US2115585A - Railway traffic controlling apparatus - Google Patents

Description

April 26, 1938. Q H LAY 2,115,585

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 9, 1957 3 Sheets-Sheet l IN ENTOR V HIS ATTORNEY April 26, 1938. c H LAY 2,115,585

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 9, 1937 3 Sheets-Sheet 2 qfor E5 Time Elem en 1- [[[S ATTORNEY April 26, 1938. c LAY I 2,115,585

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Feb. 9, 1937 3 SheetsSheet 3 INVENTOR C J IQH. Lay.

H15 ATTORNEY Patented Apr. 26, 1938 PATENT OFFICE RAILWAY TRAFFIC CONTROLLING APPARATUS Charles H. Lay, Swissvale, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application February 9, 1937, Serial No. 124,856

8 Claims.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type involving a wayside signal and an associated train stopping device, both of which are controlled in part through the medium of a manually operable lever.

A feature of my invention is the provision of novel and improved means associated with a manually operable lever for establishing a visual indication to indicate whether or not the associated signal and train stopping device have responded to the movement of the lever. A further feature of my invention is the provision of novel and improved indication circuit means which is effective to provide two distinctive indications over a single line wire. A still further feature of my invention is the provision of indication circuit means for a control lever of an interlocking machine for establishing one visual indication which 1 checks the stop positions of the controlled signal and train stopping device, and a second visual indication which checks the clear positions of such signal and train stopping device, and both of which visual indications are effected over the line circuit usually provided for the indication lock magnet of the lever. advantages of my invention will appear as the specification progresses.

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

In the accompanying drawings, Fig. 1 is a diagrammatic view of one form of apparatus embodying my invention where a visual indication at the lever of an interlocking machine is provided to check that both the train stopping device and the signal control relay have functioned to clear the Wayside signal. Fig. 2 is a diagrammatic view of a second form of apparatus embodying my invention wherewith the stop positions of the train stops, as well as their clear positions, are checked. Fig. 3 is a diagrammatic view of still another form of apparatus embodying my invention wherewith only the clear positions of the train stops are checked.

In each of the three views, like reference characters designate similar parts.

Referring to Fig. 1, a stretch of railway track is provided with the usual insulated rail joints to form a track section VI, and Within which section a track switch SW is located. The section IT is provided with a track circuit including a source of current such as a battery I and a track relay I'IR. The switch SW may be operatively 15 connected with a power switch machine SM,

Other features and which switch machine, in turn, may be controlled in any convenient manner, such as over a lever of an interlocking machine. The switch machine SM may be any one of the standard types and is shown conventionally only for the sake of simplicity. A switch circuit controller is connected with the switch SW as indicated by a dotted line, the arrangement being such that contacts l6-l1 and 2ll2l are closed when the switch is set at its normal position, and the contacts l8--l9 and 22--23 are closed when the switch is moved to its reverse position.

A signal 2R governs eastbound tr'afiic, that is, trafiic moving from the left to the right in Fig. 1. Signals 2LA and ZLB govern westbound trafiic over the switch SW. As here shown, these signals are of the color light type capable of displaying different lights to indicate difierent traffi'c conditions. In this instance, the signal 2B is provided with three lamps, the toplampi l of H which when illuminated displays, according to usual practice, a green light, the center lamp I when illuminated displays a yellow light, and the bottom lamp 4 when illuminated displays a red light, display of either lamp 54 or i being a signal for a train to proceed, and the display of the lamp 4 being a stop signal. The signals ZLA and 2LB are each provided with two lamps, the top lamp in each case being a proceed signal and the bottom lamp being a'stop signal. It will be understood that my invention is not limited to this one form of Wayside signals, and other forms of wayside signals may be used, if desired.

Train stopping devices ZRV, ZLAV and ZLBV are associated with the signals 2R, 2LA and ZLB, respectively. These train stopping devices may be any one .of several different forms, among them being the electropneumatic trip arm' type, such as disclosed and claimed in the United States Letters Patent No. 1,775,811, granted September 16, 1930, to John P. Coleman, for Railway traflic controlling apparatus. It is deemed sufficient for the present application to point out that these train stopping devices are biased to an active or train stopping position where their trip arm cooperates with train carried apparatus for causing an automatic application of the train brakes. When current is supplied to the controlling element of the train stopping device, the device is operated to a clear position where its trip arm is lowered and engagement with the train carried apparatus is avoided. Each train stopping device has operatively connected therewith a circuit controller operative to two-different positions corresponding to the two positions of the device;

For 5 example, the contact members 5 and 6 of the controller for the train stop 2RV occupy a ver tical position, as viewed in the drawings, when the device 2RV is set at its stop position, and are operated to a horizontal position when the device 2RV is lowered to its non-stopping or clear position.

