US2119265A - Multiple control apparatus - Google Patents

Description

,.'c. A. BROOKS MULTIPLE CONTROL APPARATUS May3l, 1938.

Filed J l 18, '1929 Patented May 31, 1938 UNITED STATES PATENT OFFICE MULTIPLE CONTROL APPARATUS Application July 18', 1929, Serial No. 379,163

46 Claims.

My invention relates to multiple control apparatus, and is particularly adapted for, although 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 controlled by railway trafic conditions for completing restoration, to the normal condition, of manually controlled apparatus for controlling signals in a railway switching or interlocking layout.

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

The accompanying drawing is a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawing, the reference characters i, l l and E designate the track rails of a stretch of double track railway comprising two tracks Y and Z which are connected together by means of a crossover track X, one end of which terminates in a switch W and the other end of which terminates in a switch W Track Y is divided by means of insulated joints 2 into section a-A, A-C and CD, and track Z is similarly divided by means of insulated joints 2 into sections f-F, FG and G-H. Each of these sections is provided with a track circuit which includes a track relay designated by the reference character T with a distinguishing exponent and connected across the rails adjacent one end of the section, and which is supplied with current by a track battery 3 connected across the rails adjacent the opposite end of the section. Sections a-A, CD, fF and G-I-I which are in the rear of signals located at A, C, F, and G, respectively, are known as approach sections, and sections A--C and F-G in which switches W are located are known as detector track sections.

Signals designated by the reference characters S and S govern eastbound traffic moves from location A, on track Y, that is, moves from location A toward the right as shown in the drawing. Signal S governs eastbound moves from location G over track Z. Signals S S and S similarly govern westbound moves on tracks Y and Z. Signal S governs moves over track Y from location A past location C, when switch W in its normal position as shown in the drawing. Signal S governs moves from location A over switches W and W when these switches are reversed. Signal S is also employed as a call-on signal to govern moves from location A over switch W normal, when traffic conditions prevent the displaying of a proceed indication by signal S Signal S governs westbound moves over switch W in its normal position as shown. Signal S similarly to signal S governs moves over switches W and W reversed, and when traffic conditions prevent the displaying of a proceed indication by signal S signal S provides a call-0n indication for moves over switch W in its normal position. As here shown, each of the signals S is of the semaphore type.

Each of the switches W and W can be 0perated by any suitable means such, for example, as an electric motor. A polarized switch relay in becomes energized by current of normal or reverse polarity, as a pole-changing device Q is in its normal position as shown or is in its reverse position. The operating apparatus for switches W and W moves these switches to the normal or the reverse position, according as 20 switch relay m is energized in the normal or the reverse direction.

Approach locking of switches W and W is accomplished by means of stick relays designated by the reference letter P with distinguishing ex- .25 ponents. Each of these stick relays is associ- 'ated with the signal or signals at one of the 10- cations A, C, F, and G, respectively, and is so controlled as to become de-energized when the control apparatus for an associated signal becomes energized for causing the signal to indicate proceed. Each approach locking relay P can then again become energized when the approach track section for the associated signal is unoccupied, or when a detector track section over which the signal governs is occupied, while the control apparatus for the signal is de-energized. In emergency, a time releasing device, designated by the reference character J with a distinguishing exponent, can be employed for causing an approach locking relay P to become energized when the control apparatus for the associated signal is do -energized.

Device Q is removed from the control of relay m when either of the detector track sections A-C and ,F-G is occupied or when any of the approach locking relays P is tie-energized. Relay m then continues energized by a stick circuit which includes one of its own polar contacts and a back contact of a detector track section relay 0 T or of an approach locking relay P.

An indication relay i is inserted in series with relay m in the stick circuit for relay m An indication means, here shown as an electric lamp (1 is controlled by relay i.

A polarized switch indication relay K is so controlled by switches W and W as to be enorgized in the normal direction when both switches W and W are in their normal position, and to be energized in the reverse direction when both switches W and W are in their reverse position. Control circuits for relay K, and operating circuits for switches W and W as controlled by switch relay m are well known and form no part of my present invention and are therefore omitted from the drawing.

Each signal is controlled by a signal relay designated by the reference character R with an exponent corresponding to that of the reference character S for the signal. The signal relays R are controlled by stick relays each of which is designated by the reference character I with a distinguishing exponent. Each of these stick relays, as for example relay P, has a pick-up circuit which is controlled by a device, here shown as a push button contact U which is closed when and only when manually held in its closed position, and has a stick circuit which is controlled by a detector track relay and by a device, here shown as a push button contact U which is closed at all times except when manually held open. The signal relays R, in addition to being controlled by relays I, are controlled by contacts operated by switch indication relay K, by track relays T, by approach locking relays P, and by time releases J.

In series with each signal relay R is an indication relay 1" with a corresponding exponent. In series with each relay R, at the opposite end of its control circuit, is another indication relay 7'? with a distinguishing exponent. Each relay 1' controls an indication means, here shown as an electric lamp and designated by the reference character e with a corresponding exponent. Each relay rr also controls an indication means, here shown as an electric lamp and designated by the reference character ee with a corresponding exponent.

