US2060488A - Railway track switch controlling apparatus - Google Patents

Description

Nov. 10, 1936. J J. VANHORN 2,060,488

RAILWAY TRACK SWITCH CONTROLLING APPARATUS Original Filed Feb. 19, 1935 2 Sheets-Sheet l .QNXN GSMM Q N QQWN M M B n h R Y $53 WQQW mm ,r M Q Q w W M m $5 90 90 @N W 4 m R I 3 Fl ETAIM 8 R53 mm Q gw mm m Q MEN @3 Q a A J m m Rm @m MSG NSQ MR s XL NEH flmi 5% $5 NOV. 10, 1936. J J VANHORN 2,060,488

RAILWAY TRACK SWITCH CONTROLLING APPARATUS Original Filed Feb. 19, 1935 2 Sheets-Sheet 2 F i L 1 U LMIZ 7213 R E N 0 l i E I 13 11 0 RW NW n i WL 0 I 4 I\L 51A W1? '25 flx l g 53 l L Ix k :60 I x fz'g Kg 55 #x 8 Fx| INVENTOR James J anhozzn.

HIS ATTORNEY Patented Nov. 10, 1936 UNITED STATES PATENT OFFICE RAILWAY TRACK SWITCH CONTROLLING APPARATUS Original application February 19, 1935, Serial No. 7,234. Divided and this application July 24,

1936, Serial No. 92,409

10 Claims.

My invention relates to railway track switch controlling apparatus, and more particularly to a means for safeguarding the operation of a remotely controlled power operated switch under conditions where local operation of the switch is required.

The present application is a division of my copending application, Serial No. 7,234, filed February 19, 1935, for Railway track switch controlling apparatus.

I will describe several forms of apparatus em bodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view illustrating one form of apparatus embodying my invention. Figs. 2 and 3 are diagrammatic views illustrating modifications of a portion of Fig. 1, each also embodying my invention.

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

Referring first to Fig. 1, the reference character T designates a section of single railway track including a track circuit having a track relay des-- ignated by the reference character TR. The section T contains a track switch designated by the reference character W. The switch W, as here shown, connects to one end of a passing siding. To the left and adjacent section T is a section of single track designated by the reference character RA. The section RA is provided with a track circuit having a track relay designated by the reference character RAR. To the right and adjacent section T is a section of single track designated by the reference character LA. The section LA is provided with a track circuit having a track relay designated by the reference character LAR. Each of the track circuits in sections RA, T and LA is provided with a track battery designated by the reference character B. The switch W may be operated by a suitable mechanism, here illustrated as the well-known electropneumatic type, and designated by the reference character U. The mechanism U may be caused to move the switch W between its normal and reverse positions by the energization of a normal magnet N or a reverse magnet R, provided a lock magnet L is energized. The normal and reverse magnets N and R are governed by a switch control relay WR which, as pointed out in detail hereinafter, may be controlled from a remote point; and the lock magnet is controlled by a switch indicating relay KR.

The mechanism U is also provided with local control means here shown as a manually operable lever H adjacent the switch W, and with suitable selecting means for placing the mechanism under the control of the relay WR or the lever H. The selecting means may be of any suitable form and is here illustrated as a manually operable selector lever S including a normally deenergized relay designated by the reference character WL. The local switch operating lever H has a normal position n and a reverse position 1, and is provided with a contact 1 closed only when the lever occupies its normal position and with a contact 8 closed only when the lever occupies a reverse position. The selector lever S also has a normal position 11 and a reverse position 1" and is provided with a contact 4 closed only when the lever occupies its normal position and with a contact 5 closed only when the lever occupies its reverse position. It is apparent from the drawings that when lock relay WL is deenergized, the mechanism U is under control by relay WR, and that when lock relay WL becomes energized in response to the reversal of selector lever S, the mechanism U is under control by contacts 1 and 8 actuated by local switch operating lever H.

