as by repeater relays U for all tracks over which the signals govern.

Fig. 15 shows the control circuits for signal call-on relays, each of which is designated by the reference character R with an exponent to indicate the signal with which it is associated. Each of these call-0n relays is provided with a pickup circuit which is controlled by its call-on push button K, and is provided with a stick circuit which is controlled by the signal control relay X for the same signal.

In Fig. 16 are shown the local control circuits for the various signals controlled by signal relays X. Signals S1 and S4 are also controlled by normal or reverse indication relays for the switches in the routes governed by these signals.

In Fig. 17, an indication means shown as an electric lamp w is controlled by a relay o. Relay 'u is, in turn, controlled by contacts Elli of relays Y in association with contacts S3, 94 and 95 Vwhich are operated by signals S. Each of the cuit passing from terminal zr, through contact l Ving from terminal of ing my invention, I will now explain the operation of the apparatus.

As shown in the drawings, all parts are in their normal condition, that is, each of the Ytrack sections shown in Fig. 8 is clear, each of the control chains of Fig. 1 is in its normal position as. shown, each switch H is in its normal position, and each of the signals S is indicating stop. Since each of the track sections is clear, each of the relays T and U is energized, and each of the. relays I is de-energized. With each of the switches in its normal position, each of the polarized indication relays h is energized in the normal direction.

With signals S1 indicating Vstop approach locking relay P51 is energized by its circuit passa source of current not shown in the drawings, through contacts 2l, 22 and 23 operated by signals S16, S11o and S12, respectively, contact 24 of relay T1 in multiple with contact 55| of relay P51, contact 21x12, and the winding of relay P51 to terminal oI of the same source of current. Approach locking relay 125% is energized by a circuit which is -similar to that just traced for `relay P51.

With signal S2 indicating stop, stick locking relay Q52 is energized by its circuit passing from terminal x, throughrcontact 28 of signal S2 contact 29x22, contact 33 of relay Q52 and the winding of relay Q52 to terminal o. Stick locking relays Q53, Q55 and Q56 are energized by circuits which are similar, respectively, to the circuit just traced for relay Q52 With all approach and stick locking relays P and Q energized, and with all track repeater relays U energized, all of the route locking relays VV are energized as shown in Fig. 1). For eX- ample, relay V21e is energized by a pick-up circuit passing from terminal cv, through contacts 559553, 565Q52 56IP511 563112, 56555, 566116, and the winding of relay V2ae to terminal o. A stick circuit ior relay V2ae is also closed, which is the same as the pick-up circuit just traced as far as contact 56IP5'1, and Vthence passing through contact 561 of relay V226, and the winding of relay V281e to terminal o'.

I will now assume that the operator in charge desires to arrange for a traffic movement over Route l, from A to E. He, therefore, takes hold of the post 59 ofthe chain shown to the left of letter A in Fig. 1, and pulls it to the right, causing links of the chain to bridge the elements p of contact members 251, 2211, e211, and e411, succes- Vsivelyin the order named.

When contact member 251 is closed by the bridging of its elements p by the chain, relay k1,

Vshown in Fig. 12, becomes energized by its circuit passing fromterminal zr, through contact member e51, and the winding of relay k1 to terminal o. 1

Upon the closing of contact member e211, relay n2 shown in Fig. 9, becomes energized by its cirmember 2211, and the winding of relay 11.2 to terminal o. Relay n2 upon becoming energized, closesits front contact 559112J causing relaym2 shown in Fig. 11, tobe energized in the-normal direction by its circuit passing from battery gg, through contacts 590112, 5921731, 594121, 5951721?,

' 596151, 597112, 595126, and the Winding of relay m2 to, terminal 44I which is common to batteries gg and hh., and thence back to battery gg. Since switches H2 and H2"1 are already in their normal positionfno movement of these switches is produced by the energization of relay m2 as just traced. Upon the closing of contacts 2311 and e411, relays 11.3 and n4 are energized similarly to relay n2 as already described, and relaysV m3 and l m4 are therefore energized in the normal direc- L5V tion by their circuits passing through front contacts 599113 and 6I4114, which are similar to theV circuit previously traced for relay m2.

When relays k1, n2, n3 and n4 are all energized,

a circuit is completed for relay Y1, shown in Fig. 1() l2, passing from terminal m, through contacts 622115, 623114, 633113, 634112, 635 of relay k1, and the Winding of relay Y1 to terminal 0. Relay Y1 becoming thus energized, opens its contact 64IY1, thus preventing the possibility of relay Y5 be- 1X5- coming energized by its circuit through contact 649 of relay lc5.