Pole-changing device Q, push button contacts U, and releasing devices J may be grouped together in some central location such, for example, as an interlocking tower. Indication lamps d, e and co should be so placed as to be convenient to the towerman in charge of the devices Q and J and of push button contacts U.

In the drawing, the contacts operated by the various relays or by the time releases J are identified by numbers, such numbers having suitable distinguishing exponents when such contacts are not shown adjacent the respective relay or release by which they are operated. The exponent for each of these contact numbers comprises the reference character and exponent for the respective relay or release, for example, the exponent R for contact 4, shown in the circuit for relay P comprises reference character R and its exponent 2 for signal relay R which operates contact 4. Similarly, exponents J for contact l3 in the circuit'for relay P comprises reference character J and exponent I of time release J which is shown in the circuit for relay P and which operates contact I3.

Having thus described, in general, the arrangement and location of the various parts comprising my invention, I will now describe in detail the operation of the apparatus.

As shown in the drawing, all parts are in their normal condition, that is, relays I are de-energized, pole-changer Q is in its normal position, and all track sections are clear. With relays I de-energized, relays R are also de-energized, and hence each signal is indicating stop. With relays I and R de-energized and the approach track relays energized, approach locking relays P are energized. The circuit for relay P for example, passes from terminal 13 of a source of current not shown in the drawing, through con tacts 4 5*, 6 T, and the winding of relay P to terminal 0 of the same source of current. The stick circuit for relay P is also closed and includes the path just traced for the pick-up circuit as far as contact 6 thence through contact l of relay P and the winding of relay P to terminal 0. With device Q in its normal position, with relays T and T energized, and with approach relays P energized, switch relay m is energized in the normal direction by its normal pick-up circuit passing from terminal B, through contact 3 of device Q, contact SI of relay T contact 32 of relay T contacts 33 34 35 36 winding of relay m, contacts 3W 38 38 M 4| of relay T 42 of relay T and 43 of device Q to terminal 0. With relay m energized in the normal direction, switches W and W are in their normal position, and hence relay K is energized in the normal direction.

I will now assume that the towerman desires to clear signal S for a move along track Y from location A past location C. He therefore depresses push button contact U completing the pick-up circuit for relay I which passes from terminal B, through contact U and the winding of relay I to terminal 0. Relay I upon becoming energized, completes its stick circuit passing from terminal B, through push button contact U contact 38 contact 49 of relay I and the winding of relay I to terminal 0. Relay I upon becoming energized, opens, at its contact 6 the pick-up and stick circuits for relay P and completes the pick-up circuit for relay R passing from terminal B, through the winding of relay TTZ, contacts 54, 55 56 and 57 of relay K, 58, front point of contact 59 contact 60', winding of relay 1 contacts BI 62', 63 of relay R winding of relay R and contacts M 65 and 66 of relay K, and 67 to terminal 0. Relay R therefore becomes energized, causing the arm of signal S to be operated to its proceed position by its operating circuit passing from terminal B, through contact 86 of relay R and the operating mechanism of signal S to terminal 0. Relay R upon becoming energized, opens its contact E in the pick-up and stick circuits for relay P which, having already been de-energized by the opening of contact 6 has already opened, at its front contacts 35 and 38, the normal pick-up circuit for relay m. The normal stick circuit for relay m is then completed through the back points of contacts 35 and 38 and passes from terminal B, through the winding of relay 1', normal contact 44 of relay m, back point of contact 35 contact 36 winding of relay m, contact 37", back point of contact 38, and normal contact 45 of relay m .to terminal 0.

Relay 2 now being energized causes indication lamp d to be lighted by its circuit passing from terminal B through contact 92 of relay 2', and lamp d to terminal 0. On account of the completion of the circuit for relay R relays r and W are energized, and hence lamp e is lighted by its circuit passing from terminal B, through contact 94 of relay T and lamp e to terminal 0. On account of relay rr being energized, lamp ee is also lighted by its circuit passing from ter- I contact U breaking the stick circuit for relay minal B, through contact llll] of relay T11 and lamp cc to terminal 0.

If a train now approaches signal S and then enters section A-C, ole-energizing relay T relay I becomes de-energized on. account of the opening of contact 48 which is operated by relay T Relay R therefore becomes de-energized due to the opening of contacts 59 and M and hence the arm of signal S returns to its stop position. The circuit for relay R being opened, relays 1' and 7"? are de-energized, causing lamps e and ac to be extinguished. When the train enters section A-C, relay P becomes energized again by its pick-up circuit which is the same as that previously traced except including contact 8 instead of contact 1 With relay P energized, a second normal stick circuit for relay m is now completed, passing from terminal B, through the winding of relay 2', normal contact 44 of relay m, back point of contact 3! of relay T contact 32 of relay T contacts 33 M 35 36, winding of relay in, contacts 31, 38 M M contact 3! of relay T back point of contact 42 of relay T and normal contact 45 of relay m to terminal 0. When the train leaves section A-C, relay m is again energized by its normal pick-up circuit as already traced. Relay 2' is therefore de-energized and lamp :1 is extinguished. After the train has left section a-A, the pick-up circuit for relay P is again completed through contact l' as previously traced. It is clear from the foregoing that after an eastbound train leaves section C-D, all apparatus will again be in the normal condition without any action having been taken by the towerman after the closing of push button contact U1 for causing signal S to display the proceed indication.

