US2618742A

US2618742A - Emergency control apparatus for railway switches

Info

Publication number: US2618742A
Application number: US49413A
Authority: US
Inventors: John R Myers
Original assignee: Westinghouse Air Brake Co
Current assignee: Westinghouse Air Brake Co
Priority date: 1948-09-15
Filing date: 1948-09-15
Publication date: 1952-11-18
Anticipated expiration: 1969-11-18

Description

Nov. 18, 1952 EMERGENCY CONTROL APPARATUS FOR RAILWAY SWITCHES Filed Sept. l5, 1948 A J. R. MYERS 2,618,742

3 Sheets-Sheet l HIS TTIZIV'EY' Nov. 18, 1952 J. R. MYI-:Rs 2,618,742

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HIS' TTHUEF Patented Nov. 1'8, 1952 EMERGENCY CONTROL APPARATUS FOR RAILWAY SWITCHES .lohn R. Myers, New York, N. Y., assignor to Westinghouse Air Brake Company, a corporation of Pennsylvania Application September 15, 1948, Serial No. 49,413

9 Claims.

My invention relates to railway switch controlling apparatus, and particularly to emergency control apparatus for at times effecting operation of any switch or pair of crossover switches selected from a given plurality of switches.

In power operated switch controlling apparatus such, for example, as that which may be embodied in interlocking control systems, the control circuits, which regularly eifect operation of a switch between its normal and reverse positions, are commonly controlled in part by a relay which is known as a switch locking relay. The switch locking relay is in turn controlled in part by one or more traiiic responsive relays so as to be normally energized, but to become deenergized in response to the presence of a train. In an emergency, it is sometimes desirable to effect operation of a track switch even though its switch locking relay is deenergized.

One feature of my invention is the provision of novel and improved group releasing means for effecting operation, in such an emergency, of any single switch or any pair of crossover switches selected from a given plurality of switches.

Another feature of my invention is the provision of means to prevent the releasing of any other single switch or any other pair of crossover switches at the same time that a selected single switch or a selected pair of crossover switches is released.

Still another feature of my invention is the provision of indication means for giving information to the leverman or the dispatcher concerning the condition of the emergency release apparatus and as to whether or not the emergency release procedure has been correctly initiated and may be completed.

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

The accompanying drawings, Figs. la, 1b and 1c, when placed side by side, in the order named, with Fig. 1a on the left, constitute a diagrammatic view showing one form of apparatus embodying my invention, in which push-pull emergency release circuit controllers are used, for controlling a plurality of emergency release stick relays and a single time element device for controlling emergency control relays for arranging emergency control circuits for effecting operation of any selected single switch or pair of crossover switches in a plurality of railway track switches.

Referring to the drawings, a track plan is shown in Figs. 1b and 1c, in which two parallel tracks are interconnected by a crossover track, through switches designated by the reference characters AI and BI, and by a second crossover track, through switches designated by the reference characters A3 and B3. A single switch II is also shown, by which one of these two tracks is connected with an auxiliary track. In order to simplify the drawings, each track, comprising two parallel series of track rails, is represented by a single line.

Each of the tracks is divided into sections by insulated joints designated by the reference character 5. The section of track in which switches AI and B3 are located is designated by the reference character AI T, the section in which switches BI and A3 are located is designated by the reference character BIT, and the section in which switch I I is located is designated by the reference character IIT. Each of the sections AIT, BIT, and I IT is provided with a track circuit including a suitable source of current, such as a battery 'I, connected across the rails adjacent one end of the section, and a track relay designated by the reference character AIR, BIR, or IIR, respectively, connected across the rails adjacent the opposite end of the section.

Traffic movements in opposite directions over sections AIT and BIT are governed by signals designated by the reference characters 2, 4, 6, and 8. Traffic movements in opposite directions over section IIT are governed by signals designated by the reference characters III, I2, and III. The signals may be of any suitable design such, for example, as the searchlight type.

The contacts of the track relays are shown apart from the symbols for the relays by which they are operated. It is believed to be obvious that the contacts of each of the track relays are in the picked-up position when the associated track section is clear, and are in the deenergized position when the associated track section is occupied by a train.