When relay Y1 becomes energized, a circuit is completed for relay 'u passing from terminal through contact 93510, terminal e, contacts 945111 2,0.my and 945121, front contact 96111, and the winding of relay v to terminal o. Lamp w then becomes lighted by its circuit passing from terminala, through contact SI of relay v, `and lamp w to terminal o. 2.?

When relay n4 becomes energized, normal indication relay i421 becomes energized by its circuit passing from battery I3, through normal contact |4514, contact 551114, contacts I5 and I6 of relay h4, contact I1 of relay i411, and the Winding 3,0l of relay i411 back to battery I3. Relays i211 and i311 and energized by similar circuits when relays n2 and n3 become energized.

With relay Y1 energized, a circuit is then comi pleted for relay X111, shown in Fig. 13, passing 3,5; from terminal 11:, through contact k616 of relay X511, back contact 611115, contacts 6181411, 61911", 61H32, 670113, 669122, 668112, front contact 663111, and the winding of relay X1a to terminal o.

Relay i211 upon becoming energized causes relay L51 to become energized by its circuit passing from terminal m, through contacts 43121, 44113, U4, 46112, 41151, and the winding of relay L51 to terminal o. Relay L51 upon becoming energized closes its stick circuit which includes its own 45 contact 48 instead of contact 41151 in the pick-up circuit just traced. Y

Relay X111 upon becoming energized completes an operating circuit for signal S111 passing from terminal cc, through contacts 5I4X1a, 5I 5-151, 5I612, 50v 5II14, 5I8L51, contact 5I9 operated by signal S111, and the mechanism of signal S11 to terminala. The arm of signal S1a therefore moves to its proceed position, breaking, at its contact 23, the pick-up and stick circuits already traced for relay P51. Relay P51 is thereby de-energized, and hence opens its contact 56-IP51 in the circuits already traced for relay V215. Relay 112 is now energized, however, and hence its contact 5621211 is closed, forming a branch path around contact 56IP51 and hence relay V2ae continuedfenergized. Relay P51 upon becoming deenergized .also opens its contact 51 IP51 in the circuits for relay V36, and since relay t2a is de-energized, relay V3e now becomes de-energized. On O5 account of relay P51 being de-energized, the cir# cuit already traced for relay m2 is open at contact 5961'51. The normal control circuits for relays m3 and m4 are open at contacts 6021132 and 6I5V3e, respectively. 70

The arm of signal S111, upon leaving its stop position, also opens its contact 94512, causing relay v to be de-energzed and so causing lamp w to be extinguished. The operator is thus informed that the switches in the route are in the '(5 -positions required for the route, and that the arm of signal S1a has left its stop position.

An eastbound train approaching signal S1, after the route from A to E has been arranged as just described, de-energizes approach track relay T1 which then opens its contact 24 in the pick-up circuit already traced for relay P51 which, however, is already open at contact 23 of signal S12. When the train passes signal S12, entering section A-ii, relay T2 and, in turn, relay U2 becomes de-energized, and relay I2 becomes energized. Relay U2, upon becoming de-energized, opens its contact 515112 in a pick-up cir-- cuit for relay V3e which, however', is already deenergized as previously described, and also opens its contact 591112 in the circuit traced for relay m2. Relay U2, upon becoming de-energized, ,also opens its contact 46112 in the circuit for relay L51, causing relay L51 to become de-energized. Relay L51, upon becoming de-energized, opens its contact 5| 81151 in the circuit already traced for signal S12 and so causes the arm of signal S12 to return to its stop position.

With the arm of signal S11 again in its stop position, relay v is again energized by its circuit previously traced, causing lamp w to again become lighted. The operator is therefore informed that a train is passing signal S12.

I1" now the operator returns the control chain for the route from A to E to its normal position to the left of letter A of Fig. l, he will de-energize relays n4, n3, n2 and k1 in the order just named. Relay Y1 and, in turn, relay X1a therefore become de-energized. Front contacts 598m, 599113 and 5415114 are opened in the circuits for relays m2, m3 and m4 respectively, which, however, have already been broken by relays P51 and We as already described. With relay X12 deenergized, and with the arm of signal S12 now again in its stop position, and with relay U2 de-energized, .a second pick-up circuit is completed for relay P51 passing from terminal x, through contacts 2i, 22 and 23 of signals S1, S11 and S12, respectively, contact 26 of relay U2, contact 27x12, and the winding of relay P51 to terminal o.

