US2203916A - Railway traffic controlling apparatus - Google Patents

Description

` June 11, 1940. H.. L. LUDWIG RAILWAY TRAFFIC COIATROLLING APPARATUS Filed uy 26, 193s 6 Sheets-Sheet l June 1l, '1940. H L LUDWIG RAILWAY TRAFFIC coNTRoLLING APPARATUS Filed May 26, 1938 6 Sheets-Sheet 2 INVENTOR Haro/d HIS Jun'e l1, 1940. H. L. LUDWIG RAILWAY` TRAFFIC GONTROLLING APPARATUS 6 Sheets-Sheet 5 ATTORNEY HIS RMVWNR Filed lay 26, 1958` June 1l, 1940. H. L. LUDWIG l RAILWAY TRAFFIC CONTROLLING APPARATUS Filed May 26, 1938 6 Sheets-Sheet 4 MANNEN EL A S\ Nm-A All Tk .AANA A G Awwm 15m@ IN AN June 11, 1940. H L, LUDWIG RAlLWAY TRAFFIC CONTROLLING APPARATUS Filed lay 26, 1938 6 Sheets-Sheet 5 wMmw Ww @muv INVENTOR Harald Lada/g i HIS ATTOR N EY June Il, 1940. H, 1 LUDW|G Y 2,203,916

RAILWAY TRAFFIC CONTROLLING APPARATUS 1ML @Y 5M N ng; 24.

HIS ATTORN EY lie Patented June 11,j 1940 PATENT ori-ICE RAILWAY TRAFFIC UONTROLLING APPARATUS `tHarold L. Ludwig, Wilkinsburg, Pa., assignor to l The Union Switch c` Signal Company, Swissvale, Pa.,` a corporation of Pennsylvania i i ApplicationMay 26, 1338, Serial No. 210,235

` zo claims. (ol. stief-larry k My invention `relates `to `railway traliic con-` i trolling apparatus, and particularly to apparatus of. the type involving railway switches capable of arrangement to form various tralic routes,` and p signals for governing traffic movementsover the routes.` i One feature of my invention is the provision of means for arranging one or more main railway traic routes in an interlockingisystem, andof means responsive to traiiic conditions on the `trailing side of a switch oneach main route,

such, `for example, as occupancy by a train, for

`arranging said switchto establish a corresponding auxiliary or run-around route for succeeding traffic movements. i i

The apparatus of my invention is an improvement over that disclosed Vin the copending applications Serial No. 323,286,` filed December 3, 1928 by Lester E. Spray for Multiple control appara-` tus; Serial No. 416,061led December 23, 1929, by Howard. A. Thompson for Multiple control ,alriparatum` Serial No. 561,422, filed September `5,

,1931,` by Lester E. Spray for Multiple control apparatus; SerialNo. 118,609, ledDecernber 31,`

1936,1by John M. Pelikan for Railway trallic con- `trollingapparatus; and SerialNo. 201,740, filed April 13, 1938, by Henry S. Young for Railway trahie controlling apparatus.

I shall describe several forms of apparatus embodying my invention, and shall then point out lthe novel features thereof in claims.

In the accompanying drawings, Figs. 1 to 6, inclusive, are diagrammatic Views showing a p track layout with switches and signals, and sho-w- 3Wing control means for arranging various main and auxiliary traflic routes and for clearing the signals for the routes, in one form 0f apparatus embodying Inyinvention;` Fig, la is a diagram-` matic View showing a modification of a portion of the apparatus shown inlig.` l; Fig. loa is a diagrammatic view showinga `modiiication of a portion 'of the` apparatus shown `in; Fig.` la;

Figs; `1A toi'A, inclusive, are diagrammatic views showingthe sametracklayout as Figs. l to 6,`but

with a different signal adjacent switch 3, and withdifferent control means, in another form` similar the various relays or other devices are identiiied `by numberssuch numbers having distinguishing contact` @lV-ISE, shown in the circuit for magl net 3N in Fig. 6A, is identified by the number |55 separated by a dash from the prelix 3V which is the reference character for a ground lever by which this contact is operated'.

Referring first to` Fig. 1, a `stretch of single adjoining a stretch ofzdouble track railway on the"right. The lower rail of the single track stretch, as shown in the drawing, and the lower rail of `each track in the double track stretch are divided by insulated joints 8 `to form sections AIT, IT, 2T,1A6T, 6T, B'l'l, AlTand iT. A track transformer T having a primary winding track railway is shown at the left of the drawing 9 and a secondary winding I0 is provided` for` each track section. The primary winding Sl of each `of these transformers is constantly connected withthe terminals BX and CX of a suitable source of current, not shown in the drawings. The secondary vwinding I0 of a transformer T isco-nnected across the railsadjacent one end of each track section, and a track relay, designated by the reference character R with a preiix` comprising the reference character for the associated track section, is connected across the rails adjacent the opposite end of eachsection.`

f slow release relay ITPR is controlled a front Contact of track relay ITR.

A trackeswitch 3 is located at the junction. of the singlemtrack i stretch with the double track stretch for directing traflic movements from the single track stretch on. the facing side of this switch to the upper or lower track of the double track stretch` on the trailing side of this` switch, las shown in the drawing, according as switch 3 `occupies the normal position` in which itis shown, or occupies the reverse position. These two switch positions may also be termed rstand seconfclpositions. The upper and lower `tracks of the double track stretch are interconnected by means of a crossover track having, at one end, a power operated switch llklocated-` in. section A6T, and having, at the other end, a spring switch located in section 7T. The upper and lower tracks are also interconnected by a second crossover track having, at one end, a power operated switch 5 located in section AIT, and having, at theother end, a spring switch located in section 6T.

It will be seen` that with the track layout shown, a plurality of routes is provided having a common route endin the single-,track stretch.

Each of the switches 3, I and 5 is operated, by a -znechanism controlled by three magnetsl designated by the reference characters L, N and R' and i3, controls a polarized indication relay designated by the reference character WFR with a prex corresponding to the number oi its switch. Relay EWPR, for example, is controlled by circuit controller RL for switch 3.

A signal designated by the number I is located `adjacent the adjoining ends of sections AIT and IT, and a second signal designated by the number is located adjacent the adjoining ends of sections IT and 2T for governing traffic movements on the single track stretch toward the double track stretch. Lamps- G of these signals are for trafiic'mcveinents to section 6T, and lamps Y are for traliic movements to section 1T.

vA third signal Ii governs trafilc movements on the upper track of the double track stretch, and a fourth signal l' governs trafl'ic movements on'the lower track of the double track stretch. As shown in the drawings, each of the signals: I, 2,

l and ,l may be of the color light type, each of signals l and 2 having a green lamp G, a yellow lamp Y, and a red lamp R, while signal t has a green lamp G anda red lamp R, and signal 'I has a yellow lamp Y and a red lamp R.