Each wayside signal and the associated train stop are governed by a control relay designated by the reference character H, plus a prefix corresponding to the signal. These control relays are, in turn, governed by a lever 2, which may be, for example, one of a number of such levers of an interlocking machine located at a point remote from the track section IT, such as in an interlocking tower. The lever 2 is capable of assuming a plurality of different positions indicated by broken lines in the drawings, and designated by the reference characters L, B, N, D and R. The center position N is the normal position of lever 2, and the lever is operated to its extreme righthand position R for controlling the relay 2RH associated with the eastbound signal 2R, and is operated to its extreme left-hand position L to control the relays 2LAH and ZLBH associated with the west-bound signals 2LA and ZLB, respectively. The positions B and D are the usual indication positions for such signal control levers of an interlocking machine. Operatively connected with the lever 2 are four controller contact members 8, 9, I and II, together with a locking segment I2. It will be understood, of course, that lever 2 is connected with the usual mechanical interlocking provided for such interlocking machines. With the lever 2 moved to its R position, closing contact 8-10, a circuit is completed from the BX terminal of any convenient source of current, such as a battery not shown, over contact 8I0, traffic controlled circuit network I3, line wire I 30, winding of relay ZRH, and to the CX terminal of the current source. Hence, movement of the lever 2 to its R position is effective to energize the signal control relay ZRH to pick up that relay. Moving lever 2 to its L position is effective to complete a circuit for either the relay ZLAH or the relay 2LBH, according to the position of the switch SW. This circuit may be traced from the BX terminal over contact 8-H, traffic controlled circuit network I4, line wire I5, contact I6I'I when the switch is set at its normal position, winding of relay ZLAI-I, and to the CX terminal; and the circuit extends from the line wire I over contact I 8--I 9 when the switch is moved to its reverse position, winding of relay ZLBH, and to the CX terminal. The traiiic control circuit networks I3 and I4 would include contacts of the track relay I TR and contacts controlled by trafiic conditions to each side of the section IT in accordance with the usual practice, such circuit networks being omitted from the drawings for the sake of simplicity, since they form no part of my present invention.

The operating circuits for the signals and the train stops will be described only in so far as they are controlled by the associated control relays. That is, the operating circuits for the signals and train stops will be described only in so far as is necessary for a complete understanding of my invention, and it will be understood that these operating circuits may be controlled by traffic controlled apparatus as desired, in addition to the control effected by the control relays. It will also be understood that the usual holding circuits for the train stops are provided.

Looking at signal 2R, the lamp 4 is illuminated over two simple operating circuits, one of which includes contact 5 of the controller for train stop 2RV in the stop position, and the other of which includes contact 533 of the controller for the train stop ZRV in the clear position and back contact 3I of the relay ZRH. With relay ZRH picked up, closing front contact 32, an operating circuit for the train stop ZRV is completed. This operating circuit includes the BX terminal, front contact 32 of relay 2RH, wire I3I, control element of train stop 2RV and to the CXterminal, the trip arm and the associated controller contacts being thereby moved to their clear positions. Since it is desirable when a train stop is cleared for a train to pass to also lower the trip arm of the opposing train stop, the operating circuit for train stop 2RV is provided with a branch circuit to train stop ZLAV when the switch SW is normal and to train stop ZLBV when the switch is reversed. With the switch normal, this branch circuit extends from wire I 3I over contact 20--2I, control element of train stop ZLAV and to the CX terminal; and with the switch reversed it extends from wire I3I over contact 22--23, control element of train stop 2LBV and to the CX terminal. With the relay ZRH picked up and the train stop ZRV lowered to the clear position, an operating circuit is completed for illuminating lamp 54 or lamp I of signal 2R, the lamp selected being in accordance with the position of an associated line relay 2RD. The line relay 2RD is governed over a line circuit not shown, which would be controlled by trafiic conditions to the right of signal 2B, in accordance with usual practice. The operating circuit for lamps 54 and I may be traced from BX terminal, contact 5-33 of the controller of train stop ZRV, front contact 35 of relay ZRH, front contact 56 of relay 2RD, lamp 54 and to the OK terminal, or if the relay 2RD is released the circuit includes back contact 55 of relay 2RD, lamp I and to the CX terminal. It follows that normally the stop lamp 4 of signal 2R is illuminated and train stop 2RV is raised to the stop position, but that movement of lever 2 to the R position energizes relay ZRH, and that relay on picking up causes first the train stop ZRV along with the opposing train stop to be lowered, and when both relay ZRH and train stop ZRV have functioned either the lamp 54 or lamp I of signal 2R, according to the position of the line relay 2RD, is illuminated to display a proceed signal.