The relay WR is controlled by relays designated. by the reference characters NW and RW which, as here shown, are controlled from a remote point by a contact 2 actuated by a manually operable lever Ll. The relays NW and RW may also be controlled by other suitable means, such, for example, as by a centralized traffic control system one type of which is disclosed in the application of Lloyd V. Lewis, Serial No. 373,675, filed June 25, 1929.

The signals LHA, LI-IB, RHA and RHB, for governing traflic passing over switch W, are controlled by signal control relays LAHR, LBHR, RAHR and RBHR, respectively, which in turn are controlled by directional signal relays RH and LH. The relays RH and LH, as here shown, are controlled from a remote point by a contact 3 actuated by a manually operable lever L2, but may also be controlled by any other suitable means, such, for example, as described in the previously cited Lewis application. When any of the signal control relays, such as LAHR, is deenergized, the corresponding signal displays a stop indication, and when such relay is energized the corresponding signal is caused to display a proceed indication, the well-known circuits for the control of the signal lamps or mechanisms by the signal control relays being omitted for simplicity.

The reference characters RMR and LMR designate approach locking relays for eastbound and westbound trafiic, respectively, which, as will be explained more in detail hereinafter, prevent operation of the switch and signals under certain dangerous conditions.

Associated with the approach locking relays is a time element relay having a slow pick-up characteristic and designated by the reference character TER. The relay TER has a back contact 62 which is closed only when the relay is in its initial or deenergized condition and front contacts M and 2| which become closed at the expiration of a time interval after the relay becomes energized.

The reference character KR designates a switch indicating relay having a neutral armature which is energized only if the position of the switch is in agreement with relay WR, and a polar armature which assumes a normal or reverse position corresponding to the position of the switch.

In order to simplify the drawings, the relay contacts have not, in all instances, been placed directly under the relay actuating such contacts. Each such contact, however, has been provided with a reference character having a suitable distinguishing prefix corresponding to the reference character of the actuating relay.

The approach locking relay RMR is provided with a pick-up circuit which passes from terminal X of a suitable source of current, through back contact I!) of relay RAHR, back contact ll of relay RBHR, front contact l2 of approach track relay RAR, operating winding of relay RMR, and contact 4 actuated by lever S to terminal O of the same source of current. The pick-up circuit also includes back contact l3 of detector track relay TR and front contact M of time element relay TER, each contact bridging contact l2 of relay RAR. The relay RMR is also provided with a stick circuit which includes back contacts In and H of relays RAHR and RBHR, and front point of contact l5 of relay RMR.

The approach locking relay LMR is provided with a similar pick-up circuit which includes back contact l6 of relay LAHR, back contact I! of relay LBHR, front contact l8 of relay LAR, switch indicating contact l9, and contact 4 actuated by selector lever S. The pick-up circuit also includes back contact 20 of relay TR and front contact 2| of relay TER, each contact bridging contact I8 of relay RAR and switch indicating contact IS. The relay LMR is also provided with a stick circuit which includes back contacts l6 and I! of the relay LAHR and LBHR, as well as front point of contact 22 of the relay LMR.

The time element relay TER is provided with two operating circuits both of which include contact 4 actuated by selector lever S. One circuit also includes contacts I 0 and II of the relays RAHR and RBI-IR, back point of contact I5 of relay RMR, and front point of contact 23 of relay LMR. The other circuit includes contacts 46 and l! of the relays LAHR and LBHR, and back point of contact 22 of the relay LMR.

The switch indicating relay KR is provided with a circuit which includes back contact 24 of relay WL, switch indicating contacts 25 and 26 and polar contact 29 of the relay WR.

The switch governs three contacts I9, 25, and 26. as well as contacts 42 and 43, shown only in Fig. 3, in accordance with the switch position, by any usual and well-known means.

The relay WL is provided with a pick-up circuit which includes contact 5 actuated by lever S, and with a stick circuit which includes back contact 30 of relay WR and front contact 3| of relay WL.