Operation of the switchesand signals is controlled by a timing device orv mechanism M having a rotor I 6 which is set into-operation by an approaching train entering section AIT. Rotor I6 is equipped with a contact finger or member- It which, as shown in the drawing, is in engagement with a contact segmentIS. Rotor It also has additional Contact segmentsZll, AZI and 22. Y

Rotor l5, upon being set into operation, rotates in a direction which I shall assume to be'as shown by the arrow, and similarly rotates its contact segments IB, 22, 2li and 2 I, thereby bring- `ing these segments successively, in the order named, into engagement with the contact nger I8. Lamp'G ofV signal I will be lighted while linger It is in engagement with segment I9; lamp R will be lighted while linger I8 is in enn gagement withsegmen't 22;.1amp Y will `be lighted while ringer lli engages segment 20; red lamp R will again be lighted -whenA finger I8 engages segment 2l; and then thisk cycle of operation will begin again With the lightingof lamp G when meer i8 again nsaeessegmenw- If a car o r train enters section IT while lamp G of signal I is lighted, a relayv IGPR becomes energized, and if a car or train enters section IT while lamp Y is lighted, a second relay IYPR will become energized,

Assuming, for example, that the traiiic on the single and double track lstretches shown consists of electric cars orr trains, if a car or. train is to proceedv from the rear of signal I to section 6T, the motorman` will operate his car or train so that it will enter section IT in advance of signal Iwhile lamp G of signal I is lighted, but if the car or train is to proceed to section 7T, the Inotorman will operate it so that it will enter section IT while lamp Y of signal I is'lighted. As soon as the car or train enters section IT, relay I TR will become deenergized, causing relay IGPR or relay IYPR to become energized and to remain energized according as the car or train enters section IT while lamp G or lamp Y of signal I is lighted. l

Fig. la showsl an arrangement for controlling the energization of relays IYPR and IGPRmanually by push button circuit controllers IG, IY and IGYy instead of by the movement of a car or train into section IT as in Fig. l. Fig. laa shows a modification of the Yarrangenfient shown in Fig. la, if a lever or switch IV is used instead of the push button circuit controllers IG and IY shown in Fig. la for controlling relays IYPR and IGPR. With the arrangement of the apparatus for controlling relaysA IGPR and IYPR as shown in Figs. la and lua., the lighting circuits for signal I will be as shown in Fig. la instead vof as shown in Fig. l.

Fig 2 shows route relays for controlling operation of the switches. provided for a main traffic route toA section 6T over switches 3 and 4 normal. Av secondr route.

relay is provided for an auxiliary-trahie route associated with this main traflic route, to section 6T over switches 3 and 5 reversed. A third route relay is provided for a V,second main traffic route to section TT over switch 3 reversed and 5 norvmal. A fourth route relay is rprovidedfor a second auxiliary traffic route associated with Vthe second main traffic route, tosection'` IT over switch 3 normal and switch 4 reversed.; The route relays are controlled, inpart, by

relays IGPR and IYPR. Hence, when relay a' One such route relay is,

IGPR or relay IYPR becomes energized due to a train entering section IT, a corresponding'route relay will become energized for arranging the switches in the positions necessary for a corresponding route.

In Fig. 3, circuits are shown .for twol slow pickv up time element relays ATE and MTE. Energization of either of these relaysis caused byL a car or train which has proceeded beyond or in advance oi switch 3 and occupies section BIT or AST on the trailing side of this switch.

if a first car or train occupies section B'IT or section AST long enough for relay ATE or MTE, respectively, to pick up, a route relay for a corresponding auxiliary route will become energized,

and a second car or train having thesame destination as the first car or train will pass signals I Vand 2, as did the-first train, with the Y lamps4 or the G lamps,` respectively, ofsignals I and 2 lighted, but proceeding over the correspondingy anl approaching car `or` train for controlling switches 3, 4 and 5 in accordance with the route the car ortrain is totake, as determined by the motormans operation of the car or train for passing signal I,

. In Fig. 6, circuits are shown for controlling the switchmagnets N, R and L, which are shown also in Fig. 1, for switches 3, 4 and 5.

` Referring `now to Figs. LA` to '7Asignal V2,

shown in Fig. lA, comprises two groups of lamps 2A. and 2B instead of only one group as in-Fig,1. `Grreen lamp G `of signal I is for` traflic moyewhereas lamp `G of group 2A of signal 2is `for the` auxiliary tralilcroute over switch 3 inoits `of the lower group 2B of signal 2 is for the main `normal position and switch 4 reversed. Lamp G `trailic `route over switches 3 and 4 inthe normal position, and yellow lamp Y of thelower group. 2B

`of signal 2 is for the auxiliary route `over switches 3` and 5 reversed.

, Two additional relays IGRPRand IYRPR are shown in Fig. 1A, controlled by contact segments 2I and 22, respectively, of device M. Relays IGPR `and IYPR are here controlled by segments `IS and, 20, respectively, as in Fig- `1, but are controllel'l` differently by other means. 1 i l Y `Ground levers, designated by the reference characters 3V, 4V and 5V, are shown in Fig.` 1A for `controlling the switches locally if desired.

,The `main differences between the Figs. `2A to 7A, inclusive, and Figs. 2te 6, inclusive, are that: In Fig. 3A, two additional relays ATER and M'IER are provided, and relays ATE and MTE are controlled by the additional relays through circuits otherwise similar to the circuits in 3;`con,'t`acts of the ground levers 3V, 4V and 5V` are used in the circuits shown in Figs'. 4A and 6A; and Fig. '7A shows the control of an additional relay ZPBSR. The purpose of relay ZPBSR is `and IRTE for controlling relays IGPR, IYPR,

`IG'RPR and IYRPR. Fig. 2Aa shows a modification of the arrangement shown in Fig. 2A, ne-

l cessitated by the changes shown in Fig. lAa from thearrangement shown in Fig. 1A.

Having described, in general, the arrangement and `operation of various forms of apparatus embodying my invention, I shall now trace in detail the operation oi the apparatus.

As shown in the drawings, all parts ofthe apparatus are in the normal condition, that is, the various track sections are unoccupied, and hence the track relays and relay ITPR are ener,-

1" gized; the switches are in a first or normal position; the signals shown in Figs. 1, 1a, and lAa are unlighted, whereas in Fig. 1A the G lamp of signal I is lighted and the `R lamps of signal 2y are` lighted; devices M are deenergized; `relays EHR and IHR are energized; switch indication relays` BWPR, IIWPR and SWPR are energized in the normal direction; all other relays and `the switch magnets are deenergized; and all levers and push buttons are in their normal positions. 1 `I shall rst trace the operation of the form of apparatus shownin Figs. l` to 6,` inclusive.`

With circuit` controller RLof switch 3 in the normal position, control winding 23 of switch indication relay `SWPR is energized in the `normal direction; local `winding 240i this relay is constantly `connected to terminals `BX and CX, and is `therefore .constantly energized; and hence the polar contacts" or relay 3WPRare closed in the normal position. Relays 4WPR and 5WPR are similarly energized.

With track relay ITR energized, the slow release repeater relay ITPR isI energized by a circuit including lrontcontacty II` of track relay As shown in` Fig. 4 of the drawings, relays `lil-IR. and. II-IR are' normally energized. Relay `GHR is energized by a` circuit passing from terminal BX, lthrough contact 4WPR-25, contact vFiWPR 29 in multiple `with a branch path which includes series, and the circuit then passing' through `contacts 3R5RR-30 and. STR-43|, `and the winding of relay GHR to terminal CX. Relay 'IHR is energized by a circuit passing from terminal BX, through `contact 5WPR-32, contact `fiWPlr't--Si in multiplewith a paththrough contacts `ITRf-S and ASTE-34 in series, and the circuit `then passing through contacts 3N4RR-3I and TTR- 3`I,'and thewinding of4 relay THR to terminal CX.