I will now assume that with all parts of the apparatus again in their normal condition, the towerman again clears signal S by depressing push button contact U as previously described. If, after the arm of the signal S has moved to the proceed position, the towerman should desire to return the arm of signal S to the stop position before a train enters section a-A, he will depress push button contact U thereby breaking the stick circuit for relay I and causing relay 1 to become de-energized. Relay I thus being de-energized breaks the circuit for relay R and so causes the arm of signal S to return to the stop position. Relay P then becomes energized again by its pick-up circuit through contact 'I as already traced.

I will next assume that all parts having again been returned to their normal condition, the towerman has again depressed push button contact U causing signal S to display the proceed indication and that, after a train has entered section aA, the towerman wishes to return the arm of signal S to its stop position and clear signal S for a train to move in the opposite direction. He therefore depresses push button then start the operation of time releasing device J At the beginning of this operation of release J contact 58 in the circuit for relay R is opened and,'ai'ter the lapse of a measured interval of time, contact 9 of release J closes, completing a pick-up circuit for relay P which is the same as the pick-up circuit first traced for relay P except including contact 9 of release J instead of contact 1 Relay P being thus energized completes its stick circuit as previously described, and the towerman then returns release J to its normal condition, causing contact 9 in the pick-up circuit for relay P to open. Relay P however, continues energized by its stick circuit.

The towerman now depresses push button contact U causing relay I to be energized by its pick-up circuit passing from terminal B, through contact U and the winding of relay 1 to terminal 0. Relay 1 upon becoming energized, completes its stick circuit passing from terminal B, through push button contact U contact 48', contact 50 of relay I and the winding of relay 1 to terminal 0. Relay R now becomes energized by its circuit passing from terminal B, through the winding of relay T13, contacts M 59 ,58 5'! and 56 of relay K, front point of contact winding of relay r winding of relay R contact 61 contacts 66 and E5 of relay K, and the back point of contact 64 to terminal 0. Relay R thus being energized, signal S is operated to the proceed position by its circuit passing from terminal B, through contact 39 of relay R and the mechanism of signal S to terminal 0. With relay I energized, relay P is de-energized due to the opening of contact I2 With relay P de-energized, another normal stick circuit for relay m is closed through the back points of contacts 38 and M Relay i is therefore again energized and lamp d is lighted. The energization of the circuit for relay R causes relays r and M to close their front contacts, completing the lighting circuits for lamps e and ee respectively.

If a train now passes signal S and enters section A-C, relay I will become de-energized by the opening of contact 48'. With relay I deenergized, relay R and also relays r and T73 become de-energized. Relay P now becomes energized by its pick-up circuit passing from terminal B, through contacts N I2 I5, and the winding of relay P to terminal 0. Relay P upon becoming energized, completes its stick circuit which includes its contact it insteadof contact i5 in the circuit just traced. With relays T3 and TT de-energized, lamps e and e6 are again unlighted. When all sections again. become unoccupied, all apparatus will again be in the nor-- -mal condition without any action on. the part of the towerman subsequent to the closing of push button contact U I will now assume that all parts are again in their normal condition except that section C-D is occupied, causing relay T to be de-energized I will also assume that the towerman attempts to clear signal S by closing push button contact U Relay I then becomes energized as already described, closing its front contact 5t but the circuit for relay R. is still open at contact 82' which is operated by relay T Relay R therefore, becomes energized by its circuit which follows the path previously traced for relay R as far as contact fii thence through the back point of contact E2, contact 18 of relay R the winding of relay R and contacts M 65 and 66 of relay K, and 87 to terminal 0. Relay R thus becoming energized causes the arm of signal S to be operated to the call-on position by its circuit passing from terminal B, through contact 8'! of relay R and the mechanism of signal S to terminal 0. A train upon passing signal S and entering section AC causes relay I to be deenerg-ized as already described. Relay R then becomes de-energized, causing signal S to again display the stop indication. When all track sections are again clear, all apparatus will again be in the normal condition without any action on the part of the towerman subsequent to his closing of push button contact U I will now assume that with all parts again in their normal condition, thetowerman wishes to send a train from track Y to track Z over crossover X. In order to reverse switches W and W he moves device Q to its reverse position, thereby causing current of reverse polarity to be supplied to relay m through the reverse points of contacts 30 and 43 of device Q. Relay m therefore closes its reverse polar contacts, and hence switches W and W are caused to move to their reverse position by their reverse operating circuit which includes contact 46 and the reverse contact 41 of relay m. Upon the completion of the operation of switches W and W to their reverse position, relay K becomes energized in the reverse-direction.

The towerman now depresses push button contact U causing relay I to become energized as already described, and completing a second circuit for relay R passing from terminal B, through the winding of relay rr contacts 68, 69 front contact 1| and reverse contacts 12 and 56 of relay K, contact '51 of relay K, contacts 58, 59 60 winding of relay 1' reverse contact BI contact 180i relay R winding of relay R contact 64 front contact 65 and reverse contacts 66 and 15 of relay K, contact 16 of relay K, and contact 1-1 to terminal 0. The operating circuit for signal S is then completed at contact 8'! of relay R and the arm of signal S therefore moves to the proceed position. Energy supplied to the circuit just traced for relay R. also energizes relays M and r causing lamps ee and e to be lighted by their circuits through contacts 98 and 94, respectively.

