US2315677A - Railway traffic controlling apparatus - Google Patents

Description

April 6, 1943.

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS F'i led Sept. 19, 2 Sheets-Sheet 1 mw R mm M

WY R mm H H mfifm MQN mm R Q Q a.

Patented Apr. 6, 1943 UNITED STATES PATENT OFFICE RAILWAY TRAFFIC CONTROLLING APPARATUS Application September 19, 1941, Serial No. 411,480

7 Claims.

My invention relates to railway traffic controlling apparatus, and more particularly to apparatus for a controlled manual block system in which control is accomplished by means of track circuits only and line circuits employing line wires are avoided. Apparatus embodying my invention is accordingly well adapted for single track railroads where control line wires are un desirable, costly or impractical.

One feature of my invention is the provision of railway trafiic controlling apparatus incorprating novel and improved means for manual block signaling on a single track railroad by the use of track circuits only. Another feature of my invention is the provision of novel apparatus for a signal system of the above character wherewith three position signaling is effected. Other features, objects and purposes of my invention will be apparent from the following description.

I accomplish the foregoing features and objects of my invention by providing a current source and a polarized track relay at each end of each track section of the stretch of track over which traffic moves in either direction. At each junction of two adjoining sections, the track rails of each section end are connected to the associated current source or to the associated track relay over contacts of the track relay for the adjacent end of the adjoining section. The connections for each section end at each junction are such that the rails are connected to the associated current source over front neutral contacts in series with polar contacts of the track relay for the adjacent end of the adjoining section, the polar contacts serving to pole change the connections; and are connected to the associated track relay over back neutral contact of the relay for the adjacent end of the adjoining section. That is, at each junction of adjoining sections the track rails of each section end are connected to the associated current source to receive current of normal or reverse polarity or are connected to the associated track relay according as the track relay for the adjacent end of the adjoining section is energized at normal or reverse polarity or is deenergized. A manually controlled means is provided at each free end of the stretch, and the rails of each free end of the end sections are connected to the associated track relay over a contact closed at a pro-selected one of two positions of the associated manually controlled means and to the associated current source over a contact closed at the other one of the two positions of the manually controlled means. A pole changer at each free end or the stretch serves to pole change the connection of the current source to the rails so that current of either normal or reverse polarity may be supplied to the rails of the associated section when the associated manually controlled means is conditioned to connect the source to the rails. A signal capable of displaying any one of three different indications is placed at each free end of the stretch for governing trafiic through the stretch. Each such signal is controlled by the polarized track relay associated with the same free end of the stretch to display its first or second or third indication according as that relay is energized at normal polarity or at reverse polarity or is deenergized. Similarly three position intermediate signals may be located at each junction of the sections and controlled by the polarized track relays located at the same junction.

Consequently, I establish traffic direction in accordance with the positions of the two manually controlled means, traffic being established for a first direction, such as eastbound, when the manually controlled means at the first or east end of the stretch is set to connect the associated current source to the rails .and the manually controlled means at the second or west end of the stretch is set to connect the associated polarized track relay to the rails. Trafiic is established in the second direction, such as westbound, when the manually controlled means at the west end of the stretch is set in the position to connect the associated current source to the rails and the manually controlled means at the east end of the stretch is set in the position to connect the associated track relay to the rails. In other words, when each of the two manually controlled means is set at a first or right-hand position current is supplied to the rails at the east end of each section of the stretch and a track relay is connected to the rails at the west end of each section and eastbound direction for traflic is established, and when each of the two manually controlled means is set at the second or left-hand position, current is supplied to the west end of each section of the stretch and a track relay is connected to the rails at the east end of each section and westbound direction for trafiic is established. The polarity of the current for the track circuit is governed by the pole changer at the end of the stretch at which the manually controlled means is positioned to connect the current source to the rails, while the signal at the end of the stretch at which the track relay is connected is governed to its first, second or third position according as that track relay is energize-d at normal or reverse polarity or is cleenergized. In the event intermediate signals are provided, then a corresponding one of these signals is controlled to its first, second or third position according as the associated track relay is energized at normal or reverse polarity or is deenergized.

I shall describe two forms of apparatus embodying my invention and shall then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing a stretch of single track railroad equipped with apparatus embodying my invention when intermediate signals are not required, and Fig. 2 is a diagrammatic view showing a stretch of single track railroad equipped with apparatus embodying my invention when intermediate signals are used. In each of the two views like reference characters designate similar parts.