Switches AI and BI are operated to their normal position, in which they are shown in the drawings, or to the opposite or reverse position, by mechanisms designated by the reference characters AIM and BIM, respectively. Mechanisms AIM and BIM are in turn controlled by a polarized switch control relay IW. Switches A3, B3, and II are similarly operated by mechanisms designated by the reference characters ASM, BSM, and IIM, respectively, which are in turn controlled similarly by polarized switch Icontrol relays 3W land I IW, respectively.

Relay IW is regularly energized in the normal or in the reverse direction by circuits controlled by a switch locking relay ILS in the energized condition, and by a polarized lever repeater relay IVP, as well as by other means by which relay I VP is also controlled, as will be referred to later. Relays 3W and IIW are also regularly energized in the normal or in the reverse direction by circuits controlled by switch locking relays 3LS and I ILS, respectively, in the energized condition, and by a polarized lever repeater relay 3VP or IIVP, respectively.

Relay ILS has a pickup and a stick circuit controlled by the traffic responsive track relays AIR and BIR, and by time locking stick relays associated with signals 2, 4, 6, and 8, respectively. The pickup circuit for relay ILS is also controlled by a normally closed contact 2I of a manually operable switch control device IV, shown as a lever. Relay SLS has a pickup and a stick circuit which are the same as the pickup and stick circuits for relay ILS except that the pickup circuit includes contact 2I of a second manually operable switch control device, shown as a lever 3V, instead of by lever IV, and the stick circuit for relay SLS includes contact 22 of relay 3LS instead of contact 22 'of relay ILS. Relay IILS has a pickup and a stick circuit controlled by the traic responsive track relay I IR and by time locking stick relays associated with signals I0, I2, and I4, respectively. The pickup circuit for relay IILS is also controlled by a normally closed contact ZI of a third manually operable switch control lever IIV.

The time locking stick relays associated with signals 2, 4, 6, Il, I0, I2 and I4 may be controlled, in accordance with conventional signal practice, similarly, for example, to the time locking stick relay QS2 shown in the left-hand end of Fig. 1 of Letters Patent of the United States No. 2,211,523 granted August 13, 1940, to Lester E. Spray for Multiple Control Apparatus. As shown in that patent, each such time locking stick relay is controlled through the medium of a contact, designated by the reference character 36, operated in conjunction with the associated signal so that the Contact is closed only when the signal is indicating stop, and through a track relay such as relay T5, and also through a time element device such as device NS2. It is to be understood that the pickup circuits for the time locking stick relays associated with signals 2 and 6 will include contacts of relay AIR,. the pickup circuits for the time locking stick relays associated with signals 4 and 8 will include contacts of relay BI R, and the pickup circuits for the time locking stick relays associated with signals Ill, I2 and I4 will include contacts of relay IIR.

The conventional circuits for each of the time locking stick relays have been omitted in order to simplify the drawings. Contacts in Fig. 1a designated by the reference characters I5 and 55 are accompanied by a legend Controlled by time locking stick relays associated with signals 2, 4, G and 8, meaning that. each of these contacts is closed only when the time locking stick relays associated with signals 2, 4, 6 and 8 are all energized, and each of these contacts is open whenever any one of these time locking stick relays is deenergized. Similarly, contacts in Fig. 1c designated by the reference characters I5 and 55 are accompanied by a legend Controlled by time locking stick relays associated with signals IIJ, I2 and I4, meaning that each of these contacts is closed only when the time. locking stick relays associated with signals I0.. I2. and' I4 are all energized, and each of these contacts is open whenever any one of the time locking stick relays 4 associated with signals I5, I2 and I4 is deenergized.