I shall assume that a car` enters the approach section AIT, and that` this car is to take the main route over switches 3 and 4 in the normal positions, in which they are shown,` to section 6T. When the car enters `section AIT, device M becomes energized by a circuit passing froml terminal BX, through contacts AITR-I4 and 2TH.-

I5, and rotor IB to terminal CX. .at` the same time, lamp G of signal I becomes lighted by a circuit passing from terminal BX through contacts MTR-I4, 2TR-I5, and ITPR-QI'I, fmger I8 and contact segment I9 of device M, front point of contact ITRf-BB,` and lamp G of signal I to terminal CX.

If the car occupies section AIT for a suicient periodoi time beforefentering section IT, device M will move segment I9 out of engagement with contactnger I8, and will move segment 22 into engagement with linger I8; engagement with segment 22, red lamp R of sig- With finger I8 in` nal` I will become lighted by a circuit passing from terminal BX, through contacts AITRF-M,

` ZTR-JE, and ITPRffI'I, iinger IB in engagement withsegment 22, contacts ITB-f4() and ETR-4I, and lamp R to terminal CX. As device M is operated further, segment v22 leaves finger I8, and segment` 2l] vengages finger I8, causing a circuit to be completed for lighting lamp Y of signal I, this circuit passing from terminal BX, through contactsAITR-I4, 2TR--I5, and ITPR--I'L finger IB, segment 20, the front point of contact ITR--42, and lamp Y of signal I to terminal CX. As mechanism M is operated still further, segment 2i! leaves finger I8, and segment 2 I' engages ngeryl, causing red lamp R to again become lighted by a circuit which is the same as the circuit previously traced for this lamp except that contact segment 2l instead of segment `22 now engagesI finger I8.

Since I have assumed that the car is to take the main route over switches 3 and 4 in the nori mal positions,` the motorman will move the car past signall while signal I is displaying the green 75% indication. Relay TR will therefore becornede'- energized, thereby opening, at the front point of contact ITB-38, the circuit for lamp G of signal i, and completing, at contact ITB- 40, a third circuit for lighting lamp R, this circuit passing `from terminal BX, through contact AIA'I'Ri--a back point of contact lTR-flll, contact 2TR-M, andl lamp R to terminal CX.

Relay lTR, upon becoming deenergzed, also completes a pick-up. circuit for energizing relay EGPR, this circuit following the path previously traced for green lamp G of signal Il as far as segment I9 oi device M, and then passing through the back point of contact ITR38, and the Winding of relay IGPR to terminal CX. Relay IGPR, upon becoming energized, completes its stick circuit passing from terminal BX, through contact VTR-lit', contact 44 of relay IGPR, andthe winding oi relay IGPR to terminal CX. The pick-up circuit for relay l GPR will be opened as f soon as slow release relay lTPR has opened its contact lTPR-Il, but relay IGPR will than remain energized *by its stick circuit.

Device M will be de'energized as soon as the car leaves section AIT, permitting contact AiTRe--Ili to open.

With relay lGPR energizedroute relay illNlNR, shown in Fig. 2, will become energized by a circuit passing from terminal BX, through contacts EHR-flitTR--KL EGFR- 48, the iront point of contact AiiTR-, and MTE-50, and the wind# ing of relay SNANR to terminal CX. Relay SNdNR, upon becoming energized, will complete its stick circuit passing from terminal BX,

contacts 38E- 58 and 3NNR-59, and the Wind--l ing of relay IiNSR to terminal CX` Switch magnet 3N, shown in Fig. 6, will now be` energized by a circuit passing from terminal become and magnet 3N to terminal CX. Switch magnet fiN will also be energized by its circuit passing from terminal BX, through contact iNSRn-SS, and magnet 3N to terminal CX. Since switches 3 and ll are already in their normal positions, the energization `of ymagnets 3N and 4NV causes no change in the positions of these switches.

Signal control relay EHR, shown in Fig. 4, will now 4be energized by a circuit passing from terminal BX, through contact SSR-64, lcontacts BWPR--B and WPR- each closed in the left-hand position, contacts 3N4NR-63 and TTR-l2, and the winding of relay ZHR to terminal CX. When relay 'ZI-IR becomes energized, lamp G of signal 2 Vbecomes lighted lby a circuit passing from terminal BX, through contact i'TR-l iront point of contact ZHRf-M, contact GPR-i5, and lamp G of signal 2 to ter-A minal CX. f

When the car passes-signal 2, relay 2TR will deenergized', permitting its contact 2.'IR.-|Ei` to open the circuit previously 'traced for -device M, thereby perventing device M. from beiing energized by a following car entering section AITR whilev the rst car occupies. section 2T. When relay ZTR 'becomes deenergized, its contact ZTRf-'IZ opens the circuit traced for relay ZHR which then at the front point of its contact 2BR-14, opens the circuit traced for lamp G. of signal Ewand, at the back point of this contact completes a circuit for lighting lamp R ot signal 2, this circuit passing from terminal BX. through contact ITR. 13, back -polnt of Contact 2BR-14, and lamp R to terminal CX. At the same time,.contact ZTR-i'l opens in the pick-up circuits for the route relays shown in Fig. 2, thus. preventing energization of the pick-up cir;

cuit for any ofv these relays as long asv thecaroccupies section 2T. RelayiTR, upon becoming deenergized., opens the pick-up circuit previously traced for relay SSR, but, through the back point of its contact 2TR-54, closes a stick` `circuit for this relay, passing from terminal BX,

through the back point oi contact 2TR54, contactV 5E of rela-y ESR, and the winding oi relay 'SSR to terminal CX. Relay 3SR Will therefore remain energized by itsY stick circuits While the car occupies section 2T.

Relay 2TR, upon becoming deenergized, completes a fourth circuit fcrlightinglamp R of signal l, this circuit being the same as the third circuit, previously traced, except including the back point of Contact ETR- dl instead'of contact TRMMI. Relay 2TH, upon becoming deenergized, alsocompletes a circuit for lighting lamp G of signal V6, this circuit passing from terminal BX, through Contact TR-JH, contact 3WPR-l8 closed in the leit-hand position, front point of contact SHR-Bil, and lamp G of signal 6 to tel minal, CX. Relay 2TR also, upon becoming deenergized, closes a second stick circuit for relay NfiilR, which is the saine as the stick circuit previously traced for this relay except including contactfZTR-EZ instead of contact lTR-SL .When the car enters section AT, relay ASTR becomes deenergized, opening the pick-up circuit previously traced for relay `4NSR,but closing the lstickcircuit for this relay, passing from terniinal' BX, through the back point of contact .MTR-51, contact 6D of relay GNSR, and the winding of relay LiNSR to terminal CX. Deenerglzation of relay ABTR also closes a second circuit fory lighting'lanip G to signal 6, this circuit if v passing from` terminal BX, through contact ASTR-l front point of contact GHR-Bil, and lamp G of signal 6 to terminal CX. Deenergization" of relay ASTR also closes a circuit for energizing slow" pick-up relay MTE, but'if the carenters section GT soon enough, this circuit will iberpened before relay MTE closes its front conac s.