The stop lamp $6 of signal ELA is illuminated over two operating circuits, one of which includes contact 38 of the controller for the train stop 2LAV in the stop position, and the other of which includes BX terminal, contact 38-39 closed when the train stop ZLAV is lowered, wire I2I, back contact 68 of relay 2LAI-I, wire I22, lamp 66 and to the CX terminal. With relay ZLAH picked up, closing front contact 36, an operating circuit is formed for the associated train stop ZLAV and also for the opposing train stop ZRV. Starting from the BX terminal, this circuit includes front contact 36 of relay 2LAI-I, wires I32 and NH, contact 20--2I, control element of train stop ZLAV and to the CX terminal; and a branch path from wire I3! through the control element of train stop ZRV to the CX terminal. When the train stop 2LAV is cleared in response to relay ZLAI-I picked up, the proceed lamp 3? of signal 2LA is illuminated over an operating circuit including BX terminal, controller contact 38-39, wire I2I, front contact 40 of relay 2LAH, wire I23, lamp Hand to the CX terminal.

The stop lamp 6'! of signal 2LB is likewise provided with two operating circuits, one of which includes the contact 42 of the controller for the train stop ZLBV at the stop position, and the other of which includes the controller contact 42-43 closed when the train stop is cleared, wire I24, back contact 69 of relay ZLBH and wire I25. With the'relay ZLBH picked up, closing front contact 4|, the associated train stop 2LBV and the opposing train stop-2RV are cleared since relay 2LBH is selected only when switch SW is reversed. The operating circuit for the train stops now consists of BX terminal, front contact 4| of relay 2LBH, wires I33 and HM, contact 22-23 closed with the switch reversed, control element of train stop 2LBV and to the OK terminal; and from wire I3I branching through the control element of train stop 2RV and to the OK terminal. With both relay 2LBH picked up and the train stop ZLBV cleared, the proceed lamp 45 of signal 21B is illuminated over the circuit from BX terminal, controller contact 42-43, wire I24, front contact 44 of relay ZLBI-I, wire I34, lamp 45 and to the CX terminal. Thus movement of the lever 2 to its L position selects either the relay 2LAH or 2LBH, according to the position of the switch, and the selected relay on picking up completes operating circuits for first clearing the associated train stop and then clearing the associated signal, it being necessary that the train stop occupies its clear position as well as the control relay being picked up in order that the proper proceed signal lamp may be illuminated.

The lockingsegment I2 attached to lever 2 cooperates with a latch 24 operated by an indication magnet 2M. When the operator moves the lever. 2 back toward the N position from either the R, or the L position, the latch 24 engages either notch25 or 26 in the segment I2 at the D and B positions, respectively, and prevents movement of the-lever to the normal position N until the indication magnet 2M is energized to lift the latch 24. The magnet 2M is provided with the usual indication circuit which, in accordance with the usual practice, is closed only when all of the signals are set at the stop positions. In this instance, such indication circuit may be traced from the BX terminal of the current source over back contacts 21, 28 and 29 of relays 2LAH, 2LBH and '2RH, respectively,

indication line wire 311, controller contact II-lE or II-IB closed in the D and B positions of lever 2, respectively, winding of magnet 2M, and to the CX terminal. It will be understood, of course, that this indication circuit is completed over the usual common return line wire. It follows that lever 2 moved to either its R or L position can be returned to its normal position N to release the usual interlocking associated with the lever 2 only in the event that each of the signal control relays is released to establish the stop positions of the respective signals and train stops.