With relay Y1 de-energized, front contact 96Y1 is open, ,and hence relay u is again de-energized and lamp w is therefore extinguished.

As long as the train remains in section A-z'i, the pick-up circuit for relay V3e continues open at contact 51512, and when the train has entered section ii-jj and has left section A-z'i, relay V3e, on account of contact 51153 being open, remains cle-energized although relay U2 closes its Contact 515112. When the train moves out of section ii-y'y', relay U3 again becomes energized and hence relay V3e becomes energized by its pickup circuit passing from terminal through contacts 5'HP51, 5B1/32e, 575112, 511113, and the Winding of relay VSe to terminal o. Relay Ve, upon becoming energized, completes its stick circuit which follows the path `iust traced as far as contact 5131/328, thence through contacts 518 of relay V32, and the winding of relay V3'3 to terminal o. When the train leaves section ii-E, all parts of the apparatus will therefore again be in the normal condition.

if, after a route has been arranged for a move such as from A to E as previously described, a train has entered the route, causing lamp w to be lighted as already traced, and the operator then desires to provide a call-cn signal indication to authorize a second train to enter the route while it is still occupied by the first train, he will, while the chain is still bridging contact elements 251, Z211, e3 and e411, depress push button K51 sho-wn adjacent signal S1, With push button K51 depressed, call-on relay R51, shown in Fig. 15, becomes energized by its circuit passing from terminal I through Contact 565151, and the winding of relay R51 to terminal o. Relay R51, upon becoming energized, completes its stick circuit passing from terminal rc, through contact 5315x121, contact 508 of relay R51, and the winding or" relay R51 to terminal 10 o. Relay R51 will therefore continue energized by i its stick circuit as long as relay X1a continues energized although the operator ceases to depress push button E51. With relay R51 energized, a circuit is now completed for signal S1c passing 15 from terminal through contacts 5MX12, 5|5J51, blme, i'im, 525551, 528 oi signal S12, 529 ofsignal S12, the mechanism of signal S1C to terminal o. The arm of signal S1c thereupon moves to its proceed position, breaking at its contact 93510, 20 the circuit previously traced for relay v. Relay o then opens its contact Sil, extinguishing lamp w.

Since the circuit just traced for signal S1c does not include any traic controlled relay contacts, the arm of signal S1C will continue to indicate procoed until the operator returns the control chain toward its normal position.

When the operator is returning the control chain toward its normal position, relay Y1 becomes de-energized as soon as relay n4 opens its contact 523114. Relay Y1 then completes, at its back contact 96Y1, a second circuit for relay v, passing from terminal x, through contact 9351, terminal f, back contact $5121 and the winding of relay o to terminal oi. Relay u then again closes 35 its contact Si, causing lamp w to again become lighted.

When the operator is returning the control chain toward its normal position, relay X12 also becomes cle-energized as soon as relay n4 opens its 40 contact 529114, and hence relay X12 opens its Contact 5652512, causing the arm of signal S1c to return to its stop position before the operator has completed the return of the control chain to its normal position. When the arm of signal 45 S1c leave its proceed position, contact 93510 opens, causing relay o to again be de-energized and hence lamp w to become extinguished. The operator is thereby informed that the arm of signal S1c has responded to his movement of the con- 50 trol chain. The arm of any of the other signals shown in Fig. 8 is similarly returned to its stop position when a corresponding control chain is returned toward its normal position.

I will now assume that with all parts of the 55 apparatus again in the normal condition as previously described, the operator arranges Route l for a move from A to E and clears signal S12, as previously traced, by moving the control chain along the guides in the control panel corresponding with the route A to E. If, now, after an eastbound train enters section a-A, de-energizing relay T1, the operator should desire to send the train over some other route than Route l, he will return the control chain toward its normal position far enough to permit the control chain to be moved along the channels 66 corresponding to the desired route, and so causing relay X12 to become de-energized and the arm of signal S12 to move to the stop position.

On account of relay T1 being de-energized due to the presence of a train in section -A, relay P51 does not pick up when relay X1a closes its contact 21x12 and the arm of signal S12, returning to its stop position, closes its contact 23. 7l

Inorder to energize relay PS1, the operator will Vbecome energized by a third pickup circuit passing from terminal through contacts 2|, 22 and 23 of signals S10, S111 and S111, respectively, contact 25 of release JS1, contact 21x13, and the winding of relay PS1 to terminal o.Y Relay PS1, upon becoming energized, completes its stick circuit through its contact 55|, and hence the 0perator will now return release Jsl to its normal position. kRelay PS1 being energized causes relay V3e to again become energized. The operator'can then energize relays m for the switches 0f any other route by moving the control chain along corresponding channels 66 in the control panel.