I shall next assume that a iirst car goes into section ABT and then stops to let a following car pass around it by means of the auxiliary route including switches 3 and `5` reversed. With the car occupying section AtT, the circuit is completed for energizing slow pick-up relay MTE,

this circuit passingv from terminal BX, through iii) `SltRR, upon` becoming energized, completes a circuit for energizing switch stick` relay SRSR,

shown in Fign5, this circuit passing from terminal` BX, through the front point of contact B'lTR-,

contacts BSR-953, and 3R5RR-9 i, and the winding `of relay .'iRSR to terminal CX.

`With relay BRERR energized,` `a circuit will be completed for` energizing magnet 3R shown `in Fig. 6, this circuit `passing from terminal BX, through contacts-sRf-Bl and'SRlRR-M, and magnet 3R to terminal CX.` At the same time, a Circuit willbe completedfor energizing magnet 3L, this circuit passing from terminal BX through gized, causingwmagnet 3L to beenergized by a contact SRSRf-Iband magnet 5R to terminal second circuit including `contact SWPR-lll.

`Energization of relay `SRSR completes a cirl cuit for energizing magnet 5R shown in Fig. 6,

this circuit `passing from terminal BX, through' CX. `At the same time,-.magnet15L becomes energized by a circuit passing from terminal BX, through contact 5RSRI0|, contact 5WPR|03 closed inthe left-hand position, ,and magnet `5L to terminal CX. Switch 5 will therefore also `be operated toits reverse position, and indication relay 5WPR` will then become energized in the reverse direction similarly torelay 3WPR, thus opening, at its contact,5WPR-I03, the circuit for magnet 5L.` l l With relays SWPR and SWPR now energized in the reverse direction, a second circuit will be completed for energizing relay `2I-IR, this circuit passing from terminal BX, through contact SSR-64, contact 3WPR-65 `closed inthe right` hand position, contact `SWPR--l closed in the right-hand position, contacts 3R5RR-69 and ETR-,$12,` and the winding of relay 2I-lR toterminalCX. Greenlamp Gof signal 2 will .therefore become lighted as soon as a second car enters `section IT, the circuit for lighting lamp G being relay EHR which then becomes deenergized.`

f With relay `ZHR deenergized, a third car would cause the red lamp of signal 2 to be its circuit` previously traced. l

l lighted by With relay EWPR energized in the reverse ydi-` rection, the circuits previously traced for energizing relay 'IHR are open; at Contact 5WPR-32, and hence, upon the deenergization of relay 2TR,

alcircuit is completed for lighting lamp `Rbot signal latins] circuit `passing from terminal` BX,`

through contact ZTR-l-"Hfcontact 3WPR-"I8 closed in theright handlposition,` back point of contact IHR- IDL and lamp fR of signal 'I to terminalCX.

When the second car enters `section B'IT, relay BTTR becomes deenergized, thereby opening the pick-up circuit traced for relay ERSR, but completing astick circuit for this relay, passing from terminal BX, through the back point of contact B'lTR-Bmcontact 93 of relay SRSR, and the winding of relay ERSR to terminal CX. Upon the deenergization of relay B1'IR,'a second circuit is` completed; for lighting lamp R of signal l, `this `circuit passing Vfrom terminal BX, through contact B'lTR'-|5, back point of contact 1I1R l'l, and lamp R of signal 'l to terminal CX.

` `I shall now assumethat al1 parts of the apparatus have been again returned to thef normal conditions shown in the drawings, and that a car arriving` onlsectionfAlT is to takethe second main route `over switch 3 reversed and switch y5 in its normal position. The motorman will therefore move this car into section l while lamp Y oflsignal l is`lighted. Relay IYPR will therefore become energized by a circuit which is the same as the circuit previously traced for lamp l Y `of signal l asI far` as contact segment 20 of device M, and thence passing through the back.`

point of` contact l'I'R,"-ll2,` and the winding of relay IYPR to terminal CX. `Relay IYPR will then complete its stickcircuit, passing from terminal BX, through contact I Tft-A3, contact 45 of relay IYPR, and the winding of relay `IYPRl to terminal CX.

With `relay IYPR energized, a circuitwill be completed `for energizing route relay 3R5NR, this circuit passing from terminal BX, through contacts 2HE-46, Z'I'RF-M and IYPR-l08, front point of contact BlTR-`|09, contact ATEL-H0, and the winding of relaySRENR to terminal CX. This relayfupon becomingenergized, completes `its stick circuit passing from terminal BX,

through contactv lTR-Shfcontact III of relay 3R5NR, andthe winding `of relay 3R5NR to terminal CX. t As previously described, relay SSR, shown in Fig. 5,'becomes `energized when the car enters section IT. A circuit will now be complete for energizing switch stick relay SNSR, this circuit passingfrom terminalBX, through the front point of Contact B'I'IR--89,` contacts SSR- .lill` and 3R5NR-||2, and the winding of relay ENSR to terminal CX. 1

With relay 3R5NR energized, a second circuit will be 1 completed for energizing magnet 3R, which is the sameyas the circuit previously traced except that it includes contact 3R5NR-Il4 instead `of contact 3R5RR-94. Magnet 3L `will also be energized by a thirdcircuit which is the same as the rst circuit previously traced for this magnet except including contact 3R5NR-96 instead of contact 3R5RR-95. `Switch 3 will therefore be operated to the reverse position, causing relay SWPR to be energized in the reverse di-` rection. AMagnet 5N will now be energized by a circuit passing; from terminal BX, through the` front point; of., contact 5NSR-|02, and magnet 5N to terminal CX.` Switch 5 willtherefore remain in the normal position. l

With switch 3 inthe reverse position and switch 5 in the normal` position, althird circuit will be completed for` energizing relay `ZHR, `this circuit passing from` terminal BX, through contact 3SR-4,contact 3WPR65 closed in the righthancl position, contact 5WPRf-61 closed in `the left-hand4 position, contacts` 3R5NR-10g and ETR-11:2, andthe winding vo relay .2l-IR to rterminalCX. `With .the car yoccupying section IT, lamp Y of signal 2 will then become lighted by a circuit passing from terminal BX, through contact 1TB-J3, front :point of contact 2BR- 14, contact `IYPR-"Iii, and lamp Y to terminal CX. rWhen the car Aenters section 2T, lamp Y of signal --'I will become lighted by a circuit passing from terminal through contact ZTR-I'I, contact BWPR-IB closed in the right hand position, iront point of `contact 'IHR-401, and lain-p .of signal 1 to terminal CX.

When the car ente-rs section BIT, a second circuit -will be completed for lighting lamp Y of signal "l, :passing fiom terminal BX, through contact BII'R-I ll5 front point of contact 'I'HR- lill, and ylamp Y ,of signal 'I to terminal CX. If the car should stay long enough in section BTT, a `second ,auxiliary route, including ,switch 3 in its normal position and switch Il in its reverse position, would -be arranged similarly tothe manner in -which theauxiliary route, including switch 3 reversed -a-nd switch 5 reversed, becomes arranged as previously described when a car occupies section AST a given measuredperiod of time.