For establishing a visual indication to indicate whether or not the proper signal and train stop have been operated to the clear position in response to a movement of the lever 2 to .its R or L position, I provide indication apparatus which is associated with the usual indication circuit described hereinbefore whereby a visual indication is effected Without additional line wires. It is believed that this indication apparatus embodying my invention can best be understood by a description of the operation of the apparatus of Fig. 1.

I shall first assume that lever 2 is moved to theft position to energize the control relay2RH for clearing the train stop .ZRV and the signal 2R. With relay 2RI-I picked up, closing front contacts -32 and 35, the train stop 2RV is first operated to its clear position along with the opposing train stop 2LAV, and then, over the closed position of the controller contact 5-33 and thefront contact 35 of relay 2RH, the signal 2R is cleared, the lamp I being illuminated in the event the line relay 2RD is released, closing back contact 55, andthe lamp 54 being illuminated if the relay 2RD is picked up, closing front contact '56. The closing of controller contact 6-34, in response to the clearing of the train stop 2RV, completes an indication circuit by which current flows from the BX terminal adjacent the lever 2 over controller contact 9-12 closed in the R position of the lever, winding of an indication relay 2LP, indication line wire 30, front contact '46 of relay ZRH, contact 6-34, and to the CXterminal of the current source, and the relay 2LP is energized. Relay 2LP on picking up, closing front contact 41, completes a simple circuit for an indicating lamp 2K, which is preferably mounted just above or below the lever 2 so as to be plainly visible to the operator. Consequently, the lamp 2K is illuminated to indicate that both the train stop 'ZRV and the relay ZRH have functioned to clear the signal 2R.

Assuming next that the lever 2 is operated from the N position to the L position and the control relay 2LAH is selected, the train stop 2LAV is operated to its clear position and the lamp 31 of signal ZLA is illuminated, the operating circuits being controlled by the relay 2LAH in the manner described hereinbefo-re. Closing the controller contact 49-50 of the train stop 2LAV completes an indication circuit by which current flows from the BX terminal at the lever over contact 9-13, winding of relay 2LP, indication line Wire 30, back contacts 29 and 28 of relays 'ZRH and 2LBI-I, respectively, front contact 48 of relay 2LAH, wire I28, controller contact 49-50, and to the OX terminal, and relay 2LP is energized to effect the illumination of the lamp 2K. In the event the switch SW is reversed at the time the lever2 is moved to its L position and the relay 2LBH' is selected, the train stop 2LBV is cleared and the lamp 45 of signal 2LB is illuminated over operating circuits controlled by relay ELBH, as heretofore described. An indicationcircuit now extends from the BX terminal at the lever 2 up to the back contact 29 of relay ZRH, as previously traced, and thence over front contact 5| of relay 2LBH, wire I29, controller contact 52-53 of train stop 2LBV, and to the CX terminal, and relay 2LP is energized, and the lamp 2K is illuminated to indicate that both the train stop 2LBV and relay 2LBH have functioned to clear the signal 2LB.

When the relay ZRI-I, or 2LAH, or 2LBI-I is released, subsequent to having been energized to clear the corresponding signal and train stop, and the lever 2 placed at its D or B position, and the usual indication circuit for the lock magnet 2M is completed, current also flows from the line wire 39 through winding of indication relay 2LP, contact Ill-I4 or Ill-l5 according to the indication position of lever 2, and thence to the CX terminal, with the result that relay 2LP is energized and the lamp 2K is illuminated in addition to the energizing of thelock magnet 2M.

It is to be seen, therefore, that movement of the lever 2 to either the R or L position for selecting a control relay is followed by the illumination of the lamp 2K, in the event the proper control relay is picked up and the associated train stop is moved to the clear position. Furthermore, the lamp 2K is illuminated when the lever 2 is moved to one of its indication positions, in the event all the. control relays are properly released for setting the associated signals and train stops at their stop positions. It is to be noted that, when the lever 2 is moved to the R or L position to clear a train stop and signal, current flows from the BX terminal adjacent the lever 2 over the indication line wire 30 and to the CX terminal of the current source adjacent the wayside apparatus, whereas, when the control relays are released to restore the signals and train stops to their respective stop positions, current flows from the BX terminal adjacent the wayside apparatus over the indication line wire 30 to the CX terminal adjacent the lever. That is to say, two indication circuits are eifected over one control wire by reversing the connections to the current source at each end.