Assuming that the operator wishes to send the train, which has arrived in section a-A, over Route 2 from A to F, he will so move the control chain that contact members esl, 2211, e311 and e411 are closed, causing relays k1, h2, h3 and r1 to be energized. Relays'm2 and m3 will now again be energized in the normal direction by the closing of front contacts 599112 and 599113, respectively. Relay 'm4 will be energized in the reverse direction by its circuit passing from battery hh, through terminal 44|, winding of relay m4, and contacts 6|9U1, 6|8QS6, 6|1QS5, 6|6V3e, back contact 6|4111,

and contact 6|5f4 back to battery hh, relays i211,

andi will now'be energized as previously described, and relay 1513 Will, when switch H1 has been moved toits reverse position in response to the reverse energization of relay m4, be energized by its circuit passing from battery i3, through reverse contact |4214, contact 55814, contacts |8 Vand I9 of relay h4, contact 26 of relay i111, and the winding of relay i411 back to battery |3.

Upon the energization of relay r4, a second circuit is completed for relay Y1 passing from terminal r, through contacts 624116, 625, 633113, 642112,

635 of relay k1, and the Winding of relay Y1 to terminal o. Relay i411 upon becoming energized then completes a second circuit for relay X1a passing from terminal a3, through contact 686 of relay X62, back contact 68|Y6, contacts 682143, 68314, 61|133, 616113, 669121, 663112, iront contact 663111, and the winding of relay Xla to terminal o. Y

Relay Y1, upon becoming energized, again completes the circuit rst traced for relay o, which then causes lamp w to again become lighted.

With relay X111 energized, the arm of signal S1c becomes operated to its proceed position by its circuit passing from terminal rc, through contacts 5| 411111, 5|5JS1, 5|612a, 5251, 528 of signal S111, 529 of signal S11, and the mechanism of signal S1c t0 terminal o. When the arm of signal S11 leaves its stop position, approach locking relay PS1 becomes j deenergized by the opening of contact 2| of signal S12.

The arm of signal S1, upon leaving its stop position, opens, at its contact 93510, the circuit for relay U, causing relay o to become de-energized,

and this relay, in turn, causing lamp w to become extinguished.

When the operator later, in arranging another route,Y moves a control chain to close. contact member e411, switch H1 will be returned to its normal position due to the energization of relay n4 by member e411, which causes relay m1 to be i energized in the normal direction.

Assuming now that all parts of the apparatus are again in the normal condition, and that the operator desires to arrange for a traffic movement n, over Route 3 from A to D, he will move the conl0 trol chain from its position to the left of letter A to bridge contact members 251, z2' and 23211 in the order named. Relays k1, r2 and n3 will therefore become energized. Relay m2'wil1 now be supplied with current of reverse polarity by its circuit passing from battery hh, through contact 59H2, and back contact 599112, and thence through the circuit previously traced from contact 590112 to terminal 44| for relay m2, and back to battery hh. Relay m3 will be again energized in the normal 20 direction by its circuit through contact 599113. With relays m2 energized in the reverse direction, switches H2 and H22 will be operated to their reverse positions. Relay h2 will then be energized ,g in its reverse direction, and relay i211 will then 25 become energized. Y

VRelay Y1 will now be energized by a third clrcuit passing from terminal al, through contacts 626134, 62 |113, 63212, 635 of relay k1, and the Winding M of relay Y1 to terminal o. Relay t211, upon becom- 30 ing energized, then completes, at its contact 665123,

a third circuit for relay X1a passing from terminal x, through contact 612 of relay X43, backrcontact 61324, contacts 6141311, 615113, 665123, 66412, front cons tact 663111, and the Winding of relay X12 to ter- 35 minal o. The energization of relay Y1 causes lamp w to be lighted as previously described. With relay 1522 energized, relay LS1 is energized by its circuit passing from terminal 1:, through contacts 40122,'4 |116, 42111, 46112, 41PS1, and the wind- 40 ing of relay LS1 to terminal o. When relay X1n becomes energized, signal S11u becomes operated to Y its proceed position by its circuit passing from condition, and that the operator Wishes to send 55 Va train by Route 4 from A to E. He therefore moves the chain from letter A to bridge contact members e151, 221, 231 and e411. Relays k1, r2, r3 and h1 therefore become energized, Switches H2, H23,V