`When 'the car enters section A'lT, a third circuit will ybe completed for lighting lamp Y of signal l, which is the same as the second circuit previously traced for lighting thisvlainpexcept that it includes Contact A'ITR-Ill instead of contact B'ITR-:Iil A 4stick circuit will now also be completed for relay 5NSR, passing from terminal BX, through contact AlTR--QZ, contact I I3 of relay .5NSR, and the windingof relay BNSR to terminal CX. l

As previously pointed out, route relays lGPR' and. YPR 4may be controlled manually by means ci vpush button circuit controllers as .shown in Fig. la, Aorlbyrneans of a lever or switch as shown in Fig. laa, instead of by the timing device M and the `movement of lthe car into section IT as in Fig. 1. f

If, with the Yapparatus shown in Fig. la, a car vis to move over the main route, including switches 3 andll yin their normal positions, or over the associated auxiliary route, including switches 3 and 5in fthereverse positions, a leverfman or trainman will rdepress the Ipush button -circuit controller lzG, thereby completing a ypick-up circuit for relay IGPR, passing from terminal BX, through conn tacts AlTR-Il and IG, lconductor II'I, Contact IIE of relay-IYPR, winding of relay IGPR,` and circuit controller lGY to terminal CX. Relay lGPR, upon becoming energized, completes its stick circuit passing `from terminal BX, through contact AITRHIIS, conductor IIt, contact |22 or relay IGPR, winding of relay IGPR, and circuit '.controller '.IGY to terminal CX. It will be noted .that relay VIGPR doesnot become energized by the closing of circuit .controller vIG until a car 4has :arrived in' section AIT, causing Contact AITR-I I5 to become closed due to the deenergization of relay AITR.`

Withrelay AITR deenergized and relay IGFR energized, a circuit will be completed for lighting lamp G of signal I as shown in Fig. la., this cil? cuit :passing from terminal BX, through contact AITR-229, front point of contact IGPR-Z,

` shown in Fig. la, a car is to go over the second main route with switch-3 reversed and switch 5 in the normal position, a levermanfor trainman will depress `circuit controller IY, completing a circuit for energizing relay VIYPR, passing from terminal BX, through contact AITR-Il, circuit controller IY, conductor IIQ, contact I2Il of relay IGPR, winding of relay IYPR, and circuit controller IGY to terminal CX. `vRelay IYPR, upon becoming energized, completes its stick circuit, passing from .terminal BX, through contact AITR-I I5, conductor .I I6, contact I2I of relay IYPR, Winding of relay IYPR, and circuit controller IGY to vterminal CX. The yellow lamp of signal I will then be lighted 'loy a circuit passing from terminal BX, through `contact MTR-223, back point of contact IGPR--ZBIL` .thereby opening the stick circuit for relay IYPR or relay IGPR, whichever is energized.

- If, instead of push button circuit controllers IG andIY shown in Fig. la, a lever or switch IV as shown in Fig. laa is used, a trainman or leverman, i-n order to complete ythe pick-11p lcircuit for .relay IGPR between contactAITR--I I5 land conductor I I'I, will move lever IV to the left, closing contact I23 lin its left-hand position, or in order to 'complete .the pick-up circuit for relay IYPR between contact, AITRf-I I5 .and conductor I I 9,

the leverman or trainman will move lever iV -tov the right, closing contact |23 of lever IV in. the right-,hand position.` The res't of the apparatus will .then operate as described in connection with Fig. :1a.

I shall now describe the operation of the form of apparatus shown in Figs. 1A to 7A, inclusive.

.Switch indication relays SWPR, 4WPR and SWPR, and signal control relays GHR and 'IHR are here normally energized similarly to the manner described for Figs. 1 to 6, inclusive.

With ,timing device M in the position shown in Fig. 1A, lamp G of signal I is lighted by a circuit passing from terminal BX, through contact finger I8 and segment I9 of device M, and lamp G of signal I to terminal CX. Lamp R of the upper group 2A of signal 2 is lighted by a ycircuit passing from terminal BX, through the back point of contact EHR-|24, and lamp R of group 2A to terminal CX.` Lamp R ofy group 2B'of signal 2 is also lighted by a circuit passing from terminal BX, through the back point of contact 2HRf-I26, and lamp R of group 2B to terminal CX.

The circuit by which `relay EHR is energized passes from terminal BX, through' contact EaWPRfI 29 lin multiple with contact AITR-I28, and then passing through contacts RRR--ISU and ETR-43h and the winding of relay {SI-IR to terminal CX. The circuit by which relay IHR is energized passes `from terminal BX, through Contact IlWPR-IBS in multiple with contact ,MTR-432, andthen passing through contacts 3N4RR-l3ll andy TTR-|35, `and the winding of relay 'II-IR to terminal CX.

I shall assume that a. car enters section AIT, and that this car is to proceed over the second main route, including switch 3 reversed and switch 5 in its normal position, to section 1T.

With `the car .occupying section AIT, device M l nal BX,

will be operated bya circuit passing from termithrough contacts MTR-I4 and I 'I'Rf-IBS, anddevice M to terminalCX. l

Device M will therefore rotate segments I9, 2|), Zland 22 so that afterva `brief period of time, segment III will move out of l engagement with nger I8 and segment 22 will come into engagementwith nger IR, completinga circuit for relay IYRPR. With relay IYRPR thus energized, lampR of signal I will be lighted by a circuit passing from terminal BX, through contact |39 of relay IYRPR,\and lamp R to terminal CX. As dei/ice M rotates still further, segment 22 will leave finger I8 and segment 20 Willthen lcome into engagement with contact nger I8, completing a circuit for lighting lamp Y of signal I, passing from terminal BX, through `contact iinger I8, segment 20, back point of contact 2PBSR--I3B,

`and lamp `Y to terminal CX. #As device M ro* tates `still further, segment 20 wil-l leave iinger I8 and seg-ment 2l will come into engagement with `finger I 8, completing a `'circuit for relay IGRPR. Relay IGRPR, upon 4resorting ener- 25 gized, completes a circuit for again lighting lamp R of signal I, this circuit passing `from termin-al BX, through contact |31 of relay IGRPR, *and lamp R to terminal CX.` `Asdevice M rotates still further, segment I9` again engages iinger I8, and the cycle of operations `just described is repeated.

Since the car is to `proceed over the `second main route with switch reversed and switch 5 `in the normal position, `the motorman will move his car past signal I while lamp Y of signal I` is lighted. The car, `upon entering section IT,

causes relay ITR to become deenergized, which permits its contact I'IR-IBG to open, and thereby stop the operation of` device M.