Relay IVP is regularly controlled by relay ILS and by lever IV, and may also be controlled by route control means shown conventionally as a manually operable lever RIV having a center position c, and normal and reverse control positions n and r, respectively. Such route control means may, however, comprise route selector and exit stick relays such as those by which relay lVVR is shown controlled in Fig. 1C of Letters Patent of the United States No. 2,301,297, granted November 10, 1942, to Lloyd V. Lewis for Railway Traihc Controlling Apparatus. Relay 1W in Fig. la of applicants drawings also may be controlled by the route control means shown for relay IVP. Relay 3VP is regularly controlled, similarly to relay IVP, by circuits which include contacts of relay 3LS and lever 3V. Relay I IVP is also regularly controlled, similarly to relay IVP, by circuits including contacts of relay IILS and lever II V.

The route control means by which relays SVP and 3W are controlled is similarly shown conventionally as a manually operable lever R3V, and that by which relays I IVP and I IW are controlled is also shown conventionally as a manually operable lever RI IV.

In apparatus embodying my invention, relays IVP and IW are also controlled, at times, by an emergency release stick relay IER. Relays SVP and 3W are also similarly controlled, at times, by an emergency release stick relay 3ER, and relays I IVP and IIW are controlled, at times, by an emergency release stick relay I IER.

Lever IV has a center position c, which it ncrmally occupies, and has normal and reverse control positions n and r, respectively, to which it may be moved to eiect operations of switches AI and BI to normal and reverse positions, respectively. Lever IV has a latch contact I5 which is normally closed, but which opens during movement of lever IV to its n or its r position, and which then again closes when lever IV reaches the n or the r position. Each of the levers 3V and IIV has positions which are similar to those just described for lever IV, and each of the levers '5V and I IV has a latch contact 45 which is similar to latch contact 45 of lever IV.

Emergency release stick relay IER has a pickup circuit controlled by a manually operable emergency control device or release circuit controller, here shown as a push button IPB, as Well as by time locking stick relays, and by back contacts of relay ILS, a time element device shown as a, relay U, and a master release relay designated by the reference character ERP. Relay IER has also a stick circuit controlled by contact 45 of lever IV, by relay IVP, by normal and reverse switch indication relays INC and IRC, respectively, as well as by a back contact of relay ILS and by time locking stick relays. Relays 3ER and IIER are controlled similarly to relay IER as just described. A resistor t is connected in multiple with the winding of each of the relays IER, 3ER, and IIER in order to make these relays slightly slow releasing. An asymmetric unit y, which may be of the well-known halfwave copper oxide rectifier type, is included in 4the pickup circuit for each of the relays IER, 3ER, and IIER in order to protect these relays against operation by stray current.

Each of the push button circuit controllers IPB, 3PB, and I IPB is of the push-pull type such, for example, as shown in Letters Patent of the A master release relay, designated b-y the reference character ERP, has three control circuits, each or which is controlled by a front contact of one oi the relays IER, 3ER, and I IER, and by back contacts of the other two of these relays.

An indication device, shown as a lamp, designated by the reference character ERK, is controlled by a front contact of relay ERP A time element device, shown as a relay U, is controlled in part by a front contact of relay ERP, and has three branch control paths, one of which includes contact 45 of lever IV, contact 5l of push button IPB, and a front contact o relay IER. A second branch control path for relay U similarly includes contacts of lever 3V, push button 3PB, and relay 3ER, and a third branch control path also similarly includes contacts of lever I IV, push button I IPB, and relay I IER.

An emergency control relay I-BUP is controlled by circuits which include a front contact of time element device U, and a front contact of either of relays IER and 3ER, as well as the contacts in the circuits for time element device U. An emergency control relay I IUP is controlled by a circuit which includes the front contact of relay U, and a iront contact of relay I IER, as well as the contacts in the circuits for time element device U.

A polarized switch indication relay IP is controlled similarly to relay h3 as shown in Fig. 1 of Letters Patent of the United States No. 2,211,- 522, granted August 13, 1940, to Lester E. Spray for Multiple Control Apparatus so as to be energized by current of normal polarity when switches AI and BI are in their normal positions, and to be energized by current of reverse polarity when switches AI and BI are in their reverse positions. Normal and reverse switch indication relays INC and IRC, respectively, are controlled by relays IP and IW. A second polarized switch indication relay 3P is controlled, similarly to relay IP, in conjunction with switches A3 and B3, and normal and reverse switch indication relays SNC and 3RC are controlled similarly to relays INC and IRC, by relays 3P and 3W A third polarized switch indication relay I IP is controlled similarly to relay he as shown in Fig. 1 of the Spray Patent No. 2,211,522, and normal and reverse switch indication relays I INC and I IRC are controlled similarly to relays INC and IRC, respectively, by relays IIP and IIW.