H3a1 and H3 then move to their reverse positions, 60 Y and relays i211 and t3a become energized as already described in connection with switches H2 and H211. Relay Y1 is now energized by a fourth circuit pass ing from terminal zc, through contacts 622135, 623114,?` 62613, 63212, 635 of relay k1, and the winding of relay Y1 to terminal o. Relay X1E1 then, upon the energization of relays t211 and t311, becomes energized by a fourth circuit passing from terminal, through contact 616 of relay X52, back contact `'Ill 611115, contacts 613113, 619114, 661131, 66613, 66512a 66412, front contact 663111, and the winding of relay X1a to terminal o. The arm of signal S1c is then operated to its proceed position bya cir... cuit passing from terminal a', through contactsV 75 5|4X'12, 515251, 520122, 524m, 528' of signal S12, 529 of signal S111, and the mechanism of signal S1c to terminal o. By the operation of the apparatus to clear signal S10, and the subsequent clearing of signal S10, lamp w becomes lighted and then extinguished as previously described.

Relay PS1 becomes de-energized upon the opening of contact 2| of signal Slc when the arm of this signal leaves its stop position. Upon the de-energization of relay PS1, relay V2ae becomes de-energized due to the opening of contact 56 IPS1 while contact 56212 is open. Relay V226, upon becoming de-energized, opens its contact 56812ae, thereby de-energizing relay V322. Relay V329, upon becoming de-energized, opens its contact 513V3ae, causing relay V3E to be de-energized, contact 514132 being already open. With relay PS1 Cle-energized, relay m2 is de-energized as already described, and with relay V3e de-energized, relays m3 and m4 are de-energized due to the opening of contacts 502132 and 6161138, respectively.

I will now assume that all parts of the apparatus are again in the normal condition, and that the operator desires to arrange for a trafc movement over Route 6 from B to D. He therefore moves, to the right, the chain which is shown in Fig. l to the left of letter B. By this means, he bridges contact members cs2, 2111, 22211 and 23211, causing relays k2, n1, n2 and n3 to be energized and relays m1, m2 and m2 to be energized by current of normal polarity. When switches H1, H22 and H32 are in their normal position or have been operated to the normal position as controlled by relays m1, m2 and m2, relays i12 22 and 1'32 will become energized after relaysh1, h2 and h3 have been energized in the normal direction as previously described for relay h4.

With relays n1, n2 and n3 energized, relay Y2 is energized by its circuit passing from terminal through contacts $23124, 62H12, 627112, 63cm, 633| of relay k2, and the winding of relay Y2 to terminal o. Relay Y2 then completes a third circuit for relay '0, passing from terminal throughv contact 9352, terminal e, front contact 95122, and the winding of relay o to terminal o. Relay v then closes its contact 91, causing lamp w to be lighted. When relay Y2 becomes energized, relay X22 becomes energized by its circuit passing from terminal fr, through contact 612 of relay Xla, back contact 673114, contacts $14132, 615113, 66l121, 660112, 659112, 658111, front contact S51Y2, and the winding of relay X22 to terminal o. With relay X22 energized, the arm of signal S2 is operated to the proceed position by its circuit which is controlled by contact 5|3X22. The arm of signal S2, when leaving its stop position, opens its contact 9352 in the third circuit for relay o which then causes lamp w to become extinguished.

When the arm of signal S2 leaves its stop position, stick locking relay QS2 becomes de-energized by the opening of contact 28 oi signal S2. If a train now passes signal S2 into section B-mm, relay T5 and, in turn, relay U5 will become de-energized, and relay I5 will become energized. If, now, the operator returns the control chain toward its normal position, relay Y2 will become ele-energized, completing a fourth circuit for relay 1J, passing from terminal through contact 9352, terminal f, back Contact 96122, and the winding of relay v to terminal o. Lamp w will then become lighted. Relay X22 will also be de-energized, by this movement of the control chain, causing the arm of signal S2 to return to its stop position. The arm of signal S2, upon leaving its proceed position, will open its contact S322, de-energizing relay u, and so extinguishing lamp w. Relay Q52 will be again energized by its pick-up circuit passing from terminal through contact 23 of signal '5 S2, contacts 251122, and 39115, and the winding of relay Q52 to terminal o.