`Since the car hasentered section IT while lamp Y of signal I is lighted, contact nger IB is `engaging segment'll, and hence a circuit isynow completed for energizing relay IYPR, this circuit passing from terminal BX, through finger I8,

segment 20, conductor |40, back point of contact MI of relay "IYRPR, Contact |42 of relay IGPR, contact ITR`I43, and winding `of relay IYPR to terminal CX. With relay I YPR energized, a circuit is: completed for energizing relay 3R5NR,` ,shown in Fig. 2A, this circuit passing `from terminal BX, through` contacts 2TR-I44` and QYPRMS, front point of contact Arma-|46, contacts ATEL-141, `A'I'El'xf--I/t, 3N4RRf-I5IL SNIINRf-ISI, and the winding of relay 3R5NR to terminal CX. With` relay 3R5NR energized.

switch ustick relay 5NSR,lshown in Fig. 5A,-will become energized by a` circuit passing from ter` minalBX, through the front point `of contact ATTE-m3, contact 3R5NR-'I54Qand the winding of relay ENSR to terminal CX. l

Switch magnet 3R, shown in Fig. 6A,will`be energized by a circuit passing from terminaIBX; through contacts 3V- ISB and 3R5NR-I5'I, and

magnet 3R to terminalCX. At the same time, magnet iLwill be energized by a circuit passing from terminal BX, throughcontacts liv-|56 and 3R5NRf-I5L contact SWPR-IEB closed in the left-hand position, and magnet` 3L to terminal CX. Switch 3 will therefore be operated tothe reverse position, causing relay BWPR to become energized in the reverse direction. With relay ENSRenergized, switch magnet 5N will` be energized by a circuit passing from terminal BX, through contactsV-IGU and ENSR-IBI, and magnet 5N to terminal CX. l

Signal control relay ZHR will now `be energized by a circuit passing from terminal BX, through contact 3V-I62, Contact 3WPR`II53 closed in ythe right-hand position, contact 5V-I6II, contact 5WPR-X-I65 closed in the left-hand position, contacts 5NSR--IG6, BRENRA-Itl and 2'IR--I'I2, andthe winding of `relay ZHR to terminal CX. With `relay 2HR` energized, lamp Y of upper group 2A of signal 2 will be lighted by a circuit passing from terminal BX, through the front point of contact` 2HR`-IZ4, front point ofcontact `IYPlt-IZS, contact `3R5Nl'f-II3, and lamp Y of `group 2A to terminal CX. Also, with relay 2HLRl from terminal BX, `through contact ETR-|14, V

contact LIWPRf-I'I` closed in the right-hand position, contact 5WPRf--I'I"I, the front point of contact 'IHRf-,-I'I8, and lamp Y oi signal 'I to terminal CX.

When the car enters section A'IT, a second, circuit for lightinglamp Y of signal l will be closed, passing froml `terminal` BX, `through contacts AT'IR-I-I'I and 5WPR-I'I'I, front point of conn tact` 7HR-I"I, "and lamp Y of si`gr1a1"l` to tel'- minalV CX. f l When thecar leaves section 2T,ythe second* stick` circuit traced for relay SRENR is opened at contact *TFR/ 233, causing relay SRSNR to be come deenergized `because its :tirststick circuit is already open at contact 2HE-232 and its pick-up circuit is` open at the front point ci contact A'ITR-Ill. l

1 shall assume that all parts of the apparatus lare again in the normal condition, and that a car `againenters the second `main route but stops in section A'IT. With the` car in section` A1T,` a

`circuit is completed forenergizing relay ATER, shownV in Fig. 3A, this `circuit,passing from terminal BX, through contacts 'ITRf-IIB and A'ITR--IIL and the winding of relay ATER to terminal CX. Upon the energization of -relay`y ATER, a circuit is completed for energizing slow` pick-up relay ATE,` which is the same as the cir` cuit` traced` for relay A'IZERas far as contact A'ITPV-Ilm and then passing through contact IBI of relay ATER, and the winding of `relay ATE to terminal CX. l V l Relay ATE will thenopenits back contacta, and, upon the lapse of a measured period of time,` willclose its iront contacts,`oausing a circuitto "be completed for the auxiliary route relay 3N4RR when a following `car energizes relay IYPR, this circuitpassing from terminal BX, through contacts ZTRf-I 44 and IYPR I tback point of contact ATTE-IMIS, contacts ATE-,m2, Atm-|83,

and 2PBSR--I 88, land the winding of relay 3N4RR to.I terminal CX. With ,relay` BNARR energized, the stick relay IIRSR shown inFig. 5A willbe-` come energized by its pick-up circuitnpassing from terminal BX, through the `front point of Contact ABTR-ISIL contact iNdRR--ISL and the winding of relay RSR to terminal CX. o Magnet 3N, shown in Fig. 6A, will now be ener*` ",gized,` bya circuit passing from terminal BX,

throughcontacts 3V-I56 and 3N4RR-I93, and

magnet '3N to terminal CX. Magnet 3L is now energized by a circuit passing from terminal BX, through contacts Sli-E56 and 3NRR-Ill3, contact RWPR-I t closed inthe right hand position, and magnet 3L to terminal CX; With magnets 3N and 3L energized, switch 3 will be operated to the normal position, With relay ARSR energized,` magnet dR will be energized by a circuit passing from terminal BX, through contacts minal CX. At ythe sainev time, magnet L willv be energized by a circuit passing from terminal BX, through contacts lV-l M and tRSR--I 95, contact WFM-i381 closed in the lefthand position, and

"1 magnet @L tc terminal CX. With magnets 4R and EL energized, switch llwill be operated by f its mechanism to'. the reverse position, and relay minal CX.

WPR will then become energized in the reverse direction.'

Relay 2li-IR will now become energized by a circuit passing from terminal BX, through contact EV-ISQ, contact WPR-Il closed in the normal position. to the left, Contact lV-|58, contact `llWPRl69 closed in the reverse position to the right, contacts RSR-lll), SNllRReil'I and ZTR- VIZ, and they Winding of relay ZI-IR to terminal CX. With relay EHR energized, lamp G of the upper group 2A of signal 2 will now become lighted by a circuit passing from terminal BX, through the front point of contact 2HR.-I2, front point of contact IYPR-i25, contact 3N4RR-I98, and lamp G of group. 2A to ter- I shall next assume that all parts of the ap paratus are again returned to the normal condition. and that a car moving over the second main traiic route stops in section AlT, and that it is desired to let a second car follow this car-into lamp R of signal l.

section A'IT so that a third car can run around both the first and second cars over switch 3 in the normal position and switch 4 in the reverse positie-nto section TIT. Therefore, after the rst car has entered section AIT and the second car rhas entered sectionv IT, a trainman vor leverman will depress push button 2PB, causing a pick-up circuit to be completed for relay EPBSR shown in Fig. 7A. Relay ZPBSR will be retained in the` energized position, as long as the vsecond .car is in section IT, by a circuit passing from terminal BX, through contact ITR--IML Contact '20B' of relay ZPBSR, and the winding of relay EPCBSR l to terminal CX.

Whenrelay ZPBSR becomes energized, it opens the circuit for lamp Y of signal I at the back point of contact EPBSR--I38, and, at the front point of this contact, closes a third circuit for Relay ZPBSR, upon becoming energized, also opens the circuits for` relay NARR at its contact 2PBSR--I83, thus preventing relay ENtRR from being energized duel to occupancy of section A'lT by the irst car. With relay 2PBSR energized, a second circuit will be completed for energizing relay RNR, this circuit passing from terminal BX, through contact ETR-IM; contact IYPR-Ill, back point of contact A'ITR-Iddcontact ZPBS-R-JML contacts "NlRR-#Ill and 3N4NR-I5I, andthe winding of relay 3R5NR to terminal CX. 'I'he route will therefore be arranged for the second car, as previously described for the rst car, to proceed'into section A'IT.

When the second car leaves section IT, relay ITR will ibecome energized, thereby opening the stick circuit for relay ZP'BSR and causing this auxiliary route, including switch 3 in the normal position and switch 4 in the reverse position, will now be arranged, as previously described, for the third car.