Referring to Fig. l, a stretch of single track railroad extending between two locations D and E is formed by the usual insulated rail joints into a plurality of track sections, there being in the instant case two sections ET and 5T, but it is to be understood that my invention is not limited to two track sections and this stretch of track may be formed with additional sections if desired. Traffic moving from location D to location E, and which I shall call eastbound traffic, is governed by a signal 2; and trailic moving in the opposite direction, and which I shall call westbound tranic, is governed by a signal 5. These signals may be of any standard type and as shown ar of the Searchlight type, each signal being provided with an operating winding and a rotor H to which rotor there is attached a spectacle arm having a green screen G, a yellow screen Y and a red screen It movable before a lamp l2. Looking at signal 2, for example, the arrangement is such that when operating winding I0 is deenergized, the rotor H is biased to a position where the red screen It is moved in front of the lamp [2 and signal 2 displays a red light for a stop signal indication, when winding it is energized by current of reverse polarity, rotor ll is moved to a position where yellow screen Y is in front of lamp I2 and signal 2 displays a yellow light for a caution or approach signal indication, and when winding ii is energized by current of normal polarity, rotor H is moved to bring the green screen G in front of lamp l2 and signal 2 displays a green light for a clear signal indication. Signal is operated in a similar manner.

A manually controlled means is provided at each end of the stretch, a manually operable lever 2L being placed adjacent location D and a manually operable lever 5L being placed adjacent location E. Each lever 2L and EL is normally set at a mid position n and is operative to either a right position 1" or to a left position Z. Circuit controlling contacts are operatively connected to each lever 2L and EL, such contacts being shown in the drawings in the usual conventional manner with each such contact identified by the reference character Z or r to designate the position of the lever at which that contact is closed. For example, contacts I3 and IA of lever 2L have placed therein the reference character Z to indicate that thes contacts are closed at the left position I of lever 2L. The direction of trafiic through the stretch is established by the position of levers 2L and 5L and the manner wherewith such traffic governing conditions are efiected by operation of the levers will appear when th operation of the apparatus of Fig. 1 is described.

A source of current such as a track battery and a polarized relay is associated with each end of each section ST and ET. Looking at the junction of the two sections 31" and 51, polarized track relays SWTR and SETR are associated with the adjoining ends of sections 3T and ST, respectively, and a battery i5 is associated. with each end of each section 3T and ET. That is, a

single battery i5 is associated with both sections 3T and ET at the junction of these sections, but it is to be understood that a separate battery for each section may be provided if desired. At location D, a battery it and a polarized track relay SETR are associated with the free end of section 3'1, and at location E, a battery I? and a polarized track relay EWTB. are associated with the free end of section 5T,

Pole changers PL! and PLG are placed at locations D and E, respectively. In Fig. 1, these pole changers PLI and PL5 are shown as being operatively connected to signals l and 6, respec tively, as indicated by dotted lines 52 and 53. The arrangement is such that pole changers PLI and PLB occupy their respective reverse positions as indicated by solid lines in Fig. 1 when the respective signals l and 6 are set to display a stop indication and are moved to their normal positions, which are represented by dotted lines in the drawin s, in response to movement of the respective signals to the approach or clear position. Signal I would of course be controlled by traffic conditions in advance of the signal and would preferably be controlled also by an operator at location D, who also would operate lever 2L. Likewise, a signal 6 is governed by trafiic to the right of location E and by the operator at location E. The circuits and apparatus for controlling signals and 5 are not shown for the sake of simplicity sinc such circuits and apparatus would be in accordance with standard practice and form no part of my present invention.