If, on the other hand, before a train passes signal S2, the operator should desire to arrange some other route which would conflict with the 10 route from B tolj, he will likewise rst return the arm of signal S2 to its stop position by returning the control chain toward its normal p-osition. With the arm of signal S2 again in its normal position, and with relay X2a de-energized, 1-5 winding 3l of thermal relay NS2 will become energized by its circuit passing from terminal through contact 26 of signal S2,'contact 29x22, winding 3l of relay NS2, and contact 34 of relay Q52 to terminal o. Upon the lapse of a given pe- 20 riod of time, relay NS2 will close its contact 32, causing relay QS2 to become energized by a second pick-up circuit passing from terminal through contact 28 of signal S2, contact 29x22, contact 32 of relay NS2, and the winding of relay 25 Q52 to terminal o. With relay Q52 now energized, the operator can arrange any other route which he may desire.

I have described, for a few typical tralc movements, the operation of the apparatus em- 30 bodying my invention. From these descriptions and from the preceding general description, the operation of the apparatus for every other possible traric movement will be readily understood upon reference to the drawings.

It will be clear that with apparatus embodying my invention, an operator in chargeiof the apparatus, in order to arrange any route and clear the signal for a given direction of traic through the route, has only to move a corresponding con- 40 trol chain of Fig. l along the guides shown as channels 56 corresponding to the route. When the operator afterward desires to restore the control apparatus for the route to the normal condition, he will return the chain to its normal posi- 45 tion. The arm of the signal for the route will at once return to its stop position, and, when all the track sections are again clear, the approach or stick locking relay for the route, and the route locking relays for `the route will become energized. 50 The switches in the route will, however, remain in the positionsto which they were previously operated for arranging the route.

It will also be clear that, due to interconnecting guides which correspond to they routes shown by 55 the track layout in Fig, 8, when a control chain is in a position for arranging the switches for a given route, no other control chain can be moved into a position for arranging a route which would conflict with the given route. In this way, inter- 60 locking between routes is provided.

It follows that with apparatus embodying my invention, the control panel shown in Fig. l performs the functions of an interlocking machine and of the track model which is usually provided 65 for the information of the operator.

The arrangement shown in Fig. 17 provides means comprising a single indicator, which may be an electric lamp as here shown, or may be oi' any other suitable type such, for example, as an 70 electric bell, to indicate to the operator when the traflic governing devices associated in any given route fail to complete their response to a corresponding movement of a control chain.

As has been described, my invention provides 75 approach or stick locking, detector track circuit locking, route locking, and signal indication locking for all switches.

Although I have herein shown and described only one form of multiple control 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:

l. In combination, a plurality of railway tracks inter-connected by means of a plurality of switches to form a plurality or routes, a signal adjacent each end of each route for governing traine movements through the route in opposite directions, a diagram having a path corresponding to each of said routes, a switch contact member adjacent each said path for each switch of its route, a signal contact member adjacent each said path for each signal for the corresponding route, Contact means movable in each direction along each said path for closing the contact members adjacent the path, means controlled by each said switch contact member for controlling an operation of its switch tothe position in which the switch is included in the corresponding route, and means controlled by each said signal contact member for controlling its signal when a contact .leans is moved Valong the corresponding path in the direction corresponding to the direction of traine movements controlled by said signal.

2. In combination, a plurality of railway tracks inter-connected by means of a plurality of switches to form a plurality of routes, a signal adjacent each end of each routefor governing traic movements through the route'in opposite directions, a manually operable device for each switch for controlling an operation of the switch to its normal position, a second manually operable device for each switch for controlling an operation of the switch to its reverse position, a

route relay for each route, a second route relay for each route, control means for each said first route relay controlled independently of the track switches by one of said manuallyV operable devices for each switch in its route and by a back contact of the second route relay for the same route, control means for each said .second route relay controlled independently of the track switches by one of said manually operable `devices for each switch in its route and by a back Contact of the first route relay for the same route, means controlled by each said first route relay and by each switch of its route for controlling the signal adjacent one end of its route, and means controlled by the second route relay for the same route and by each switch of said route for controlling the signal adjacent the opposite end of the route.

3. In combination, a railway track switch, a manually operable device, a second manually operable device, a polarized control relay for said y switch energized in the normal or the reverse direction according as said first or said second 4device is operated, a polarized indication relay energized in the normal or the reverse direction according as said switch is in its normal or its reverse position, a normal indication means, a reverse indication means, means controlled by -Y said rst manually operable device and by normal contacts of said polarized indication and control relays for controlling said normal indication f Vmeans, and means controlled by said second manually operabledevice and by-reverseA contacts of said polarized indication and control relays for controlling said reverse indication means.