In the form of the invention disclosed in Fig. 2, the apparatus of-Fig. 1 is modified, as required, to effect two different visual indications for the stop and clear positions of the train stops and signals, two indicating lamps being provided in place of one lamp governed by a relay.

In Fig. 2, the track layout is the same as in Fig. 1. At the tower the lever 2 and the contacts operated thereby are the same as in Fig. l, but the connection to the indication magnet 2M is controlled over three branch paths, one of which includes back contact ITRI of the track relay ITR, a second path includes a contact ITE of a time element device usually provided for such lever, and a third path includes an approach locking contact 2AR that would be associated with the approach locking of the signal 2R in the usual manner. Furthermore, two lamps ZHK and 2MK are mounted preferably just above or below the lever 2, to be plainly visible to the operator. The lamp 2HK is used to indicate the clear position of the signals and train stops controlled by lever 2, and the lamp 2MK is illuminated to indicate the stop position of the signals and train stops, the two lamps being of the same color or of different colors, as desired.

In describing the operation of the apparatus of Fig. 2, I shall assume that lever 2 is moved from the N position to the R position to energize relay 2RH for clearing the associated train stop ZRV and signal 2R. The control circuit for relay ZRI-I is completed at the contact 8-10 of lever 2, the same as described for Fig. 1, and relay ERH on picking up, closing front contact 32, completes the operating circuit for the train stops whereby the stop 2RV, along with the opposing train stop 2LAV, are lowered to their clear positions. Train stop ZRV on being operated to the clear position, closing contact 533, completes the operating circuit for clearing the signal 2R, the lamp 1 being illuminated if the line relay 2RD is released, closing back contact 55, and the lamp 54 being illuminated if the line relay 2RD is picked up, closing front contact 56. Closing controller contact 6-34 of the train stop ZRV completes an indication circuit that includes the BX terminal of the nal; and the lamp ZHKis illuminated to indicate that the train stop 2RV and the relay ZRI-I have both functioned to clear the signal 2R.

When the relay ZRH is released to restore signal 2B and train stop 2RV to their stop positions and lever 2 is returned to its D position, an indication circuit is completed irom the BX terminal at the wayside apparatus over the stop position of a controller contact 5'! of train stop ZLAV, wire I26, back contact 53 of relay ZLAH, wire 59, controller contact 60 of train stop ZLBV in the stop position, wire 6i, back contact 62 of relay ZLBI-I, Wire 63, controller contact 64 of train stop ZRV in the stop position, back contact 55 of relay ZRH, indication line wire 36, contact Ill-14 of the lever controller closed in the D position of the lever, wire I21, lamp 2MK, and to the CX terminal, and the lamp 2MK is illuminated. Branching from the wire I2! is a connection to the winding of magnet 2M over either the back contact ITR! or the time element contact ITE, winding of magnet 2M, and to the CX terminal. The third path for the magnet 2M is also completed over controller contact H-lfi and the approach locking contact ZAR. Hence, a visual indication is displayed by the lamp 2MK when the usual indication circuit for the loci: magnet 2M is closed in response to the restoring of the train stops and associated signals to their stop positions.

In the event the lever 2 is moved to the L position to energize relay ZLAH for clearing the associated train stop ZLAV and associated signal 2LA, the lamp ZHK is illuminated over an indication circuit extending irom BX terminal, lamp ZHK, contact 9-13, indication line Wire 38, back contacts 65 and 8B of relays 2RH and ZLBH. respectively, front contact 48 of relay ZLAH, wire i223, controller contact 49-56 of train stop ZLA'V, and to the CX terminal. If the switch is reversed and the relay 2LBH is selected in response to lever 2 being moved to the L position and the train stop ZLBV and the signal 21B are cleared over the operating circuits previously described, the lamp ZHK is illuminated over an indication circuit the same as before traced up to back contact 65 of relay ZRH, and thence over front con tact 5! of relay ZLBH, wire I29, controller contact 5253 of train stop ZLBV, and to the CX terminal. In each case, the lamp ZHK indicates the clear position of the train stop and that the proper control relay is picked up to clear the desired signal. The lamp 2MK is illuminated each time the usual indication circuit for the magnet 2M is completed, and which indication circuit checks the stop position of each of the train stops as well as the released position of each of the associated control relays.