Aspreviously stated, ground lever 3V, 6V and operating each of these switches individually, if desired. As anexample ci the operation of the switches under control of one of these ground levers, I shall assume that switch 3 is to be thus operated to its reverse position. A trainman or other operator will therefore'move lever 3V to the reverse position, opening its` normally vclosed contact 3V--I56 Vin the circuits for `the switch magnets, but closing its Contact 3V-228 and thereby completing a circuit for magnet 3R shown in Fig. 6A, this circuit passing from terminal BX, through contact 3V-228, and magnet 3R to terminal C'X. At theY same time, magnet 3L will be energized by a circuit passing from terminal BX, through Contact 3V-228, contact SWPRf--I 58 closed in the left-hand position, andy magnet 3L to terminal CX. With magnets 3R 5V, shown in Fig. 1A, arefor the purpose of Y and 3L energized, the mechanism ofA switch 3 will move this switch to the rreverse position.

With the apparatus of Fig. 1A 4modified as shown in Fig. lAa, a car, upon entering section AIT, completesa circuit for energizing relay IYTE. passing from terminal BX, through contacts AITR-ZDL ITE-282, IRTEFZUB, IYPR- 2M, iGPR--205, back point of contact IYRPR- 20S, and the winding of `.relay IYTE to terminal CX. `vUpon the lapse of a measured period of time, characteristic of relay IYTEl, this relay Contact 269 of relay IYPR, contact ZIIl of relay IGPR, and winding of relay IYPR to terminal CX. `With relay IYPR thus energized While `a car occupies section AIT, lamp Y of signal I will be lighted as shown in Fig. lAa, by a circuit passing from terminal BX, through contact ITR-ZILl front point of contact'IYPR-VZIZ,-

back point of contact 2PBSR-2I3, and lamp Y of signal I to terminal CX. Relay IYPR, upon becoming energized, opens the circuit for relay IYTlil at Contact IYPR--2IM- A circuit is then completed for energizingv relay IRTE, this circuit AITRf-ZDI, I'I'R-Zllz, yIYPR-ZEM and WTE 2I5, and the winding of relay IRTE to terminal CX. Relay IRTE, having a slow pick-up characteristic, does not at once close its Vfront conn tact ZIE, If av car passes signal l, opening con- -tact `|"I'R--2Il2 in the circuit for yrelay IRTE before contact ZIE of relay IRTE closes, relay IYPR will remain energized.

If another car subsequently enters section AIT, lamp Y will become lighted at once on account ofr relay IYPR being still energized by the stick' circuit previously traced. Upon the lapse of a given'periodof time determined by its slow pickup characteristics, relay IRTE will now Ipick up.

passing from terminal BX, through contacts A circuit will then be completed for energizing relay IYPR, this circuit passing from terminal BX, through contact 2I6 of relay IRTE, back point of contact lGPR-2I-9, and the winding of relay IYRPR to terminal CX. Relay IYRPR, upon .becoming energized, opens, at its contact iYRPR-208, the stick circuit for relay IYPR,

causing relay IYPR to become deenergized. A stick circuit for relay IYRPR will then be completed, passing from terminal BX, `through contact IYPR-ZI'L contact 2I8 of relay IYRPR, backpoint of contact IGPR-2I9, and the winding of relay IYRPR to terminal CX.`

With relay IYPR deenergized, lamp R of signal Iwill become lighted by a circuit passing from terminal BX, through,` contact MTR-,2| I, back point of contact IYPR--2I2, back point of contact IGPR.-224, and `lamp R to terminal CX. With relay IYRPR energized, `a circuit will be completed lfor energizing relay IG'I'E,` this circuit following the same path as that previously traced for relay IYTE i as far as contact lGPR-25, and then passing through thefront point `of contact IYRPR-206, and the winding ofrelay l GTE to terminal CX. Upon the `lapse fof a measured period of time, relay IGTE will close its front contact 220, completing a pick-up circuit for relay IGPR, passing from terminal i BX,` `through contact 220, contact 223 of relay IYPR, and the winding of relay IGPR to terminal CX.

With relay I GPR thus energized, lamp G of signal I will be lighted by a circuit passing from terminal BX, through contact AITRf-ZI I, back point of contact IYPR--2I2, front point of contact IGPR-224, andlamp G of signal I to terminal CX. Relay `IGPR, upon becoming ener-- gized, opens its contact IGPR-ZUE in the circuit forrelay I GTE, causing relay IGTE to become deenergized, and also open its contact IGPR-Z I 9 at the back point, deenergizing relay IYRPR.` A

second circuit will now be completed for enerl gizing relay IRTE, which is the same as the circuit previously traced for this relay except that it includes contacts IGPR--234 and IGTE-u-235 instead of `contacts IYPR-2III and IYTE-2I5. If a train passes signal I now, the circuit for relay IRTE will be opened, thus preventing contact 2I6 of relay IRTE from closing. Relay IGPR will therefore stay energized by its stick circuit. i

The apparatus shown in Fig. 2Aa diiers from that shown in Fig. 2A only by having contact IGRPR-ZZ'I connected in multiple with` contact IGPR-226, and in having contact IYRPR-225 connected in multiple with contact IYPR-I45.

I have described, for a few typical trafIic movements, the operation of the apparatus shown in the accompanying drawings embodying my invention. From those descriptions of operation and from thepreceding general description, operation of` each of the various forms of apparatus for every other possible 4trailic movement will be readily understood by reference to the drawings.

i From the foregoing description and the accompanying drawings, it follows that in apparatus embodying my invention, I provide means controlled by railway trailic or by manually operable apparatus for arranging `a plurality of main trailic routes, and provide means responsive to occupancy of each main traffic route by a car or train for a predetermined or measured time period for arranging a corresponding auxiliary trame route. I'he means controlled by traflic for arranging the main route may employ a tim- `ing device M, as shown in Figs. 1 and 1A, or a paratus embodying my invention, it is understood that various changes and modications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: l

`1. In combination,` a main railway route, an auxiliary railway route, a track switch having a first position for directing traffic movements over said main route and having a second position for directing traic movements over said auxiliary route, manually operable means for effecting operation of said switch to said rst position, and means responsive to the presence of a train on said main route on the trailing side of said switch fora measured period of time for effecting operation of said switch to said second position. i

2. In combination, a main railway track, an auxiliary railway track, a track switch which in its normal position directs traffic movements alongsaid main track and which in its reverse position directs traffic movementsto said auxiliary1 track, means for effecting operation of said switch to its normal position, and means responsive tothe presenceof a rst train on said main trackfon the trailing side of said switch jointly with the presence of a second train on said main track in the opposite direction from said switch for effecting operation of said switch to its reverseposition.

3. In` combination, a main railway track, an`

auxiliary railway track, a track switch which in its normal position` directs traic movements along saidmain track and which in its reverse position directs traffic movements to said auxiliary track, means controlled by a train on the facing sideof said switch for effecting operation of said switch to its normal position, and means responsive to the presence of a train on said main track on the trailing side of saidswitch for selectively controlling said switch to occupy the normal or the reverse position in response to a second train on the facing side of said switch.