The relays NW and RW, in addition to being controlled by contact 2 on lever L! are also controlled by contact 4 actuated by selector lever S, so that neither of these relays can be energized over the lever Ll, unless the selector lever S 0ccupies its normal position.

The lock magnet L is provided with a control circuit which includes back contact 32 of relay KR. The normal and reverse magnets N and R are controlled, when the relay WL is dee ergized, by polar contact 33 of relay WR, and when the relay WL is energized, by contacts I and 8 actuated by the local switch operating lever H.

The switch operating relay WR is provided with a control circuit which includes front and back points of contact 34 of relay RW, front and back points of contact 35 of relay NW, front contact 36 of relay TR, front contact 31 of relay RMR, and front contact 38 of relay LMR. It is obvious from the drawings without further explanation, as to the manner in which relay WR is energized and its polar armature is caused to move between the normal and reverse positions in response to the actuation of relays NW and RW by lever Ll, provided the track relay TR and the approach locking relays RMR and LMR are all energized.

The relay RAHR is provided with a circuit which includes front contact 60 of relay LMR, back point of contact 5! of relay LH, back contact 62 of relay TER, front contact 63 of relay TR, front point of contact 64 of relay RH, front neutral contact 65 of relay KR, normal point of polar contact 66 of relay KR, and front contact E3 of relay LAR. The relay RBHR is provided with a similar circuit which passes over the same path as just described for relay RAHR up to and including front neutral contact 65 of relay KR, and thence through reverse point of polar contact 66 of relay KR to relay RBHR.

The relay LAHR is provided with a circuit which includes front contact 68 of relay RMR, front contact 89 of relay RAR, back point of contact 65 of relay RH, front contact 63 of relay TR, back contact 62 of relay TER, front point of contact Bl of relay LI-I, front neutral contact 10 of relay KR, and normal point of polar contact H of relay KR. The relay LBHR is proided with a similar circuit which passes over the same path as that described for relay LAHR up to and including front neutral contact I0 of relay KR, and thence through reverse point of polar contact H of relay KR to relay LBHR.

Having thus described in general the arrangement of the various parts, I will now describe the operation of the apparatus shown in Fig. 1.

With all of the apparatus in its normal condition as shown in Fig. 1, I shall assume that a train, desiring to make switching movements over the switch W, enters section RA. The entrance of the train into section RA releases approach track relay RAR thereby opening front contact !2 of relay RAR in the pick-up circuit for relay RMR, which relay does not release, however, since the stick circuit for relay RMR is effective through back contacts I!) and l l of relays RAHR and RBI-IR, and front point of contact IE on relay RMR. I shall also assume that the train is brought to a stop at signal RHA: and since local operation of the switch has been found to be more convenient than remote operation for switching movements, a trainman proceeds to the switch and reverses selector lever S to condition the switch for local operation. The manipulation of lever S to its reverse position opens contact 4 and closes contact 5. The opening of contact 4 deenergizes relays NW, RMR and LMR, and in addition prevents the energization of relay RW or relay TER. The closing of contact 5 energizes the relay WL. The releasing of relay NW releases relay WR and the stick circuit for relay WL is established through back contact 35 of relay WR. The energization of relay WL opens its back contact 24 thereby releasing relay KR, and opens the back points of its contacts 39 and. Q63 thereby removing the control of the normal magnet N and the reverse magnet R from relay WR. The releasing of relay KR establishes the control circuit for the lock magnet L by the closing of back contact 32 of relay KR, and interrupts the signal control circuits by the. opening of front neutral contacts 55 and 10 of relay KR. The signal control relay circuits are also opened by the opening of front contacts 68 and Gil of the relays RMR and LMR, respectively.

Since the normal magnet N and the reverse magnet R are no longer under the control of the relay WR and no signals may be caused to display a proceed indication, the switch W is now in a safe condition for local operation.