At location D, the rails of section 3T are connected to track relay SETR. over contacts [8 and it closed at the 1' position of lever 2L, and to track battery It over contacts 93 and i4 closed at the Z position of the lever, pole changer PLI being interposed in the connection to battery 16 so that current of either normal or reverse polarity is supplied to the rails according to the position of the pole changer. Relay EETR controls in turn the signal 2, winding l8 of signal 2 being deenergized when relay BETR is deenergized and released, being energized by. current of reverse polarity from a battery 25 when relay 3ETR is energized at reverse polarity to close front neutral contact 2! and reverse polar contacts 22 and 23, and being energized by current of normal polarity when relay EETR. is energized at normal polarity to close front neutral contact 2! and normal polar contacts 26. and 25. At location'E the rails of section 5T are connected to the associated track relay 5WTR over contacts 23 and 2'! closed at the Z position of lever 5L and to battery I! over contacts 28 and 29 closed at the 7 position of lever 5L, pole changer PLB being interposed in the connection to battery ll. Relay EWTR controls the energization of winding iii of signal 5, the arrangement. being such that winding-ill is deenergized when relay 5WTR is, deenergized, is energized at reverse polarity, by current from a battery 38 When.- relay 5WTR isenergized at reverse polarity closing at front neutral contact 3| and reverse polar contacts 32 and 33, and is energized at normal polarity when relay BWTR is energized at normal polarity to close neutral contact 3| and normal polar contacts 34 and 35.

At the junction of sections ST and ET, the rails of the adjoining end of section 3T are connected to the associated track relay 3WTR over back neutral contacts 36 and 31 of relay ETR associated with the adjoining end of the adjacent section ET, and are connected to the associated battery over front neutral contacts 38 and 39 of relay SETR in series with either reverse polar contacts 40 and 4! or normal polar contacts 42 and 43 of relay EETR as will be readily understood by an inspection of Fig. 1. In like manner the rails of the adjoining end of section 5T are connected to the associated track relay EETR. over back neutral contacts 44 and 45 of relay 3WTR associated with the adjoining end of the adjacent section 3T, or to the associated battery It over front neutral contacts 46 and 41 in series with either reverse polar contacts 48 and 49 or normal polar contacts 50 and 5! of relay 3WTR.

In describing the operation of the apparatus of Fig. 1, I shall assume that sections 3T and 5T are unoccupied and it is desired to move an eastbound train through the stretch between locations D and E. Each manually controlled lever 2L and EL is set at its respective r position causing track battery I! to be connected with the rails at the free end of section 5']? and track relay 3E'IR to be connected to the rails at the free end of section 3T. In the event signal 6 remains at stop and pole changer PLG is set at its reverse position, that is, the position indicated by solid lines in the drawings, current of reverse polarity is supplied to the rails of section 5'1 and relay EETR associated with section 5T at the junction of the sections is energized at reverse polarity causing track battery I5 to be connected to the rails of section 3T in a manner so as to supply current of reverse polarity to the rails of section 3T. Under such condition track relay SETR is energized at reverse polarity so that winding H) of signal 2 is in turn energized at reverse polarity and signal 2 is operated to display an approach signal indication for the eastbound train. In the event signal 6 is operated to a proceed position and pole changer PLS occupies its normal or dotted line position, then track battery I! supplies current of normal polarity to the rails of section 5T causing track relay EETR to be energized at normal polarity to pole change the connection of battery Hi to the rails of section 3T so that current of normal polarity is supplied to the rails of section 3T causing track relay 3ETR to be correspondingly energized at normal polarity. Winding Id of signal 2 is now energized at normal polarity and signal 2 is operated to display a clear signal indication for the eastbound train.

The eastbound train upon entering section 3T shunts track relay 3E'IR and signal 2 is deenergized and operated to its stop position. The train upon entering section 5T shunts track relay SETR causing battery IE to be disconnected from the rails of section 3T with the result that track relay EETR remains deenergized as long as the train occupies section 5T. When this eastbound train vacates section 5T, then current from battery I1 is supplied to the rails of section 5T, assuming of course that lever 5L remains in its 1' position. Relay SETR. is now energized and picked up to connect battery l5 to the rails of section 3'1 so that relay 3ETR is reenergized and picked up to operate signal 2, assuming of course that lever 2L is retained at its r position.

In the event sections 3T and 5T are unoccupied and it is desired to move a Westbound train from location E to location D, the levers 2L and SL are set at their respective 1 positions. This time track battery It is connected to the rails at the west end of section 3T and relay 5WTR is connected to the rails at the east end of section 5T. Track relay 3W'IR is picked up by current supplied by battery It to the rails of section ST and relay 3WTR in turn completes the connection of battery I5 to the rails of section 5T. Track relay EW'IR is energized in response to the current supplied to the rails of section 5T to operate signal 5 to a corresponding position. At location D pole changer PLI by its position controls the polarity of the current supplied to the rails of section 31, so that track relay 3WTR is correspondingly energized to determine the polarity of the current supplied to the rails of section 5T. Hence westbound trafiic is established by the 1 position of levers 2L and 5L and signal 5 is controlled to its clear or approach position for governing entry of the westbound train into the stretch of track according to the position of the pole changer PLI at location D. Operation of the apparatus as the westbound train moves through sections 5T and ST will be apparent from an inspection of Fig. 1 taken in connection with the description of the operation of the apparatus for the eastbound train.