After the train moves over crossover X and all track sections have again become unoccupied, all parts of the apparatus except those for the control, indication and operation of switches W and W are returned to the normal condition without further action by the towerman. In order to return switches W and W to the 'normal position, the towerman must return device Q to its normal position, thereby causing current of normal polarity to again be supplied to the circuit for relay m. Relay m being thus energized in the normal direction causes switches W and W to be returned to their normal position, and relay K then becomes energized in the normal direction. When returning switches W and W to the normal position as thus described, it is. not necessary for the towerman towait to operate device Q until the train has moved off of sections AC and FG, for one of the reverse stick circuits for relay m through reverse contacts 44 and 45 of relay m will prevent a change in direction of energization of relay m as long as the train occupies one of these sections. As soon as the train has left these sections, the change in direction of energization of relay m will be efiecfected without further action by the towerman "after returning device Q to its normal position.

I will next assume that all parts having again been returned to their normal condition, the towerman has'again-reversed switches W and W and cleared signal S for a move from track Y to track Z over crossover X. If then, after a train has entered section, a-A, the towerman should desire to send the train along stretch Y 'over switch W normal instead of to track Z overswitches W and W reversed, he will first depress push button contact U thereby causing relay I to become de-energized. Relay I upon becoming :de-energized, causes relay R to also be de-energized. In order to complete a pick-up circuit for relay P, the towerman will now operate time releasing device J as previously described. Upon the energization of relay P the towerman can complete the normal pick-up circuit for relay m by returning device Q to its normal position. Switches W and W will then be returned to their normal position as previously described. The towerman will now close push button contact U thereby causing relay I and in turn relay R to be energized and signal S to display the proceed indication.

From the foregoing description of a few typical traffic moves, the operation of the apparatus embodying my invention for every other possible be of very simple construction such, for example,

as that of ordinary push button circuit controllers. It will also be clear that, after a signal has beenoperated to its proceed position as controlled by the operation of one of these push button circuit controllers, a train upon moving past the signal and then clearing all the associated track sections restores the apparatus to the normal condition without further action by the towerman.

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:

1. A railway interlocking system comprising a plurality of railway trafiic governing devices, a plurality of stick relays, a plurality of contacts each of which is open except when manually held closed, a plurality of second contacts each of circuit for each of said stick relays controlled by one of said second contacts, means controlled by each of said stick relays for controlling one of said governing devices, and means controlled by each of said stick relays for preventing the control of another of said governing devices by another of said stick relays.

2'. In combination with a plurality of railway traffice governing devices, a main circuit path, a branch path for each of'said devices, a circuit for controlling each-of said devices including a corresponding branch path and said main path, an

indi'ca'tionrelay included in said main path, an indication relay included in each of said branch paths respectively, and indication means controlled by each of said indication relays.

3. ln combination with a plurality of railway trafiic governing devices, a source of current, a main circuit including said source, a plurality of branch paths, a circuit including said main circuit and one of said branch paths for controlling each of said devices respectively, indication means controlled by each of said branch paths respectively, and indication means controlled by said main circuit.

4. In combination with a stretch of railway track containing a switch, a signal, a second signal, a circuit for controlling said first signal when said switch is in a given position, a second circuit for controlling said second signal when said switch is in a second position, an indication means controlled by said first circuit, a second indication means controlled by said second circuit, and a third indication means controlled by both said first and said second circuits.

5. In combination, a polarized relay, a normal and a reverse pick-up circuit for said relay, a stick circuit for said relay includingone of its own polar contacts and an indication relay, and indication means controlled by said indication relay.

6. In combination with a stretch of railway track, a first and a second signal for governing trafiic movements in opposite directions respectively over said stretch, an approach track circuit for said first signal including a track relay, a time release having a normally closed contact as well. as a normally open contact which becomes closed upon the lapse of a measured in terval of time after said first contact opens, a manually controlled circuit for controlling said first signal, a stick relay, a pick-up circuit for said stick relay including a front contact of said approach track relay and closed only when said first signal is controlled to indicate stop, a branch path for said pick-up circuit including said normally open time release contact connected in multiple with said front contact of the approach track relay, a stick circuit for said stick relay closed only when said first signal is controlled to indicate stop, and a circuit including said normally closed time release contact and a front contact of said stick relay for controlling said second signal.

7. In combination, a railway trafiic governing device, a track section having a track circuit including a track relay, a stick relay, a contact which opens except when manually held closed, a second contact which closes except when manually held open, a pick-up circuit for said stick relay including said first contact, a stick circuit for said stick relay including said second contact and controlled by said track relay, and means controlled by said stick relay for controlling said trafiic governing device.

8. In combination, a stick relay, a control instrument, an indication device, a pick-up circuit controlled by said instrument in a given condition for energizing said relay but not said indication device, and a stick circuit for said relay controlled by said instrument in a second condition and including said device in series with said relay for controlling said device as well as said relay.