Having described, in general, the arrangemen-t and control of the apparatus shown by the accompanying drawings, shall now describe, in detail, its operation.

As shown by the drawings, all parts are in their normal condition, that is, all switches are in their normal positions; all signals are indicating stop; track sections AIT, BIT, and IIT are unoccupied, and therefore track relays AIR, BIR, and I IR are energized; each of the levers IV, 3V, IIV, RIV, RSV, and RI IV is in its center position c; each of the circuit controllers IPB, 3PB, `and I IPB is in its biased mid-stroke position; relays INC, 3NC, IINC, ILS, 3LS, IILS, and the time locking stick relays associated with signals 2, Il, 5, 8, I5, I2 and I4 are energized; each of the relays IP, 3P, and IIP is energized by cur= rent of normal polarity; and time element device U, indication lamp ERK, and relays IVP, 3VP, IIVP, IW, 3W, IIW, IRC, 3RC, IIRC, IER, 3ER, IIER, ERP, I-3UP, and IIUP are deenergized.

The pickup and stick circuits for switch locking relay ILS are both closed. The pickup circuit passes from terminal B of a suitable source of current, such for example as a battery Q shown in Fig. la of the drawings, through contact I5 controlled by the time locking stick relays associated with signals 2, 4,5 and 8, contacts I9 and 20 of relays BIR and AIR, respectively, winding of relay ILS, and contact 2| of lever IV to terminal N of the same source of current. The stick circuit for relay ILS is the same as its pickup circuit just traced through the winding of relay ILS, and then passes through the front point of contact 2'2 of relay ILS to terminal N. Pickup and stick circuits are also closed for relays 3LS and I ILS which are similar to the pickup and stick circuits just traced for relay ILS,

The circuit by which relay INC is energized passes from terminal B, through contact 23 of relay IP, contact 24 of relay IP closed in the normal or left-hand position as shown in the drawing, winding of relay INC, and contact 25 of relay IW closed in the normal position, to terminal N. Relays SNC and IINC are energized by similar circuits, shown in the drawings.

I shall rst assume that a leverman or a dispatcher arranges for a train to pass signal 2, over switches AI and BI reversed, by moving route control lever RIV to its 1' position. Relay IVP, therefore, becomes energized by its reverse control circuit passing from terminal B, through contact 26 of relay ILS, right-hand portion of the winding of relay IVP, contact 28 of lever RIV in the r position, and contact 30 of relay IER to terminal N. Relay IW then becomes energized by its reverse control circuit passing from terminal B, through contact 3I of relay IVP in its reverse position, front point of contact 32 of relay ILS, Winding of relay IW, front point of contact 33 of relay ILS, contact 34 of relay IVP in its reverse or right-hand position, contact 28 of lever RIV in the 1` position, and contact 30 of relay IER to terminal N.

With relay IW thus energized in the reverse direction, relay INC will `be deenergized by the opening of 4contact 25 of relay IW in its normal position, and mechanisms AIM and BIM will be energized, for moving switches AI and BI to their reverse positions, by circuits passing from terminal B, through contact 35 of relay IW, contact 36 of relay IW closed in the reverse or righthand position, and mechanisms AIM and BIM, to terminal N.

Upon the -completion of the operation of switches Al and BI to the reverse position, relay IP will become energized in the reverse direction. Relay IRC will then become energized by its circuit passing from terminal B, through contact 23 of relay IP, contact 24 of relay IP closed in the right-hand position, winding of relay IRC, and contact 25 of relay IW in its right-hand position, to terminal N.