In Fig. 3, the adjacent ends of two track sections ET and 3T of a stretch of railway track are illustrated. Two opposing signals 3R and 3L are located at the junction of sections ET and 3T. In this instance, the signal 3R is equipped with a red lamp 8| and a yellow lamp 232, and the signal 3L is provided with two color light units ELA and 3LB, the unit SLA being equipped with a red lamp B3 and a yellow lamp 84 as well as a green lamp 85, and the unit SLB being equipped with a red lamp 86 and a yellow lamp 8?. The lamp 8'! provides the usual calling on signal.

Two train stops 3RV and 3LV are associated with the signals 3E and 3L, respectively. Since these two train stops are adjacently located, the two respective trip arms may be operated by the same control unit, or two separate units may be provided.

The signals SR and 3L and the associated train stops are governed by three control relays 3Rl-l, 3LAH and 3LBH, together with a line relay 3LAD. These control relays are, in turn, governed through the medium of a lever 3 of an interlocking. machine, and which lever is preferably similar in construction to the lever 2 of Figs. 1 and 2. The line relay 3LAD is governed over a line circuit. not shown, and which line circuit would be controlled by traflic conditions to the left of signal 3L in accordance with the usual practice.

In accordance with my invention, lever 3 is provided with an indication relay 3LP and an indication lamp 3K, as well as the usual indication lock magnet 3M.

It is thought that the apparatus of Fig. 3 may best be understood by a description of its operation. Normally, that is, when lever 3 is at its N position and the control relays 33H, 3LAH and SLBH are deenergized and the associated train stops are set at their stop positions, the red lamp 8] if signal 3R. is illuminated over a simple circuit including back contact 88 of relay 3RH, and the red lamps 83 and 86 of signal 3L are illuminated over a simple circuit including back con tact B9 of relay 3LAH. Movement of lever 3 to its R position, closing the controller contact 9ll--9l, completes a control circuit for energizing the relay 3RH, and that relay on picking up, closing front contact 92, in turn, completes the operating circuit easily traced for the two train stop devices BRV and 3LV, in parallel. The red lamp BI is now extinguished and the yellow lamp 82 of the signal 3B. is illuminated over an operating circuit extending from the BX terminal of the current source through controller contact 93 of train stop 3RV when moved to its clear position, controller contact 94 of train stop 3LV when moved to its clear position, front contact 55 of relay 3RI-I, lamp 82, and to the CX terminal of the current source. In response to the clearing of the two train stops 3RV and 3LV, indication current flows from the BX terminal adjacent the lever 3 over winding of relay 3L1, controller contact 95-91 of 'lever 3, indication line wire 98, back contacts 39, I00 and ll of relays 3LBH, 3LAH and 3LAD, respectively, front contact I02 of relay 3RH, controller contact I03 of train stop 3RV in its clear position, and to the OK terminal; and the indication relay 3L? is picked up, completing through front contact I04 a circuit for illuminating the lamp 3K. Hence, the lamp 3K is illuminated if the train stop 3RV is operated to its clear posi tion, and the relay SRH is picked up, the other relays remaining released.

With lever 3 moved to its L position, closing controller contact 8il-lii5, the relay 3LAH is selected; and that relay on picking up, closing front contact I06, completes the operating circuits for the train stops, which, on being operated to their clear positions, complete an operating circuit for clearing the signal 3L. This operating circuit for the signal 3L includes the BX terminal, controller contact 93 in the clear position, controller contact 94 in the clear position, front contact In! of relay 3LAH, back contact 10 8" of line relay 3LAD, lamp 34, and to the (3X terminal; or, it includes front contact I09 and the lamp 85 of signal 3L, in the event the line relay 3LAD is picked up. It is to be observed that, when relay 3LAH is picked up opening back contact 89, both red lamps 83 and 86 are extinguished. This time the relay 3LP is energized over controller contact 96-l l0, indication line wire 98, back contact 99 of relay 3LBI-I, front contact I ll of relay 3LAH, and a controller contact H2 of the train stop BLV in the clear position. Hence, the relay 3L]? is picked up and the lamp 3K is illuminated in response to movement of the lever 3 to its L position, in the event the control relay 3LAH is picked up and the train stop 3LV is operated to the clear position.