The normal magnet N or the reverse magnet R may now be energized by contacts I and 8 actuated by the lever H, to cause switch W to move by power between the normal and reverse positions in response to the corresponding manipulation of lever 1-1.

It will now be assumed, with the train again in section RA, that the switching movements have been completed, that the switch W has been placed by lever H in its normal position, and that the selector lever S has been returned to its normal position. The restoration of lever S to its normal position closes contact 4 and opens contact 5. The closing of contact 4 restores the control of relays NW and RW to the lever Ll, causes the time element relay TER to initiate its operation, energizes relay LMR, and establishes a circuit for the energization of relay RMR as soon as front contact IA of relay 'IER becomes closed. The opening of contact 5 interrupts the pick-up circuit for relay WL so that relay WL may be released upon the energization of relay WR. When the relay RMR becomes energized by the closing of front contact M of relay TER, the closing of front contact 3'! of relay RMR energizes the relay WR to release the relay WL and thereby restores the control of the normal and reverse magnets N and R to the relay WR. The en-ergization of relay LMR will close its front contact 66 to again establish the control circuit for relay RAI-IR as soon as back contact 52 of r lay TER recloses, so that signal RI-IA may be caused by the manipulation of lever L2 to indicate proceed for governing the movement of the train over the switch W.

It will now be assumed that the train, in response to the proceed indication displayed by signal RI-IA, enters section T preparatory to entering section LA. Upon the entrance of the train into section T the relay TR will be released. The releasing of relay TR will open its front'contacts 3 5 and 63 and will close its back contact When the signal control relay RAHR became energized the opening of its back contact l6 released the relay RMR to again interrupt the control of the relay WR by the opening of front contact 37 of relay RMR. The closing of back contact E3 of relay TR will energize relay RMR and the opening of front contacts 36 and 63 of relay TR will interrupt the control of relay WR and signal control relay RAHR, respectively. It will now be assumed that the train has cleared section T and the relay IR will again be energized to reestablish the control circuits for the switch control relay WR and the signal control relay RAHR.

In the event the position of the switch W and the position of the polar armature of the relay WR are in agreement, it will be seen that the switch W remains in its initial position upon the transfer of the magnets N and R to control by the relay WR following the release of relay WL in response to the energization of relay WR. If, however, the position of the switch W and the position of the polar armature of the relay WR are in disagreement, the switch W will be caused. to move to a position to correspond to the position of the polar armature of the relay WR upon the assumption of control of the magnets N and R by relay WR. If, at this time, the switch is not in the position to govern the train to the proper route, it will, of course, be necessary to position the switch again by manipulation of lever Ll. This involves no sacrifice in safety, however, since the relay WR cannot be actuated if the detector section is occupied or if a signal has been caused to indicate proceed for permitting trafl'lc to move over the switch.

For remote control operation the approach locking relays RMR and LMR become deenergized upon the energization of any one of the associated signal control relays. The deenergization of either relay RMR or relay LMR prevents the op-eration of the switch and also prevents the clearing of the opposing signals. Assuming that signal RHA has been cleared to govern a train occupying section RA, it will be seen that relay RMR will be deenergized and may again be energized provided signal RI-IA is caused to indicate stop, by any one of three methods. First, by the clearing of section RA, secondly, by the occupancy of section T, and lastly, by the completed operation of the time element relay 'IER. In the event that the train neither clears section RA nor occupies section T, and it is desired to release the locking of the switch, this may be done by placing signal RI-IA in the stop condition which will initiate the operation of relay TER. Upon the expiration of a given time interval, which is necessary to prevent the pos sibility of changing the position of the switch immediately in the face of an approaching train, the relay TER will have completed its operation to close contact M to establish a pick-up circuit for relay RMR, thereby releasing the locking of the switch and also establishing the control circuits for the opposing signals when other conditions governing the signals are safe for permitting the display of proceed indications. As has already been described, my invention provides for a means for deenergizing each approach locking relay without initiating the operation of the relay TER when the selecting apparatus is operated to permit local operation of the switch, and further provides for the normal operation of the relay TER and the restoration of the usual control circuits for the relays RMR and LMR when the selecting apparatus is restored to its initial condition. In other words, the approach locking becomes effective when the switch is conditioned for local operation and remains effective, after the switch has been conditioned for remote operation, until such time as the approach locking is released in the usual manner.