Signal y2 will then be operated to the proceed position, causing the associated time locking ystick relay to become deenergized. Relay ILS will therefore become -deenergized due to the opening of contact I5 which is controlled by the time locking stick relay associated with signal 2.

With relay ILS deenergized, and relay IP energized in the reverse direction, a reverse stick circuit for relay IW will become closed, passing from terminal B, through contact 3'I of relay IW and contact 38 of relay IP, both closed in the right-hand or reverse position, back ypoints of contacts 3-9 and 32 of relays IER and ILS, respectively, winding of relay IW, back points of contacts 33 and 4i) of relays ILS and IER, respectively, and contact 4I of relay IP closed in the reverse position, to terminal N.

I shall assume further that the leverman also arranges for the train to pass signal I0, over switch II reversed, by moving route control lever RIIV to its r position. Relays IIVP and IIW, switch II, relays IIP and IIRC and signal I will then become operated in the order named, similarly to the corresponding .parts of the apparatus as previously described when the leverman arranges for a train to pass signal 2 over switches AI and BI reversed.

I shall now assume that all parts of the apparatus are again returned to the normal condition, and that relay AIR becomes deenergized due to a failure in the track circuit for section AIT, such, for example, as due -to a .broken coni nection between the track battery I and the rails of the section. Contact of relay AIR will therefore be opened, causing relay ILS to be deenergized.

I shall assume further that the leverman attempts to arrange for a train to move past signal 2 over switches AI and BI reversed, as before, by moving route control lever RIV to its r position. With relay ILS deenergized, the circuit previously traced for relay IVP is open at contact 26 of relay ILS, and hence relay IVP ycannot become energized by its regular reverse control circuit previously traced.

The leverman will therefore move lever IV to its r position, and will push circuit controller IPB in to close its contact 44. Relay IER will therefore become energized by its pickup circuit passing from terminal B, through

contacts

42 and 43 of relays U and ERP, respectively, contact 44 of push button IPB, asymmetric unit y, winding of relay IER in multiple with resistor t, contacts 53 and 5I of relays ILS and SNC, respectively, and contact 55 which is controlled by the time locking stick relay associated with signal 2, to terminal N. Relay IER, upon becoming energized, opens its back contact 30 in the regular control circuits previously traced for relays IVP and IW, thereby preventing energization of these relays by their regular control circuits while the switches are under emergency control.

With relay IER energized, and with lever IV in its r position, relay IVP will become energized by its emergency reverse control circuit passing from terminal B, through contact 2I of relay IER, right-hand portion of the winding of relay IVP, and contact 2I of lever IV closed in the r position, to terminal N. Circuit controller IPB may now be released to permit it to return to its mid-stroke position, because a stick circuit for relay IER will be closed, passing from terminal B, through contact 45 of lever IV, contact 46 of relay IVP closed in the right-hand position, contact 4I of relay IRC, contact `49 of relay IER, winding of relay IER in multiple with resistor t, contacts 5I] and 5I of relays ILS and SNC, respectively, and contact 55 which is controlled by the time locking stick relay associated with signal 2, to terminal N.

With relay IER energized, relay ERP will be energized by a circuit passing from terminal B,

through the front point of contact of relay IER, contacts G5 and 68 of relays 3ER and IIER, respectively, and the winding of relay ERP to terminal N. If the leverman should attempt to release switches A3 and B3 or switch II while he is releasing switches AI and BI by pushing circuit controller 3PB or IIPB in at the same time as controller IPB, the energization of relay 3ER or IIER at the same time as relay IER would prevent energization of relay ERP because each of the control circuits for relay ERP includes back contacts of two of these relays. After relay ERP becomes energized in response to energization of one of the relays IER, 3ER and I IER, contact 43 of relay ERP in the pickup circuits for these relays prevents energization of either of the other two of these relays.

With relay ERP energized, indication lamp ERK will be lighted by a circuit passing from terminal BX of a suitable source of lighting current, through contact 'I0 of relay ERP, and the iilament of lamp ERK to terminal NX of the same source of lighting current. rIf lamp ERK remains constantly lighted, the leverman will know that the emergency release procedure has been correctly initiated, and that the apparatus is in condition for the emergency release procedure to be completed for effecting operations of'switches AI and BI to their reverse positions.