4. In combination, a plurality of partly interinclusive groups of railwayl traffic governing devices, a manually operable device for each of said groups, ymeans controlled by each said manually operable device for controlling its group of said traiiic governing devices, an indication means,

and means controlled by each said manually op- Y erable device for controlling said indication means when the condition of its group of traffic governing devices does not correspond to the condition of said manually operable device.

5. Railway control apparatus comprising a,

panel having representations thereon of a plurality of railway tracks interconnected by a plural-V ity of switches, a normal and a reverse contact element adjacent the representation of each of said switches, a plurality of movable contact elegfments manually controllable to move along said representations of railway tracks for making contact with said normal and reverse contact elements, a normal circuit for each switch including the associated normal contact element and one u of said movable contact elements, a reverse ciri cuit for each switch including the associated reverse contact element and one of said movable Contact elements, and means controlled by each normal and reverse circuit for operatingthe associated switch to normal and reverse positions respective1y. 5

6. Railway control apparatus comprising a panel having representations thereon of a plurality or railway tracks interconnected by a pluy tact elements and one of said movable contactA elements for causing operation of the associated signal, and means controlled by each such signal control circuit for preventing operation of the opposing signal for the same route.

7. Railway control apparatus comprising a' panel having representations thereon of a plurality of railway tracks interconnected by a plurality of switches for forming a plurality of routes, a plurality of signals for governing trafficmd` movements in opposite directions over said plu-fr rality of routes, a signal control element adjacent each end of each oi" said track representations, -a plurality of movable control elements manually controllable to move along said track representations for engaging said signal control elements, and means controlled by each signal control element through engagement with a movable control element for causing a corresponding signal to be clearedY and for preventing the control of a second signal by the same movable control element.

8. Railway control apparatus comprising a panel having representations thereon of a plurality of railway traiiic governing devices, a control element mounted on said panel for each oi? lable to move along said panel for engaging eachV of said control elements, and interlocked means controlled by each said movable element through engagement with certain of said control elements including the one f or the traine governing device associated with such movable element for causing the operation of such device, said means including means for preventing the operation of the traflic governing device associated with the other mov-able element.

9. In combination, a railway track switch, a manually operable device, a second manually operable device, a polarized control relay for said switch controlled by said manually operable devices to be energized in the normal or the reverse direction according as said irst or said second device is operated, a polarized indication relay energized in the normalA or the reverse direction according as said switch is in its normal or its reverse position, a normal indication relay, a reverse indication relay, a circuit controlled by said first manually operable device and by normal contacts of said polarized indication and control relays for energizing said normal indication relay, a second circuit controlled by said second manually operable device and by reverse contacts of said polarized indication and control relays for energizing said reverse indication relay, and indication means controlled by said normal and reverse indication relays.

10. In combination, a railway track switch, a normal switch relay, a reverse switch relay, a

lmanually controlled circuit for each of said switch relays for energizing the corresponding switch relay, a normal and a reverse operating circuit controlled by said normal and reverse switch relays for causing said switch to be operated to its normal and reverse positions respectively, a polarized indication relay energized in the normal or the reverse direction according as said switch is in its normal or its reverse position, -a normal indication rel-ay, a reverse indication relay, a circuit including a front contact of said normal switch relay and a normal contact of said polarized indication relay for energized s-aid normal indication relay, a second circuit including a front contact of said reverse switch relay and a reverse contact of said polarized indication relay for energizing said reverse indication relay, and indication means controlled by said normal and reverse indication relays.

11. In combination, a plurality of railway tracks interconnected by switches to form a plurality of partly interinclusive railway routes, a signal for each direction of traiiic movements over each of said routes, a normal and a reverse manual control contact for each of said switches, means controlled by the normal and reverse manual control contacts for each switch for operating the switch to normal and reverse positions respectively, a manu-ally controllable signal control contact for each signal, a route relay for each signal, one or more circuits for controlling each route relay each of which circuits is controlled by the signal control contact for the corresponding signal and by the normal or the reverse manual control contact for each switch in a correspending route governed by the signal as well as controlled by a back contact of the route relay for the opposing signal for the same route, a signal control relay for each signal, one or more circuits for controlling each signal control relay each of which circuits is controlled by a front Contact of the route relay for the signal and by the normal or the reverse manual control contact for each switch in a corresponding route governed by the signal as well as controlled by a back contact of the signal control relay for the opposing signal for the same route, and means controlled by each sign-al control relay :for clearing the corresponding signal. 5