In Fig. 2, a stretch of single track railroad between locations D and E is formed into track sections 3'1 and 5T, and three position signals 2 and 5 are provided at locations D and E, respectively, for governing trafiic into the stretch the same as in Fig. 1. Likewise, manually controlled lever 2L, track battery i6, track relay SETR and pole changer PLI are provided at location D; and lever 5L, track battery l'l, track relay SWTR and pole changer PLS are provided at location E, the same as in Fig. 1. As stated in connection with signal I of Fig. 1, signal I of Fig. 2 would be governed by trafiic in advance of the signal and would preferably also be governed by the operator at location D, and likewise signal 6 would be governed by traffic in advance of that signal and by the operator at location E, The circuits and apparatus for controlling signals l and 6 of Fig. 2 are not shown for the sake of simplicity since, as stated hereinbefore, such circuits and apparatus would be in accordance with standard practice and form no part of my present invention.

At the junction of sections 31 and ST of Fig. 2, two intermediate signals 3 and 4 are provided, signal 4 serving to govern eastbound trafiic and signal 3 serving to govern westbound traiiic. Signals 3 and 4 are shown as Searchlight signals, the same as signals 2 and 5, and further description of such signals is not required. Signal 3 is controlled by track relay 3W'IR, the arrangement being that winding ll of signal 3 is deenergized when relay 3WTR is deenergized, is energized by current of reverse polarity from a battery 51 when track relay 3WTR is energized at reverse polarity to close its front neutral contact 54 and reverse polar contacts 55 and 55, and is energized by current of normal polarity when relay 3WTR is energized at normal polarity to close front neutral contact 54 and normal polar contacts 58 and 59. In like fashion, signal 4 is governedby track relay EETR, winding Ill or signal 4 being deenergized when relay 5ETR is deenergized, being energized by current of reverse polarity from battery 5'! when relay EETR is energized at reverse polarity to close front neutral contact 65) and reverse polar contacts 6! and 62, and being energized by current of normal polarity when relay EETR is energized at normal polarity to close front neutral contact 50 and normal polar contacts 63 and ea.

In Fig. 2, the rails of section 5T at the end adjoining the junction with section 3T are connected to an associated track battery 65, over front neutral contacts 45 and 4'! of relay tWTR associated with the adjoining end of section 3'1, and pole changing contacts 66 and 61 of a controller P113 operatively connected to signal 3 as indicated by a dotted line 68, contacts 68 and 57 serving to pole change the connection. The rails of section 31" at the end adjoining the junction are connected to an associated track battery 69 over front neutral contacts 38 and 39 of track relay fiETR associated with the adjoining end of section 5'1, and pole changing contacts EL and ii of a controller PLA operatively connected to signal 5 as indicated by a dotted line 12. The rails of section 5T at the junction are connected to the associated track relay 5ETR over back neutral contacts 4t and 45 of relay SWTR and back contact is of a directional stick relay to be shortly described; and the rails of section 3T at the junction are connected to the associated track relay BWTR over back neutral contacts 36 and 31 of relay SETH and back contact M of a directional stick relay ts also to be shortly described.

Directional relays 3S and 4S are associated with signals 3 and 4. respectively, to provide the usual directional control required for single track 1a Relay 38 is provided with a pick-up circuit including terminal 13 of a convenient source of current, S'lCh as battery 5?, back contact 75 of relay SWTR, contact it of controller PLB and closed at the clear and approach positions of signal 3, Winding of relay 3S and terminal C of the same source of current. Relay SS is also energized over a stick circuit that includes its own front contact '5? and back contact iii of track relay BWTR. Similarly, relay as is provided with a pick-up and a stick circuit, the pick-up circuit including terminal B, back contact 18 of track relay EETR, contact it of controller PM and closed at the clear and approach positions of signal 4, winding of relay as and terminal 0; and the stick circuit including back contact 13 of relay EETR. and front contact 30- of relay 5S.