9. In combination, a stick relay, a pick-up circuit for energizing said relay, a stick circuit for said relay, an indication device, and a second relay the operating winding of which is included in said stick circuit but not in said pick-up circuit for controlling said indication device.

10. In combination, a stretch of railway track comprising a first and a second approach track section and an intermediate switch section, a track switch in said switch section, a signal adjacent one end of said switch section for governing traffic movements in a given direction over said switch, a control device for controlling said signal, a second signal adjacent the opposite end of said switch section for governing traffic movements in theopposite direction over said switch, a second control device for controlling said second signal, an approach locking relay controlled by traffic conditions in said first approach section and in said switch section as well by said first signal control device, a second approach locking relay controlled by traffic conditions in said second approach section and in said switch section as well as by said second signal controldevice, means controlled by said first approach locking relay for controlling said switch and said second signal, and means controlled by said second approach locking relay for controlling said switch and said first signal.

11. In combination, a stretch of railway track comprising a first and a second approach track section as well as a switch section one end of which adjoins an end of said first approach section and a second end of which adjoins an end of said second approach section, a track switch in said switch section, a signal adjacent said first end of said switch section for governing traffic movements from a given direction over said switch, a control device for controlling said signal, a second signal adjacent said second end of said switch section for governing trafiic movements from a second direction over said switch, a second control device for controlling said second signal, an approach locking relay controlled by traffic conditions in said first approach section and by said first signal control device, a second approach locking relay controlled by trafiic conditions in said second approach section and by said second signal control device, means controlled by said first approach locking relay for controlling said switch and said second signal, and means controlled by said second approach locking relay for controlling said switch and said first signal.

12. In combination, a section of railway track containing a switch, a signal adjacent one end of said section for governing traffic movements over said switch, a control device for controlling said signal, a second signal adjacent a second end of said section for governing traffic movements over said switch, a second control device for controlling said second signal, a stick relay having a pick-up and a stick circuit one of which is controlled by said first signal control device and the other of which is controlled by trafiic conditions in said section, a second stick relay having a pick-up and a stick circuit one of which is controlled by said second signal control device and the other of which is controlled by traffic conditions in. said section, means controlled by said first stick relay for controlling said switch and said second signal, and means controlled by said second stick relay for controlling said switch and said first signal.

13. In combination, a railway track switch, a signal for governing traffic movements over said switch, a second signal for governing traffic movements over said switch, an approach looking relay controlled by traffic conditions associated with said first signal, a second approach locking relay controlled by traffic conditions as sociated with said second signal, means controlled by said fllst approach locking relay for controlling said second signal, means controlled by said second approach locking relay for controlling said first signal, and means controlled by said first and second approach locking relays for controlling said switch.

14. In combination, a railway track switch, a signal for governing traffic movements over said switch, a second signal for governing traific movements over said switch, an approach locking relay controlled by traflic conditions associated with said first signal, a second approach locking relay controlled by traffic conditions associated with said second signal, means for clearing said first signal only if said second approach locking relay is energized, means for clearing said second signal only if said first approach locking relay is energized, and means energized for controlling said switch if and only if both said approach locking relays are energized.

15. In combination, a stretch of railway track including a switch, a signal control instrument, a second signal control instrument, an approach locking relay controlled by said first instrument and by a train in said stretch, a second approach locking relay controlled by said second instrument and by a train in said stretch, a signal controlled by said second approach locking relay and by said first instrument for governing traffic movements over said switch, a second signal controlled by said first approach locking relay and by said second instrument for governing trafiic movements over said switch, and means controlled by said first and second approach looking relays for controlling said switch.

16. In combination, a stretch of railway track including a switch, a signal control instrument, a second signal control instrument, a stick relay having a pick-up and a stick circuit one of which is controlled by said first instrument and the other of which is controlled by a train in said stretch, a second stick relay having a pick-up and a stick circuit one of which is controlled by said second instrument and the other of which is controlled by a train in said stretch, a signal controlled by said second stick relay and by said first instrument for governing trafiic movements over said switch, a second signal controlled by said first stick relay and by said second instrument for governing trafiic movements over said switch, and means controlled by said first and second stick relays for controlling said switch.

1'7. In combination, a polarized relay, a normal and a reverse pick-up circuit for said relay, a plurality of stick circuits for said relay each of which includes a polar contact of said relay, and indication means energized if and only if one of said stick circuits is energized.

18. In combination, a circuit extending between two trafiic governing relays respectively associated with the opposite ends of a section of railway track over which trafiic is to move in either direction, a current source at each end of the circuit for supplying current to said circuit but normally disconnected therefrom, a central office controlled relay associated with each end of the circuit, means governed by each central ofiice controlled relay when energized to connect the associated current source with said circuit, and signals governed by the trafiic governing relays to permit traific to move through the section in a direction determined by the end at which said circuit is supplied with current.

19. In combination, a circuit extending between two trafiic governing relays respectively associated with the opposite ends of a section of railway track over which traflic is to move in either direction and containing a track switch, a current source at each end of the circuit for supplying current to said circuit but normally disconnected therefrom, a central ofiice controlled relay associated with each end of the circuit,

means governed by each central office controlled relay when energized to connect the associated current source with said circuit, signals governed by the traffilc governing relays to permit tralfic to move through the section in a direction determined by the end at which said circuit is supplied with current, and contacts in said circuit assuming a position in accordance with the position assumed by said track switch.