4. In combination, a main railway track, an auxiliary railway track, a track switch which in its normal `position directs trailic movements along said main track and which in its reverse positionidirects trailic movements to saidv auxiliary track, means for effecting operation of said switch to its normal position, means responsive to the presence of a train on said main track on the `trailing side of said switch for effecting operation of said switch to its reverse position, and manually controllable means for cancelling such Veffect of the presence of a train on said main track on the trailing side of said switch.

5. In combination, a stretch of railway track, a signal capable of displaying a plurality of indications for directing traflic movement on said track, a plurality of time element relays, means controlled by traflic conditionson said track to the reariof said signal for successively energizing said time element relays, and means controlled by said time element relays when thus energized for controlling said signal to display said indications successively. i

u 6. In combination, a track layout for providing a pluralityof main and auxiliary trac routes beginning ata common route end, a manually controllable contactfor each of said main routes, means controlled `by a train at said common routel end in cooperation with each of said manually controllable contacts for arranging a corresponding main trafiic route, and means controlled by a train occupying each main traic route on the trailing side ofsaid common route end for arranging a corresponding auxiliary traiiic route.

7. In combination, a track layout for providing a plurality of main and auxiliary traffic routes having a common route end including a track switch, a route relay for each of said traliic routes, manually controllable means for each main traffic route cooperating with a train on the facing side of said switch forenergizing the corresponding route relay, means for each main trafc route responsive to a train on the same main traflic route on the trailing side of said switch for energizing a route relay for a corresponding auxiliary traic route, and means controlled by each route relay in the energized condition for arranging the corresponding main or auxiliary traiiic route.

8. In combination, a track layout for providing a plurality of main and auxiliary trafc routes, a track switch common to said main and :auxiliary trai-Tic routes, means for arranging each of said main trailic routes, and means effective when eachv main traffic route is occupied for a measured period of time on the trailing side of said switch for arranging a corresponding auxiliary traffic route.

9. In combination, a railway track switch, a main traic route and an auxiliary traffl'croute including said switch in its normal and reverse positions respectively, means responsive to the presence of a train on the facing side of said switch for arranging said main traflic route, and means controlled by traffic conditions on said main tramo route for arranging said auxiliary `,traffic route when said main traic route is occupied on the trailing side of said switch for a measured period of time. Y

l0. In combination, a railway track switch, a main traic route and an auxiliary traffic route including said switch in its first and second extreme positions respectively, means for directing traflic movements over said main traiiic route, and means responsive to traflic conditions on said main traflic route when said main traffic route is occupied on the trailing side of said switch for a measured period of time for directing traffic movements over said auxiliary traine route.

il.. In combination, a main railway track, an auxiliary railway track, a track switch interconnecting said main and auxiliary tracks, means for effecting operation of said switch to one of its extreme positions for arranging a main railway trailic route over said main track, and means set into operation by a car or train on said main track on the trailing side of said switch in cooperation with manually controllable means and a car or train on said main track on the facing` side of said switch for effecting operation of said switch to its other extreme position for forming an auxiliary trafc route including said auxiliary track.

l2. In combination, a main railway track, an auxiliary railway track, a track switch interconnecting said main and 'auxiliary tracks, means ior effecting operation of said switch to one of its extreme positions for arranging a main railway traflic route over said main track, and

.time element means set into operation by a car or train on said main track on the trailing side of said switch for cooperating with other control means upon the lapse of a measured period of time for effecting operation of said switch toits other extreme position for forming an auxiliary traflic route including said auxiliary track.

13. In combination, a main railway track, an auxiliary railway track, a track switch interconnecting said main and auxiliary tracks, a signal capable of displaying a first-or a second indication for directing traic movements on said main track toward said switch, means for controlling said signal to display said first and second indications' alternately, a rst and a second stick relay, means controlled by a car or train passing said signal in the direction of traicmovements governed by saidy signal for energizing said first or said second stick relay according as said car or train passes said signal while saidv signal is displaying said rst or said second indication respectively, trafc controlled means-for retaining each of said stick relays in the energized condition while a car or train ocoperation by a car or train. occupying a given portion of said stretch of track. on the trailing side of said switch after moving over said switch in said liirst position for operating said switch to its second position after the lapse of a measured period of time.

- 15. In combination, a rst railway route, a second railway route, a track switch having a rstposition for directing tralio movements over said iirst route `and having a second position Afor directing traflic movements oversaid l second route, means for eiecting operations of said switch to itsrst and second positions, other means responsive to the presence of a train on said first route on the trailing side of said switch for effecting operation of said switch toits second position` and other means responsive to the presence oiv atrain on said second route on the trailing sidev of said switch for effecting operation of said switch to its rst position.

16. In combination, a rst railway route, a 'I second railway route, a Atrack switch having a rst position for directing traflic movements over said rst route and having a second position for directing traic movements over said second route, vmanually controllable means for effecting operation of said switch toits iirst and second positions, means responsive to the presence of a train on said rst route on the trailing side of said switch for effecting operation of said switch for effecting operation of said switch to its second position, and means responsive to the presence of a train on said second route on the trailing side of said switch for effecting operations of said switch for effecting operation of said switch to its rst position,-

17. In combination, Aa first railway route, a

tion.

' 18. In combination, a main railway track, an

trailing side of said switch for effecting operation of said switch to its second position, and means responsive to the presence of a train on said sec- `ond route on the trailing side of said switch for` effecting operation of said switch to its first posiauxiliary `track connected with said` main track at one point, a switch for connecting the auxiliary track with the main track at another point,

means for eiecting operation of said switch to a iirst extreme position for arranging a main traffic route over said main track, and means responsive to the presence of a train on said main track between said one point and `said switch after the lapse of `a measured period of time for effecting operation oi said switch to its other extreme l position for arranging a run-around tralic route for said main track including said auxiliary track. 19. In combination, a main railway track, an

auxiliary track connected with said main track at one point, a switch for connecting-the auxiliary track with the main track at another point, means responsive to the presence of a train on said main `track on the facing side of said switch for effecting operation of `said switch to a `first extreme position for arranging a main trafiic route over said main track, and means responsive 20. In combination, a main railway track, an

auxiliary track connected with said main track at one point, a switch for connecting the auxiliary track with the main track at another point, means for effecting operation of said switch to a route over said main track, means responsiveto the presence of acar or train on said main track between said one point and said switch jointly with manually controllable means for effecting operation of said switch to its irst extreme position to permit a second car or train to occupy said main track between said one point `and said switch contemporaneously with said rst train, and means responsive to the presence of said rst and second cars or trains on said main track between said one point and said l iirst extreme position for arranging a main traiiic switch for effecting operation of said switch for l arranging a run-around traiiic route for said main track including said auxiliary track.

HAROLD L. LUDWIG.

CERTIFICATE OF' CORRECTION. Patent No. 23205916. June ll, 19LO. HAROLD L. LUDWIG It is hereby certifiel that error appears in the printed specifieation yof the above llumheredV patent requiring correction as follows: Page 9, seo- Iend column; line 6l, claim 5, for the word "movement" read -movements;

pagelO, second column, lines 60 and 6b.," olaiml, strike out "for effecting operation of l said switch";A i line` 65, same claim, for operations" read operation`-g and that the said Letters Patent should be read with this correction therein that the same may conformvto the recordof the case in the `1=atent office.

signed and sealed this 50th day of July, A. D. 191m Henry lVan Arsdale (Seal) I Acting Commissioner of' Patents.

Images