'Relay 3S controls an alternative circuit connection for connecting the rails of section 5T to track battery 65, such alternative connection extending from the top rail of section 5T as viewed in the drawings, over wire Bl, front contact 82 of relay 3S and wire 83 to one terminal of battery 65, and extending from the lower rail of section 5T over Wire 84, front contact 85 of relay 3S and wire 86 to the other terminal of battery 65. Relay 48 controls an alternative circuit connection for connecting the rails of section 3T to the associated track battery 59, such alternative connection extending from the top rail of section 3T over wire 87, front contact 88 of relay 4S and wire 88 to one terminal of battery 69, and extending from the lower rail of section 3T over wire. 90,

front contact SI of relay 4S and wire 92 to the other terminal of battery 69.

In Fig. 2, eastbound direction of tralfic is established by levers 2L and 5L being set at their respective 1* positions, so that battery I! isconnected to the rails at the east end of section ET and relay SETR is connected to the rails at the west end of section 3T. Assuming both track sections 3T and 5T to be unoccupied, track relay EETR is energized and picked up due to the current supplied to section 5T from battery I! and relay EETR on being picked up controls signal 4 and completes the connection of battery 69 to the rails of section 3T. Relay 3ETR is in turn energized by the current supplied to the rails of section 3T to control signal 2. If signal 6 at location E is at stop, then the current supplied by battery I! to the rails of section 5T is of reverse polarity causing relay 5ETR to be energized at reverse polarity with the result that signal 4 is operated to its approach position. Signal 4 at its approach position causes contacts and H of controller PL4 to be set at the normal position where current of normal polarity is supplied to the rails of section 3T with the result that signal 2 is operated to its clear position. In the case signal 6 is set at its approach or clear position, then pole changer PL6 is set to cause current of normal polarity to be supplied to section ET and relay SETR is energized at normal polarity to control signal 4 to its clear position and to cause current of normal polarity to be supplied to section 3T to cause operation of signal 2 to its clear position.

An eastbound train on entering section 3T shunts track relay 3ETR to deenergize that relay and set signal 2 at stop. When tlus eastbound train enters section 5T, track relay EETR is deenergized released to set signal 4 at stop. During the interval that relay EETR is released to close back contact l8 and before signal 4 has moved to its stop position to open contact 19, directional stick relay as is energized and picked up over its pick-up circuit, and then is retained energized over its stick circuit subsequent to signal is being moved to its stop position. With relay fiiS picked up track battery 69 is connected to the rails of section 3T over the alternative connection including front contacts 88 and 9| of relay 48 so that relay BETR is energized when this easthound train vacates section 3T, assuming of course that lever 2L is still held at its 1' position.

t is to be observed that the connection of battery 89 by this alternative circuit is such that current of reverse polarity is supplied to the rails of section 3T to energize relay 3ETR at reverse polarity so that signal 2 is operated to its approach position while the eastbound train occupies section ET and section ST is unoccupied. Signal 6 would, of course, be moved to its stop position when the train moves to the east beyond signal 6 with the result that current of reverse polarity is supplied from battery ii to the rails of section 5T when the eastbound train vacates section ET, and track relay EETR would be picked up to operate signal 6 to its approach position. The picking up of relay BETH opens back contact 18 to deenergize stick relay 4S, and that relay is released to open the alternative circuit for connecting battery 69 to the rails of section 31, but battery 69 is now connected to the rails over the circuit including pole changing contacts 1E! and H of controller PL4 and front contacts 38 and 39 of track relay current of normal polarity being supplied to the rails since signal 4 is at its approach position. Track relay SETR is now energized at normal polarity and signal 2 operated to its clear position in response to the eastbound train moving east beyond location E.