The apparatus, including relay LMR, will operate for a train approaching switch W from the section LA or from the siding in the same manner as that just described for a train approaching from the opposite direction, with the exception that, with the switch reversed, the pick-up circuit for relay LMR would be opened by switch indicating contact l9 instead of by front contact iii of relay LAR.

While I have shown the approach locking relays RMR and LMR controlled over one track circuit in approach to the switch, and released by the occupancy of the detector section, it is understood that such controls and releases for these relays need not necessarily be limited to one track circuit each.

In Figs. 2 and 3, signals RHA, RHB, LHA and LHB, relays RH, LH, RAR, TR, LAR, RAHR, RBI-IR, LAHR and LBHR with their control circuits, and portions of the control circuits for relays RW, NW, RMR, LMR and TER have, for simplicity, been omitted. It is understood, however, that while such signals, relays and circuits are not shown, they are employed in Figs. 2 and 3, in the same manner as shown in Fig. 1.

Referring now to Fig. 2, all of the apparatus here shown is identical to that shown in Fig. 1, except that the control for the lock relay WL has been modified. The relay WL is provided with a pick-up circuit which is energized by contact 5 upon the reversal of the selector lever S, and with two stick circuits. One stick circuit, effective when relay WR is in its normal position, includes front contact 3|A of relay WL, and the other stick circuit, effective when relay WR is in its reverse position, includes front contact SIB of relay WL. It is apparent from the circuits that relay WL may be energized upon the closing of contact 5, and may be deenergized by the actuation of polar contact 33 of relay WR, if and only if the selector lever S is returned to its normal condition and contact 5 becomes opened. Under remote control, the mechanism U may be caused to move the switch W between its normal and reverse positions in response to the actuation of polar contact 33 of relay WR, by the energization of the normal magnet M through back point of contact 39 of relay WL or the reverse magnet R through back point of contact 40 of relay WL. When the switch is conditioned for local operation by the energization of relay WL upon the reversal of selector lever S, the control of the normal and reverse magnets N and R is transferred over the front points of contacts 33 and 40 of relay WL to lever H. It is readily apparent that under these conditions the normal and reverse magnets N and R may be energized by the contacts 7 and 8 actuated by local switch control lever H so that switch W may be caused to move between its normal and reverse positions in response to the corresponding manipulation of lever H. After local operation of the switch, the magnets N and R may again be placed under the control of the relay WR by the actuation of the polar contact 33 to release relay WL, provided the selector lever S has been restored to its initial condition.

In the event the position of the switch W and the position of the polar armature of the relay WR. are in disagreement, it will be seen that the switch W will remain in its initial position upon the transfer of the magnets N and R to control by the relay WR when the relay WL becomes released in response to the actuation of the polar armature of relay WR. If, however, the position of the switch W and the position of the polar armature of the relay WR are in agreement, the switch W will be caused to move to a position to correspond to the position of the polar armature of the relay WR upon the assumption of control of the magnets N and R by relay WR. If at this time the switch is not in the position to govern the train to the proper route, it will, of course, be necessary to position the switch again by manipulation of lever LI. This involves no sacrifice in safety, however, since the relay WR cannot be actuated if the detector section is occupied or if a signal has been caused to indicate proceed for permitting traffic to move over the switch.