With lamp ERK constantly lighted, the leverman will then pull circuit controller IPB out to close its contact 5l and thereby complete an energizing circuit for time element relay U, passing from terminal B, through contact 45 of lever IV, contact 46 of relay IVP closed in the righthand position, contact 4'! of relay IRC, contact 56 of rela-y IER, Contact 5l of push button IPB, contact 58 of relay ERP, and the winding of relay U to terminal N. Upon the lapse of a measured period of time, time element relay U closes its contact 59, thereby completing a circuit for energizing relay I-3UP, which is the same as the circuit previously traced Ior relay U as far as contact 58 of relay ERP, and thence passing through contact 59 of relay U, contact 6B of relay IER, and the winding of relay I-3U`P to terminal N. It is necessary for the leverman to hold controller IPB in the pulled-out position until time element relay U has had time to close its contact 59 for energizing relay I-3UP and effecting operation of the contacts of relay IW to their reverse p0- sitions.

With relay IVP energized by current of reverse polarity, and with relay I-3UP energized, the reverse control circuit for relay IW will be closed passing from terminal B, through Contact 3I of relay I VP closed in the reverse or right-hand position, contact 63 of relay I-3UP, front point of contact 39 of relay IER, back point of 4contact 32 of relay ILS, winding of relay IW, back point of contact 33 of relay ILS, front point of contact 40 of relay IER, contact 64 of relay I-3UP, contact 34 of relay IVP in the reverse or right-hand position, and contact -2I of lever IV closed in its r position, to terminal N.

With relay IW thus energized by current of reverse polarity, mechanisms AIM and BIM will become energized for operating switches AI and BI to their reverse positions, as previously described. Relay IP will then become energized in the reverse direction, and relay IRC will become energized as previously described. Relay iRC, upon becoming energized, opens its back contact 4l, thereby breaking the stick circuit previously traced for relay IER and causing relay IER to become deenergized.

I shall next assume that relay I IR becomes deenergized due to a failure in the track circuit for section I IT. Contact 20 of relay IIR will therefore be opened, causing relay I ILS to be deenerized.

g I shall assume further that the leverman attempts to arrange for a train to move past signal IIi, over switch II reversed, by moving route control lever RI IV to its 1' position. With relay IILS deenergized, the circuit for relay IIVP which includes contact 26 of relay IILS Will be open, and hence relay IIVP cannot become energized by its regular reverse control circuit.

The leverman will therefore move lever IIV to its r position and will push circuit controller IIPB in to close its contact fill. Relay IIER will therefore become energized by its pickup circu1t passing from terminal B, through contacts t2 and 43 of relays U and ERP, respectively, c ontact all of push button IIPB, asymmetric umt y, winding of relay IIER in multiple with a resistor t, Contact t of relay IILS, and contact 5:5 which is controlled by the time locking stick relay associated with signal It, to terminal .N. Relay IIER, upon becoming energized, opens its back contact 3@ in the regular control circuits for relays IIVP and IIW, thereby preventing energization of these relays by their regular control circuits while the switch is under emergency control.

With relay I IER energized, and with lever IIV in its r position, relay IIVP will become` energized by its emergency reverse control circuit passing from terminal B, through contact 2l of relay IIER, right-hand portion of the winding of relay IIVP, and contact 2l of lever IIIT closed in its 1 position, to terminal N. Circuit controller IIPB may now be released to permit its return to its mid-stroke position because a stick circuit for relay I IER will be closed, passing` from terminal B, through contact t5 of lever I IV, contact I of relay IIVP closed in the reverse or right-hand position, as shown in the drawing, contact lil of relay IIRC, contact Il!) of relay I IER, winding or" relay I IER in multiple with a resistor t, contact 5e of relay IILS, and contact 55 which is controlled by the time locking stick relay associated with signal IB, to terminal N.

With relay IIER energized, relay ERP will be energized by a second circuit, passing from ter- .inal B, through the back point of contact 65 of relay IER, back point of contact @l of relay 3ER, contact te oi relay HER, and the winding of relay ERP to terminal N.