20. Incombination, a stretch of track, a signal at each'e-nd of said stretch for governing the movement of traflic into said stretch from that end, a signal governing relay associated with each of said signals and when. energized permitting the associated signal to indicate proceed, another relay manually controlled from a central ofiice associated with each of said signals, a movable contact on each of said another relays, said movable contacts being connected by a partial circuit and said movable contacts if in one position connecting said partial circuit to the associated signal governing relay and if in another position connecting said partial circuit to a source of current, whereby both of said trafiic governing relays may be controlled over the same partial circuit and only one of said signal governing relays may be energized at one time.

21'. In an interlocking system for railroads, one track section having a track switch, another track section having a track switch, signal means governing trafiic in both directions over said one track section, signal means governing trafiic in both directions over said other track section, one directional stick route relay associated with said one tracksec'tion being deenergized with said signal means for said one track section cleared for traific in one direction, and means preventing the clearing of said signal means for said other track section in a direction in opposition to the direction established in said one track section, said means including said one directional stick route: relay.

22. In combination, a stretch of railway track, a signal at each end of said stretch each governing movement of traflic into said stretch, a track switch at an intermediate point in said stretch, a route wire extending from one to the other of said signals and including a contact closed only if said switch is in a position to establish a route over said stretch and connected at each end to the same terminal of a source of current, contacts at each of said signals reflecting trafiic conditions and normally included in said route wire, a route relay associated with each of said signals for controlling such signal, and manually controllable means at each route relay for substituting such route relay for the associated trafiic reflecting contacts and connecting that end of said route wire to the other terminal of said source.

23. In combination, a stretch of railway track, a signal at each end of said stretch each governing movement of trafiiic into said stretch, a track switch at an intermediate point in said stretch, a route wire extending from one to the other of said signals and including a contact closed only if said switch is in a position, to establish a route over said stretch and connected at each end to the same terminal of a source of current, a route relay associated with each of said signals for controlling such signal, and manually controllable means for each route relay for connecting that end of the route wire to the opposite terminal of said source and including the associated relay in said route wire.

24. In combination, a stretch of railway track, a signal at each end of said stretch each governing movement of traffic into said stretch, a track switch at an intermediate point in said stretch, a route wire extending from one to the other of said signals and including a contact closed only if said switch is in a position to establish a route over said stretch and connected at each end to the same terminal of a source of current, a route relay associated with each of said signals for controlling such signal, manually controllable means for each route relay for connecting that end of the route Wire to the opposite terminal of said source and including the associated relay in said route wire, and trafiic controlled contacts included in said route wire.

25. In combination; a stretch of railway track; a signal at each end of said stretch, each govern ing movement of traffic into said stretch; manual control means for each of said signals; a track switch at an intermediate point in said stretch of track; manual control means for said track switch; and a time element means for each of said signals eifective, when a train is in approach to that signal, to prevent both the response of said track switch to its manual control and the response of said other signal to its manual control means for a predetermined time after that signal having a train in approach thereto has been caused to display stop by its manual control means.

26. In combination; a stretch of railway track;

a signal at each end of said stretch, each governsaid track switch; and a time element means for each of said signals effective, when a train is in approach to a signal, to prevent both the response of said track switch to its lever and the response of said other signal to its lever for a predetermined time after the first signal has been caused to display stop by its lever.

27. In combination; a stretch of railway track; a signal at one end of said stretch governing the entrance of trafiic into said stretch from that end by indicating proceed or stop; a signal at the other end of said stretch governing the entrance of trafiic into said stretch from that end by indicating proceed or stop; a free and unlockable manual device for each of said signals, each of said manual devices so controlling its respective signal that it may always be caused to indicate stop, but can be caused to indicate proceed only when traffic conditions are proper in said stretch; and a manually controllable time measuring means associated with each of said signals, each of said time measuring means being at times effective, upon being operated, to measure ofi a predetermined time before the opposite one of said signals can be caused to indicate proceed in accordance with traffic conditions.

28. In a relay interlocking system for railroads, two opposing signals at opposite ends of a stretch of single track, a manually controlled relay for each signal; a control circuit for each signal closed only when the manually controlled relay for such signal is energized, the manually controlled relay for the opposing signal is deenergized, and the opposing signal is in its stop position; and manually controllable approach looking means adjacent each signal and effective when operated, to prevent the clearing of the opposing signal until the first signal has been in the stop position for at least a predetermined time interval provided a train was approaching said first signal within a predetermined distance when it assumed the stop position.

29. In combination, a stretch of railway track, a signal for governing traffic movements over said stretch, an electrorespo-nsive device for controlling the signal, a stick relay, a pickup circuit for said stick relay controlled by traffic conditions, a stick circuit for said stick relay controlled by said electroresponsive device, a second signal for governing trafiic movements over said stretch, and means requiring said stick relay to be energized for clearing said second signal.