Referring now to Fig. 3, all of the apparatus here shown is identical to that shown in Fig. 1, except that the control for the relay WL and the control for the lock magnet L have each been modified. The relay WL is provided with a pickup circuit which is energized by the closing of contact 5 upon the reversal of selector lever S, and with a stick circuit which includes polar contact 44 of relay WR and front contact 3| of relay WL. It is apparent from the drawings that relay WL may be energized upon the closing of contact 5, and may be deenergized by the actuation of polar contact 44 of relay WR, if and only if the selector lever S is returned to its normal condition and contact 5 becomes opened. The lock magnet L is controlled by back contact 32 of relay KR when relay WL is deenergized and back point of contact 4| on relay WL becomes closed, but is controlled by switch indicating contacts 42 and 43 and contact 9 actuated by lever H when relay WL is energized and front point of contact 4| on relay WL becomes closed. The switch indicating contact 42 is closed at all times except when the switch is reversed and the switch indicating contact 43 is closed at all times except when the switch is normal. It is apparent from the drawings that, when relay WL is energized and the normal and reverse magnets N and R are being alternately energized by contacts 1 and 8 in response to the manipulation of lever H, the lock magnet L will be momentarily energized by the switch indicating contacts 42 and 43 through contact 9 actuated by lever H, so that the mechanism U will be caused to operate the switch W between its normal and reverse positions. If it is desired, the lock magnet L may be controlled direct over back contact 32 of relay KR, as shown in Fig. 2, thereby eliminating contact 9, contact 4| of relay WL and switch indicating contacts 42 and 43. After local operation of the switch, the control may again be restored to the relay WR by the actuation of the polar contact 33 to release relay WL, provided the selector lever S has been restored to its initial condition, in the same manner as described for the apparatus shown in Fig. 2.

From the foregoing description of the apparatus shown in Figs. 1, 2 and 3, it will be seen that I have provided several forms of apparatus suitable for safeguarding the local operation, under its own power, of a remotely controlled power operated railway track switch. When the switch is conditioned for local operation, the switch is removed from control by the remotely controlled apparatus and the signal control relay circuits are interrupted to hold the signals in the stop condition. The apparatus shown in Figs. 1, 2 and 3 further provides for the restoration of the switch to control by the switch control relay, only if the selector lever is returned to its normal condition and then only by the actuation of the switch control.relay. An additional safeguard is also provided in that the switch will be maintained by power in the position to which last operated, until such time as the control of the switch is again assumed by the switch control relay. Furthermore, if either approach section is occupied the switch may not be restored to control by the switch control relay until the expiration of a measured time interval after the selector lever has been returned to its normal position.

, In each of the forms of apparatus embodying my invention, it will be seen that I have provided a reliable and economical means for the local control of a remotely controlled power operated railway track switch, in which, if the selector lever and the local switch operating lever are both in either full normal or full reverse position, the switch, is in a. safe condition for traffic, regardless of whether the switch is under the control of the switch control relay or under the control of the local switch operating lever. Furthermore, each form of my invention provides for the restoration of the switch to control by the switch control relay, if and only if traffic conditions adjacent the switch are such as to permit this being done safely, and also provides, when the switch is under the control of the switch control relay, for the display of signal indications to govern the movement of traific passing over the switch.

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a railway trafilc governing device, mechanism for operating said device, remote controlled apparatus for at times controlling said mechanism, a circuit controller adjacent said mechanism, a normally deenergized lock relay, and manually operable means for energizing said lock'relay to transfer said mechanism to control by said circuit controller.

2. In combination, a railway traflic governing device having two positions, remote controlled apparatus capable of assuming different conditions, means for operating said device to one position or the other in accordance with the condition of said remote controlled apparatus, a manually operable means for conditioning said device for local operation, a normally deenergized lock relay, means for energizing said lock relay upon the operation of said manually operable means to condition said device for local operation, means for removing said device from control by said remote controlled apparatus when said lock relay is energized, means for deenergizing said lock relay to restore said device to control by said remote controlled apparatus effective regardless of the position of said switch with respect to the condition of said remote controlled apparatus, and means to maintain said device in the position to which last operated until the device is restored to control by said remote controlled means.