The leverman will then pull circuit controller IIPB out to close its contact 5l, and thereby complete an energizing circuit Jfor time element device or relay U, passing from terminal B, through contact t5 oi lever IIV, contact 46 ol. relay IIVP closed in its reverse position, contact Il of relay IIRC, contact 555 oi relay IIER, contact 5l of push button IIPB, contact 58 of relay ERP, and the winding of time element device U to terminal N. It will be necessary for the leverman to hold controller IIPB in this position until time element relay U has had time to close its contact et and effect energization. of relay I IW by completing a circuit for energizing relay IIUP which is the same as the circuit Just traced for time element relay U as far as contact E56 of relay ERP, and then including contact 59 of relay U, contact S2 of relay IIER, and

the winding of relay IIUP to terminal N. With relay IIUP energized, a reverse emergency control circuit Will be completed for relay IIW, passing from terminal B, through contact 3| of relay II VP in its reverse position, contact 63 of relay IIUP, front point of contact 39 of relay IIER, back point of contact 32 of relay IILS, winding of relay I IW, back point of contact 33 of relay IILS, front point of contact 4E) of relay I IER, contact 64 of relay IIUP, contact 34 of relay IIVP closed in the reverse position, and contact ZI of lever IIV closed in its r position, to terminal N.

With relay IIW thus energized by current of reverse polarity, mechanism IIM will be energized for operating switch II to its reverse position. Relay IIP will then become energized in the reverse direction, and relay IIRC Will become energized as previously described. Relay IIRC, upon becoming energized, opens its back contact 41, thereby breaking the stick circuit previously traced for relay I IER, and causing relay IIER to become deenergized.

With relay IIER deenergized, relay ERP will be deenergized, causing lamp ERK to be extinguished. Relays U and I IUP will also be deenergized.

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

I-Iaving thus described my invention, what I claim is:

1. In railway switch controlling apparatus for a plurality of railway track switches including regular control means for each of said switches for effecting operations of the corresponding switch to normal and reverse positions only if a corresponding switch locking relay controlled by traffic responsive means is energized, including a plurality of manually controllable railway switch control devices one for each of said switches each having normal and reverse control positions for controlling operations of its switch to normal and reverse positions respectively, the combination comprising, a plurality of emergency release stick relays one for each of said switches, a time element device, a master release relay, a manually controllable pickup circuit for each of said release stick relays for energizing its release stick relay if the corresponding switch locking relay and said time element device and said master release relay are all deenergized, a stick circuit for each of said release stick relays for retaining its release stick relay energized as long as the corresponding switch locking relay is deenergized and the corresponding switch control device remains in one of its control positions, a plurality of energizing circuits for said master release relay one for each of said release stick relays each controlled by a front contact of its release stick relay and by a back Contact of each of the other release stick relays, means controlled by said master release relay for energizing said time element device, and emergency control means controlled by said time element device and by each of said release stick relays for effecting operations of each associated switch while the associated switch locking relay is deenergized.

2. In railway switch controlling apparatus including regular control means for each of a aclaran plurality of switches for effecting operations of the corresponding switches to normal and reverse positions, the combination comprising, an emergency release stick relay for each of said switches, an emergency control device for each of lsaid switches each biased to a nor'xnal position but manually operable to a iirst and a second control position, a pickup and a stick circuit for each of said release stick relays for energizing the corresponding release Stick relay under a vgiven trailic condition which prevents the associated regular control means from effecting operations of the associated switch and each of said pickup circuits also controlled by the corresponding emergency control device in its first control position, a time element device controlled by a plurality of circuits one for each of vsaid switches each controlled by the corresponding emergency control device in its second control position, and emergency control means for each of said switches controlled by 'a front contact of the said release stick relay 'for the corresponding switch and by said time el'ement device for ie'cting operations of the said corresponding switch.