30. In combination, a stretch of railway track, a track circuit for said stretch including a track relay, a signal for governing trafiic movements over said stretch, a signal relay for controlling said signal, a stick relay, a pickup circuit and a stick circuit for said stick relay one of which is controlled by said track relay and the other of which is controlled by said signal relay, a second signal for governing trafiic movements over said stretch, and means for causing said second signal to display a proceed indication only when said stick relay is energized.

31. In combination, a stretch of railway track, a track circuit for said stretch including a track relay, a signal for governing trafiic movements over said stretch, a stick relay, a manually controlled relay, a circuit including a front contact of said manually controlled relay for at times causing said signal to displaya proceed indication, a pickup and a stick circuit for said stick relay one of which is controlled by said track relay and both of which are controlled by a back contact of said manually controlled relay, a second signal for governing trafiic movements over said stretch, and means for causing said second signal to display a proceed indication only when said stick relay is energized.

32. In combination, a stretch of railway track, a signal for governing traific movements over said stretch, an electroresponsive device for controlling said signal, a second signal for governing trafiic movements over said stretch, a stick relay, a time releasing instrument, a pickup circuit and a stick circuit for said stick relay one of which is controlled by said instrument and the other of which is controlled by said electroresponsive device, and means for causing said second signal to indicate proceed efiective only when said stick relay is energized.

33. In combination, a stretch of railway track, a signal for governing traffic movements over said stretch, a signal relay for controlling said signal, a second signal for governing traffio movements over said stretch, a stick relay, a time releasing instrument, a pickup circuit and a stick circuit for said stick relay one of Which is controlled by said instrument and the other of which is controlled by said signal relay, a second signal relay, a circuit including a front contact of said stick relay for controlling said second signal relay, and a circuit including a front contact of said second signal relay for controlling said second signal.

34. In combination, a stretch of railway track, two conflicting signals for governing the movement of traffic over the stretch, manually operable means for controlling said signals, an approach locking stick relay, an energizing circuit for said stick relay closed only when one said signal is at stop, means for delaying the closing of said circuit for a predetermined time interval after said one signal is put to stop, means for cancelling said delay if there is no train approaching within a predetermined distance of said one signal, and a control circuit for energizing said other signal closed only when said stick relay is energized.

35. In combination, a stretch of railway track, two conflicting signals for governing traffic movements over said stretch, manually operable means for controlling said signals, an approach locking stick relay for each signal, an energizing circuit for each stick relay closed only when the corresponding signal is at stop, means for delaying the closing of such circuit for a predetermined time interval after the corresponding signal has been put to stop, means for cancelling said delay if there is no train approaching with in a predetermined distance of the signal, and control circuits for each of said signals closed only when the stick relay for the other signal is energized.

36. In an interlocking system for railroads, a railroad track switch, a switch machine for operating said track switch, a free and unlockable lever for controlling said switch machine, a signal for governing trafiic over said track switch, a signal lever operable manually to cause said signal to indicate clear, approach locking means preventing operation of said switch machine in response to a change in the position of said first mentioned lever if said signal indicates clear, releasing means for releasing said approach looking means a predetermined time after said signal is manually caused to indicate stop whenever a train is approaching said track switch, means automatically causing said signal to indicate stop upon the passage of a train over said track switch independently of said signal lever, and other means for immediately releasing said approach locking means when said signal is caused to be automatically put to stop, said other means being effective continuously until said signal lever is again manually governed.

37. In combination, a stretch of railway track, a signal for governing traffic movements in a given direction over said stretch, a second signal for governing traffic movements in the opposite direction over said stretch, a manually controlled relay, a control relay for said first signal controlled by track circuit conditions in said stretch, an approach locking relay associated With said first signal, a pick-up and a stick circuit for said approach locking relay one of which is controlled by a back contact of said manually controlled relay and the other of which is closed only while said first signal is controlled to indicate stop, means controlled by a front contact of said manually controlled relay and by a front contact of said control relay for controlling said first signal to display a more favorable indication than stop, and a circuit controlled by a front contact of said approach locking relay for controlling said second signal to display a more favorable indication than stop.

38. In an interlocking system for railroads, a detector section of railroad track including a track switch, means for operating said track switch, a signal for governing the movement of trafic through said detector section, manually operable means for causing said signal to indicate clear or stop, atrack relay for said detector section, a stick relay having a pick-up circuit closed in response to an operation of said manually operable means and a stick circuit including a front contact of said track relay, a circuit for controlling said signal including a contact closed only when the track relay is energized and a second contact closed only when the stick relay is energized, a lock relay which when deenergized prevents operation of the track switch, a pick-up circuit for said lock relay closed when the signal is manually put to stop if there is no train approaching within a predetermined distance oi the switch, a second pick-up circuit for said lock relay closed only when the signal has been controlled to indicate stop for at least a predetermined time interval, a third pick-up circuit for said lock relay closed when the signal indicates stop due to the release of said track relay, and a stick circuit for holding the lock relay energized until the signal is again cleared.

39. In combination, a section of railway track over which traific may move and containing a track switch, circuit portions associated with said section of track so as to extend from, one trafiic governing relay to either of two other traffie governing relays depending upon the position of the track switch, means for completing a route circuit including some of said circuit portions to thereby energize a selected trafiic governing relay, signals governed by said trainc governing relays to allow the movement of trafiic over said section, power operating means for the track switch, manual control means for controlling said power operating means, and means preventing response of said power operating means to said manual control means when a route circuit is energized.