3. In combination. a railway track switch, a power mechanism for operating said switch, remote controlled means for governing said mechanism, a source of power, means for intermittently supplying power for the operation of said mechanism in accordance with the condition of said remote controlled apparatus, a circuit controller, means for transferring said power mechanism to control by said circuit controller, a pair of switch indicating contacts, and means including said pair of switch indicating contacts for intermittently supplying power to said mechanism in accordance with the condition of the switch indicating contacts as long as the mechanism remains under the control of said circuit controller.

4. In combination, a railway track switch, apparatus controlled from a point remote from said switch for at times operating the switch, means local to said switch for at other times operating the switch, a selector lever having a normal position in which said switch is conditioned for operation by said remote controlled apparatus and a reverse positonin which said switch is conditionedfor operation by said local means, a normally deenergized lock relay a contact opened when said selector lever is in its normal position, a circuit including said contact for controlling said lock relay, means for removing said switch from control by said remote controlled apparatus when said lock relay is energized upon the operation of said selector lever to its reverse position, and means for placing said switch under the control of traffic conditions adjacent the switch when said lock relay is deenergized upon restoration of said selector lever to its normal position.

5. In combination, a railway track switch, a normal and a reverse magnet for controlling movements of said switch to normal and reverse positions respectively, remotely controlled means for at times governing said normal and reverse magnets, means local to said switch for at other times governing said normal and reverse magnets, a normally deenergized lock relay, means for energizing said lock relay, a first contact actuated by said local means, a second contact actuated by said local means, a circuit including said first contact and a front contact of said lock relay for said normal magnet, and a circuit including said second contact and a front contact of said lock relay for said reverse magnet.

6. In combination, a railway track switch, a

power mechanism for operating said switch,-

means controlled from a point remote from said switch for at times governing said mechanism, means local to said switch for at other times governing said mechanism, a normally deenergized lock relay, apparatus including said lock relay for selecting between said remote controlled means and said local means, a switch indicating relay for controlling power supply to said mechanism, and a circuit including a. back contact of said lock relay for said switch indicating relay.

7. In combination, a railway track switch, a power mechanism for operating said switch, remote controlled means including a polar relay for at times governing said mechanism, means local to said switch for at other times governing said mechanism, a lever adjacent said switch for selecting between said remote controlled means and said local means, a contact operably governed by said lever and closed only when said lever is manipulated to transfer said mechanism to control by said local means, a stick relay, a pick-up circuit for said stick relay including said contact, and a stick circuit for said relay including a neutral back contact of said polar relay.

8. In combination, a railway track switch, a power mechanism for operating said switch, remote controlled means including a polar relay for at times governing said mechanism, means local to said switch for at other times governing said mechanism, a lever adjacent said switch for selecting between said remote controlled means and said local means, a contact operably governed by said lever and closed only when said lever is manipulated to transfer said mechanism to control by said local means, a stick relay, a pickup circuit for said stick relay including said contact, and a stick circuit for said relay including a polar contact of said polar relay.

9. In combination, a railway trackswitch, a normal and a reverse magnet for controlling movements of said switch to normal and reverse positions respectively, a polar relay having a normal and a reverse contact for governing said normal and reverse magnets, a circuit controller adjacent said switch, a stick relay for transfering said normal and reverse magnets to control by said circuit controller, a pick-up circuit for said stick relay, and two stick circuits for said stick relay one including said normal contact and the other including said reverse contact.

10. In combination, a railway track switch, a normal and a reverse magnet for controlling movements of said switch to normal and reverse positions respectively, means remote from said switch for at times governing said normal and reverse magnets, means local to said switch for at other times governing said normal and reverse magnets, a normally deenergized lock relay, apparatus for energizing said lock relay, operating circuits for said normal and reverse magnets governed by said local means and including front contacts of said lock relay, and operating circuits for said normal and reverse magnets governed by said remote means and including back contacts of said lock relay.

JAMES J. VANHORN.

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