The relay SLBH is selected by virtue of movement of lever 3 to its L position and thedepressing of a push button PB to close a contact H3. Relay 3LBl-I on picking up, closing front contact I M, completes the operating circuit for the train stops SRV and 3LV. The lamp 81 of signal 3L is now illuminated over the previously traced circuit, including controller contacts 93 and 94 each in the clear position, and thence over front contact I I5 of relay 3LBI-I. The indication relay 3LP receives current over the circuit previously traced up to indication line wire 98, and thence over front contact H6 of relay 3LBl-I and the controller contact H2 in the clear position. Again, the lamp 3K is illuminated in response to movement of lever 3 to an L position if the relay 3LBH is picked up to clear the train stops and the calling on signal 81, and if the train stop 3LV is operated to its clear position. It is to be observed that, when relay 3LBH is picked up to display the calling on lamp 81, both red lamps 83 and 86 remain illuminated.

The usual indication circuit for the magnet 3M of Fig. 3 may be traced from the BX. terminal at the Wayside apparatus over back contacts Ill, llll, iliil and99 of the relays SRH, SLAD, 3LAH and tLBl-I, respectively, indication wire 98, controller contact H8 in either the B or D position, the usual circuit network I I9, winding of magnet 3M, and to the CX terminal. It follows that the lamp 3K is illuminated tocheck the clear position of the train stops and the energized position of the selected control relay associated with the lever 3.

Although I have herein shown and described only three, 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 signal, a relay for governing said signal and effective when energized to establish a proceed indication for the signal and when released to establish a stop indication for the signal, a manually operable lever for controlling said relay and having an operated positionand an indication position as well. as a normal position; a first indication circuit including a magnet, a contact closed at the indication position of the lever, aparticular line wire and a back contact of the relay; a second indication circuit including a front contact of the relay, said line wire, a contact closed at the operated position of the lever, and an indicating lamp; and a current source having its positive terminal connected to said back contact of the first indication circuit and to a terminal of the lamp of the second indication circuit and having its negative terminal connected to a terminal of the magnet of said first circuit and to said front contact of the second circuit.

2. In combination, a railway signal, a relay for governing said signal and effective when energized to establish a proceed indication for the signal and when released to establish a stop indication for the signal, a manually operable lever for controlling said relay and having an operated position and an indication position as well as a normal position, a control circuit including a contact closed at the operated position of the lever and a winding of the relay to energize the relay; a first indication circuit including an indicating device, a contact closed at the indication position of the lever, a back contact of the relay and a current source, the positive and negative terminals of the source being connected with said indication circuit adjacent the relay contact and the indicating device respectively; and a second indication circuit including a front contact of the relay, another indicating device, a contact closed at the operated position of the lever and said current source, the positive and negative terminals of the source being connected with said second indication circuit adjacent the lever contact and the relay contact respectively.

3. In combination, a railway signal, a control relay for governing said signal and effective when energized to establish a proceed indication for the signal and when released to establish a stop indication for the signal, a control lever for con trolling said relay and having a reverse position and an indication position, a magnet associated with the lever for governing its movement, an indicating means associated with the lever and efiective when energized to display a visual indication, a control circuit including a contact closed at the reverse position of the lever and a winding of the control relay to energize said relay; a first indication circuit extending from the positive terminal of a current source over a back contact of the control relay, a line Wire, a contact closed at the indication position of the lever, a winding of said magnet and the negative terminal of said source; and a second indication circuit extending from the positive terminal of said source over a control element of said indicating means, a contact closed at the reverse position of the lever, said line wire, a front contact of the relay and the negative terminal of said source.

4. In combination, a railway signal having a proceed signal lamp, a train stop having a stop position and a clear position, a relay, a first operating circuit for operating said train stop to its clear position and including a front contact of the relay, a second operating circuit to illuminate said signal lamp and serially including a contact closed by the train stop in the clear position and a front contact of the relay, a manually operable lever having an operated position and another position, indication means associated with the lever, a control circuit for energizing said relay and including a contact closed at the operated position of the lever; a first indication circuit extending from the positive terminal of a current source over a control element of the indication means, a contact closed at the operated position of the lever, a line wire, a front contact of the relay, a contact closed at the clear position of the train stop and the negative terminal of the source; and a second indication circuit extending from the positive terminal of said source over a contact closed at the stop position of the train stop, a back contact of the relay, said line wire, a contact closed at said other position of the lever, a control element of said indication means and the negative terminal of the source.