To establish westbound direction of traffic, levers 2L and L are both moved to their respective Z positions to connect battery l6 and relay 5WTR to the west and east ends of the stretch, respectively. Relay 3WTR at the junction of the two sections is energized and picked up to control signal 3 and to complete the connection of battery 65 to the rails of section ET, and relay 5WTR is energized by current supplied to section 5T to control signal 5. If signal I at location D is at its stop position, then battery l6 supplies current of reverse polarity to energize relay SWTR at reverse polarity and signal 3 is operated to its approach position. Battery 65 is now connected to the rails to supply current of normal polarity so that relay SWTR is energized at the normal polarity and signal 5 is operated to its clear position. In the event signal I is operated to its approach or clear position, then current of normal polarity is supplied to the rails of section 3T and signal 3 is operated to its clear position, current of normal polarity being still supplied to the rails of section 5T to cause signal 5 to be operated to its clear position. When the westbound train enters section 5T to shunt track relay SWTR, that relay is released and signal 5 is set at stop. As the westbound train enters section 3T, track relay SWTR is deenergized and released to set signal 3 at stop. Stick relay 38 is picked up during the interval that back contact of relay 3WTR is closed and before contact 16 of controller PL3 is opened, and relay 38 is then retained energized over its stick circuit subsequent to signal 3 being operated to its stop position to open contact 18. With relay 3S picked up, battery 65 isconnected to the rails of section 5T over the alternative connection including front contacts 82 and 85 of relay 38, so that when the westbound train vacates section 5T relay SWTR is reenergized to control signal 5, it being assume-d, of course, that lever 5L is retained at its 1 position. This westbound train on moving to the West beyond location D to control signal I to its stop position and to vacate section 3T permits track relay 3W'I'R to be reenergized by current of reverse polarity as supplied to the rails by battery I6, assuming, of course, that lever 2L is retained at its Z position. With relay 3WTR energized at reverse polarity signal 3 is operated to its approach position. The picking up of track relay 3W'IR to open back contact '15 deenergizes directional relay 3S and that relay is released to open the alternative connection of battery 65 to the rails, but battery 65 is now connected to the rails of section 5']? over the connec tion including the pole changing contacts 86 and B1 of controller PL3 and front contacts 45 and 41 of relay 3WTR. Thus signal 3 is operated to an approach position and signal 5 is operated to its clear position for a second or following westbound train when the first train moves to the west beyond signal I at location D.

It is to be seen, therefore, that I have provided novel railway traffic controlling apparatus for a manual block system for a stretch of single track and wherein track circuit control only is required and line circuits using line wires are avoided.

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

Having thus described my invention, what I claim is:

1. In combination with a stretch of track over which traflic may move in either direction and which is formed into a plurality of track sections, a track battery and a polarized track relay associated with each end of each of the sections, circuit connections for each end of the adjoinins sections at each junction of such plurality of sections for connecting the track rails either to the associated track relay or to the associated battery to receive current of either normal or reverse polarity according as the track relay for the adjacent end of the adjoining section is deenergized or is energized at normal Or reverse polarity, manually controlled means at each free end of the end sections of such plurality of sections for connecting the track rails either to the associated track relay or to the associated bat tery to receive current of either normal or reverse polarity, and tWo signal one for each free end of the end sections and controlled to a first or a second or a third position according as the track relay at the same free end is energized at normal or reverse polarity or is deenergized.

2. In combination with a stretch of track over which traffic may move in either direction and which is formed into a plurality of track sections, a track battery and a polarized track relay associated with each end of each section, means for each section end at each junction of adjoining sections of said plurality of sections and. including neutral and polar contacts of the track relay associated with th adjacent section end to connect the rails either to the associated battery to receive current of either normal or reverse polarity or to the associated relay according as such track relay associated with the adjacent section end is energized at normal or reverse polarity or is deenergized, means at each free end of said stretch and including a manually controlled element. to connect the rails either to the associated battery to receive current of either normal or reverse polarity or to the associated relay, and two signals one at each free end of the stretch and each signal controlled over neutral and polar contacts of the track relay associated with the same free end of the stretch.

3. In combination with a stretch of track over which trafiic may move in either direction and which is formed into a plurality of track sections, a track battery and a polarized track relay associated with each end of each section, means at each junction of adjoining sections for connecting the rails of each section end either to the associated track relay or to the associated battery, the connections to the associated track relay including back neutral contacts of the other track relay at that junction and the connections to the associated battery including front neutral contacts in series either with normal or reverse polar contacts of such other track relay, means at each free end of the stretch for connecting the rails to the associated relay or to the associated battery, means at each free end of the tretch for at times pole changing the connection of the associated battery, two three position sigmade one at each end of the stretch for governing trafiic through the stretch, and circuit means controlled by each relay associated with each free end of the stretch and including neutral and polar contacts of the relay for selectively governing the three positions of the associated signal.