40. In combination, a section of railway track over which traffic may move and containing a track switch, circuit portions associated with said section of track so as to extend from one trafiic governing relay to either of two other traffie governing relays depending upon the position of the track switch, means for completing a route circuit including some of said circuit portions to thereby energize a selected traiiic governing relay, signals governed by said traflic governing relays to allow the movement of trailic over said section, power operating means for the track switch, manual control means for controlling said power operating means, and means preventing initiation of said power operating means in response to said manual control means when a route circuit is energized but allowing the continuation of an operation already initiated.

41. In combination, a section of railway track containing a track switch and over which traffic may move in either direction, circuit portions associated with said section of track so as to extend from one traific governing relay to either of two other traffic governing relays depending upon the position of the track switch, means for energizing selected ones of said traffic governing relays by completing circuits including some of said circuit portions, signals governed by said trafiic governing relays to allow the movement of traiiic over said section in a direction depending on the direction of current flow in said circuits for said trafiic governing relays, power operating means for the track switch, other means for controlling said power operating means, and means preventing response of said power operating means to iii said other means when any one of said traffic governing relays is energized.

42. In combination, a circuit extending between two t'rafiic governing relays respectively associated with the opposite ends of a section of railway track over which traffic may move in either direction and containing a track switch, a source of current at each end of the circuit for supplying current to said circuit, a manually controlled relay associated with each end of said circuit, means governed by each manually controlled relay when energized to connect the associated traffic governing relay with said circuit, signals governed by said traffic governing relays to allow traffic to movethrough the section in corresponding directions, contacts in said circuit assuming a position in accordance with the position assumed by the track switch, power operating means for the track switch, manually controlled means for governing the operation of said power operating means, and means preventing the response of said power operating means to said manually controlled means when one of said trafiic governing relays is energized, whereby operation of said manually controlled means while one of said traffic governing relays is energized does not affect the control of said signals.

43. In combination, a circuit extending between two trafiic governing relays respectively associated with the opposite ends of a section of railway track over which trafiic may move in either direction and containing a track switch, a source of current at each end of the circuit for supplying current to said circuit, a manually controlled relay associated with each end of said circuit, means governed by each manually controlled relay when energized to connect the associated traffic governing relay with said circuit, signals governed by said trafiic governing relay to allow traflic to move through the section in a corresponding direction, contacts in said circuit assuming a position in accordance with the position assumed by the track switch, power operating means for the track switch, manually controlled means for governing the operation of said power operating means, means preventing the response of said power operating means to said manually controlled means when one of said traffic governing relays is energized, and means allowing the response of said power operating means to said manually controlled means following the deenergization of a traflic'governing relay only at least a predetermined time thereafter if a train is approaching the track switch, whereby operation of said manually controlled means while one of said traffic governing relays is energized does not affect the control of said signals, and whereby the operation of the track switch is at times delayed following the deenergization of one of said traflic governing relays.

44. In a relay interlocking system for railroads, a track layout comprising a plurality of track sections capable of interconnection by track switches to form different tralfic routes, a signal at each end of each section for governing the movement of traffic into the section, a route relay and a manually controlled relay for each signal, a circuit network arranged as a counterpart of the track layout including a conductor for each track section and indication contacts controlled by the track switches for interconnecting said conductors to form route circuits each of which is a counterpart of a traffic route through the layout, means for energizing each route relay over the route. circuit for the route governed by the associated signal, comprising a front contact of the manually controlled relay .at the same end and a back contact of the manually controlled relay at the opposite end of said route circuit, and a control circuit for each signal including a front contact of the associated route relay.

45. In a relay interlocking system for railroads, a track layout including a plurality of track switches manually operable to form different traffic routes, indication contacts repeating the positions of the track switches, a circuit network arranged as a counterpart of the track layout and including conductors interconnected by said contacts to form route circuits corresponding to the routes established by the track switches, a route relay and a manually operable relay at each end of each route circuit, a signal at each end of each route, a control circuit for clearing each signal controlled by the corresponding manually operable relay and including the associated route relay and the route circuit for the route governed by the signal, and means rendered effective when a control circuit is closed to prevent the closing of the control circuit for a selected one of a plurality of opposing signals, the selected signal being the one at the opposite end of the route established by the track switches.

46. In combination, a railway track switch, a signal for governing trafiic movements over said switch, a manually controllable switch control de vice, a polarized switch control relay, circuits controlled by said switch control device in its normal and reverse positions for energizing said polarized switch control relay in the normal and reverse directions respectively, means controlled by said polarized switch control relay for operating said switch to its normal or its reverse position according as said switch control relay is energized in the normal or the reverse direction, a manually controllable signal control device having a normal and an operated position, a signal circuit controlled by said signal control device in its operated position and by said switch in a given position for clearing said signal, and electro-responsive means controlled by said signal control device for removing said switch control device from control of said polarized switch control relay when said signal control device is in its operated position and thereby preventing an operation of said switch control device from causing said signal to display a stop indication.

CHARLES A. BROOKS.

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