l2. In combination, a plurality of railway tracks interconnected by switches to form a plurality of partly interinclusive railway routes, a signal for each .direction of trane movements over each oi said routes, a normal and a reverse .10 manual control contact for each of said switches, means controlled by the normal and reverse manual cor 4rol contacts for each switch for operating the switch tc normal and reverse positions respectively, a manually controllable signal control 15 contact for each signal, a route relay for each signal, one or more circuits for controlling each route relay each oi which circuits is controlled by the signal control contact for the corresponding signal and by the normal or the reverse man- `2Q ual control ccntact for each switch in -a correspending route governed the signal as well as controlled by a back contact of the route relay for the opposing signal for the same route, a signal control relay for each signal, one or more 25 circuits for controlling each signal control relay cach of which circuits is controlled by a front Contact of the route relay for the signal and by each switch in the normal or the reverse position in a corresponding route governed by the signal 3o as well as by the normal or the reverse control Contact for each switch in the same route, and means controlled by each signal control relay for clearing the corresponding signal.

13. In combination, a plurality of railway 35 tracks interconnected by switches to form a plurality of partly interinclusive railway routes,

a signal for each direction of traic movements over each oi said routes, a normal switch control contact and a reverse switch control contact 40 for each of said switches, means controlled by the normal and reverse switch control contacts for each switch for operating the switch to normal and reverse positions respectively, a manually controllable signal control contact for each 45 signal, a route relay for each signal, one or more circuits for controlling each route relay each including contacts which become closed when the signal control contact tor the corresponding signal is operated and other contacts which become 50 closed when the normal or the reverse switch control contacts for each of the switches of the route corresponding to said signal are operated to establish said route, each said circuit also including a back contact of the route relay for 55 the opposing signal for the saine route, and a signal relay controlled by each route relay for clearing the corresponding signal.

14. In combination, a plurality of railway tracks interconnected by switches to form a 60 plurality of partly inter-inclusive railway routes,

a signal for each direction of trac movements over each of said routes, a normal control relay and a reverse control relay for each of said switches, manually controllable circuits for en- 55 ergizing each of said control relays, means controlled by the normal and reverse control relays for each switch for operating the corresponding switch to the normal and the reverse position respectively, a manually controllable signal 70 control contact for each signal, a route relay for each signal, one or more circuits for energizing each route relay including one for route over which traine movements are governed by the associated signal, each of said circuits in- 75 cluding front contacts of the normal or the reverse control relay for each switch in the corre spending route, and contacts controlled by the signal control contact for said signal, and a signal relay controlled by each route relay for clearing the corresponding signal.

respectively, to select a route, a route relay for each signal, a control circuit for each route relay independent of the track switches but including contacts of one of said manually controllable relays for each switch of the selected route and a back contact of the route relay for the signal adjacent the opposite end of the selected route, and means controlled by each route relay and by each switch of the selected route for controlling the corresponding signal.

16. In combination, a plurality of railway tracks inter-connected by means ofV a plurality of switches to form a plurality of routes, a signal adjacent each end of each route for governing traffic movements through the routeV in opposite directions, manually controllable means for each switch forcontrolling anV operation of the switch to its normal or reverse position, respectively, to

Yselect a route, a route relay for each signal, Vcontrol means for each route relay controlled independently of the track switch by the manually controllable means for each switch of the selected route and by a back contact of the route relay for the signal adjacent the opposite end of the selected route, and means controlled by each route relay and by each switch of the selected route for Controlling the corresponding signal.

17. In combination with a track switch having two positions, two control relays, including one for each position of the switch, two indication relays, including one for each position of the switch, meanseffective when a control relay becomes energized for moving the switch to a corresponding position, means elective only when a control relay is energized and the switch occupies said corresponding position for energizing the corresponding indication relay, and means controlled by track conditions and by said indication relays for governing trafc over the switch.

18. Railway control apparatus comprising a panel having representations thereon of a plurality of track switches and of twowopposing signals for governing the movement of trailic in opposite directions over the switches, a control element mounted on saidv panel for each switch and signal, a movable element for each signal manually controllable to move along said panel to engage said control elements, and interlocked means controlled by each movable element through engagement with the control elements for each of said switches and for the corresponding signal for clearing such signal, and means controlled by said interlocked means for-preventing the clearing -of the opposing signal in Vresponse to the engagement of a movable ele-

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