4. In combination with a stretch of track over which traffic may move in either direction and which is formed with a first and a second section, a track battery and a polarized track relay for each section located at the junction of the sections, a first circuit means including a back neutral contact of the relay for said first section to connect the relay for said second section to the rails of that section, a second circuit means including a front neutral contact of said first section relay to connect said track battery to the rails of said second section, normal and reverse polar contacts of said first section relay interposed in said second circuit means to pole change the connection of said battery, a third circuit means including a back neutral contact of the relay for said second section to connect the relay for said first section to the rails of that section, a fourth circuit means including a front neutral contact of the second section relay to connect the battery to the rails of said first section, normal and reverse polar contacts of said second section relay interposed in said fourth circuit means to pole change the connection of the battery; a second battery, another polarized track relay, a first manually controlled means and a pole changer located at the free end of the first section; means including a first position of said manually controlled means to connect said other relay to the rails of e first Section and including a second position of said manually controlled means and said pole changer to connect said second battery to the rails of said first section; a third battery, an additional polarized track relay, a second manually controlled means and a pole changer located at the free end of said second section; means including a first position of said second manually controlled means to connect said additional track relay to the rails of said second section and including a second position contact of the second manually controlled means and the last mentioned pole changer to connect said third battery to the rails of said second section, a first signal controlled by said other polarized track relay, and a second signal controlled by said additional polarized track relay. 5. In combination with a stretch of track over which trafficmay move in either direction and which is formed with a first and a second section, a track battery and a polarized track relay associated with each section at the junction of the sections, means for each section at said junction for connecting the rails of each section either to the associated battery to receive current of normal or reverse polarity or to the associated track relay according as the relay for the other section is energized at normal or reverse polarity or is deenergized, a track battery and a polarized track relay for each free end of said sections, a manually controlled means at each free end of the sections to connect the rails of that free end either to the associated battery to receive current of normal or reverse polarity or to the associated track relay, and a signal at each free end of the sections to govern traffic through the stretch and each signal controlled to a first or a second or a third position according as the associated track relay is energized at normal or reverse polarity or is deenergized,

6. In combination with a stretch of track over which traffic may move in either direction and which is formed into a plurality of track sections, a first and a second manually controlled lever at the west and east ends of the stretch respectively and each lever operable to a right and a left position, an eastbound and a westbound signal located at the West and east ends of the stretch respectively, an eastbound and a westbound polarized track relay for each of said sections, an eastbound and a westbound battery for each section, all the eastbound track relays except the first one connected to the rails of the respective section over a back neutral contact of the westbound track relay of the adjoining section, all the westbound track relays except the first one connected to the rails of the respective section over a back neutral contact of the eastbound track relay of the adjoining section, all eastbound batteries except the first one connected to the rails of the respective section over a front neutral contact in series with either a normal or reverse polar contact of the westbound track relay of the adjoining section, all westbound batteries except the first one connected to the rails of the respective section over a front neutral contact in series with either a normal or a reverse polar contact of the eastbound track relay of the adjoining section, means including the right position of each of said levers to connect the first eastbound battery and the first eastbound relay to the rails of their respective sections, means including the left position of each said levers to connect the first westbound battery and first westbound relay to the rails of their respective sections, means controlled by the first eastbound relay to govern said eastbound signal, and means controlled by the first westbound relay to govern said westbound signal.

In combination with the junction of an east and a west track section, an eastbound and a westbound signal, two circuit controllers one 0peratively associated with each of said signals, an eastbound and a westbound polarized track relay for governing said eastbound and westbound signals respectively, said westbound relay connected to the rails of the west section over a back contact of the eastbound relay and said eastbound relay connected to the rails of the east section over a back contact of the westbound relay, an eastbound and a westbound track battery, said eastbound battery connected to the rails of the west section over pole changing contacts of the eastbound signal controller and a front neutral contact of the eastbound relay to control another eastbound signal, said westbound battery connected to the rails of the east section over pole changing contacts of the westbound signal controller and a front neutral contact of the westbound relay to control another westbound signal, an eastbound and a westbound directional stick relay, means including a contact of the east bound signal controller and a back contact of the eastbound track relay to pick up the eastbound directional relay when a train moves from the west to the east section, means including a contact of the westbound signal controller and a back contact of the westbound track relay to pick up said westbound directional relay when a train moves from the east to the west section, a first alternative circuit including a front contact of the eastbound directional relay to connect the eastbound battery to the rails of the west section, and a second alternative circuit including a front contact of the westbound directional relay to connect the westbound battery to the rails of the east section.

HERBERT A. WALLACE.

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