5. In combination, a train stop capable of operation to a stop position and to a non-stopping position, a relay for governing said train stop and effective when energized to establish said non-stopping position of the train stop and when released to establish the stop position of the train stop, a manually operable lever having an operated position and an indication position as Well as a normal position, an indication magnet for governing the movement of said lever, a first and a second indicating lamp associated with said lever, a control circuit including an operated position contact of the lever and a Winding of said relay for energizing the relay; a first indica tion circuit extending from the positive terminal of a current source over said first lamp, an operated position contact of the lever, a line wire, a front contact of the relay, a Contact closed at the non-stopping position of the train stop and the negative terminal of the source; and a second indication circuit extending from the positive terminal of said source over a contact closed at the stop position of the train stop, a back contact of the relay, said line wire and two branch paths to the negative terminal of the source one path comprising an indication position contact of the lever and a Winding of said magnet and the second path comprising an indication position contact of the lever and said second lamp.

6. In combination, a railway signal positioned at a location along a track, a relay located at said signal for governing the signal and eiTective when energized to establish a proceed indication for the signal and when released to establish a stop indication for the signal, a manually operable lever located at a tower remote from the signal and provided with an operated position and an indication position, a current source provided with a positive terminal and a negative terminal at both the tower and at the signal, a first and a second indication device located at the tower, a control circuit including a contact closed at the operated position of the lever and a winding of the relay for energizing the relay; a first indication circuit including an energizing element of said first indication device, a contact closed at the indication position of the lever, a line wire and a back contact of said relay and said first indication circuit connected with the positive terminal at the signal and with the negative terminal at the tower; and a second indication cir- I cuit including an energizing element of said sec ond indication device, a contact closed at the operated position of the lever, said line Wire and a front contact of the relay and said second in dication circuit connected with the positive terminal at the tower and with the negative terminal at the signal.

7. In combination, a railway signal positioned at a location along a track, a relay located at said signal for governing the signal and eifective when energized to establish a proceed indication for the signal and when released to establish a stop indication for the signal, a manually operable lever located at a tower remote from the signal, said lever provided with an operated position and an indication position, a current source provided with a positive terminal and a negative terminal at both the tower and at the signal, a control circuit including a contact closed at the operated position of the lever and a winding of the relay to energize the relay, an indication mag net for governing the movement of said lever, other indication means located at said tower for displaying a visual indication; a first indication circuit extending from the positive terminal adjacent the signal location over a line wire to the negative terminal at the tower and having interposed therein a back contact of said relay, a contact closed at the indication position 5 of the lever and a winding of said magnet; and a second indication circuit extending from the positive terminal at the tower over said line wire to the negative terminal adjacent the signal and having interposed therein a contact closed at 10 the indication position of the lever, an energizing element of said other indication means, and front contact of the relay. 8. In combination, a railway signal located along a track and having a proceed signal lamp, 15 a train stop associated with said signal having a stop position and a clear position, a relay, a first operating circuit for operating said train stop to its clear position and including a front contact of the relay, a second operating circuit 20 to illuminate said signal lamp and serially including a contact closed by the train stop in the clear position and a front contact of the relay, a manually operable lever located at a tower remote from the signal and having an operated position and an indication position, a current source provided with a positive terminal and a negative terminal at both the tower and at the signal, a first and a second indication means located at the tower, a control circuit for energizing the relay including a contact closed at the operated position of the lever; a first indication circuit including an energizing element of said first indication means, a contact closed at the indication position of the lever, a line Wire and a back contact of said relay and said first indication circuit connected with the positive terminal at the signal and with the negative terminal at the tower; and a second indication circuit including an energizing element of said second indication means, a contact closed at the operated position of the lever, said line Wire, a front contact of said relay and a contact closed at the clear position of the train stop and said second indication circuit connected with the positive terminal at the tower and with the negative terminal at the signal.

CHARLES H. LAY.

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