3. lIn railway switch controlling 'apparatus including regular control means for each of a plurality of switches forv effecting operations of the corresponding switches to normal and reverse positions, the combination comprising, an

emergency release stick relay for each of said switches, an emergency control device for each of `said switches each biased to a normal position but manually operable to a first and a seco'nd control position, a master release relay, a pickup and a stick circuit for each of said release stick relays for energizing the corresponding release stick relay under a given trailic condition which prevents the associated regular control means from effecting operations of the associated switch and each of said pickup circuits also `controlled by the corresponding einergency control device in its rst 'control position and by a back contact of said master release relay, a plurality of energizing circuits for said master release relay one for each of said release stick relays each controlled by a front contact of its release stick relay and by a back contact of eachof the other release stick relays, and emergency control means for each of said switches controlled by the corresponding emergency control device Vin its second control positi'o'n and by the lcorresponding release stick relay and falso by said master release relay.

'4. '-In railway switch controlling apparatus including regular control means for each `of a plurality o'f -evvitches lor eiecting operations of the corresponding switches to normal and reverse positions, the combination comprising, an emergency release vstick relay -for each of s'a'id switches, 'an emergency control ldev-ice for each o'f {Said fsvvit'ches each manually operable to a vfirst and Ya second control position, a master -iele'ase relay, l-rnealns controlled by each of said emergency control 'deylces lin its said frs't control position while said master release relay i's "deene'rg'ized 'for effecting energization of the corresponding release stick relay under a given 'traino "condition which prevents the associated regular 'control means from effecting operations of the associated switch, stick circuit means for Vvthen retaining Ythe corresponding release stick rel-ay energized under said given traine condition, means controlled by each of said release stick Telays in its energizedjcondition While each l2 of the other release stick relays is deenergized for energizing said master release relay, and emergency 'control means for each of said switches controlled by the corresponding emergency control device in its second control position and by said master release rel-ay.

5. In railway switch controlling apparatus including regular control means for each of a plurality of switches for effecting operations of the corresponding switches to normaland reverse positions, the combinations comprising, an emergency release stick relay for each of said switches, an emergency control device for each of said switches each manually operable to a first and a second control position, vmeans including each of said emergency control devices in its said -rst control position for effecting energlz'ation of the corresponding said release stick relay under a given traffic condition which prevents the associated regular control means from eiecting operations of the associated switch, stick circuit means for then retaining the corresponding release stick relay energized under vsaid given tra-nic condition, and emergency control means for each of said switches controlled by the corresponding emergency control device in its said second control position and by the corresponding release stick relay in its energized condition while each of the other release stick relays is in its deenergized condition.

6. In railway switch controlling apparatus including regular control means for each of a plurality "of switches 'for effecting operations of the corresponding switches to normal and reverse positions, the combination comprising, an emergency release stick relay for each of said switches, an emergency control device for each of said switches each manually operable to a first and a second control position, means including each of said emergency control devices in its said rst control position for effecting energization of the corresponding said release stick relay `under a given traffic condition which preventsv the associated regular control means from effecting operations of the associated switch, stick circuit means for lthen retaining the corresponding release stick relay energized under said given traflic condition, an indication device, means controlled by each of said release stick relays in its energized condition while each of the other release Stick relays is deenergized for Avenergizing said indication device, and emergenc'yrcontrol -ineans for each of said switches controlled by the corresponding emergency control device in its said second control position and by a front contact of the corresponding release stick relay.

7. `In railway switch controlling apparatus including regular control 4means for each of a plurality of switches -for eifecting operations of the corresponding switches to normal 4and -reverse positions, 'the combination comprising, an emergency release stick relay for each of said switches, an emergency control device for each of said switches Veach manually operable to a r'st and a second control position, a time 'eleme'nt device, means including a back contact of said time element device and including each of said emergency control devices in its said rst control vposition for effecting energization of the corresponding release stick relay under a given traflic condition which prevents the associated regular control means from eiecting operations o'f'the associated switch, stick circuit means for then retaining the corresponding release stick relay energized under said given traffic condition, means controlled by each of said emergency control devices in its said second control position and by the associated release stick relay in its energized condition while the other release stick relays are deenergized for energizing said time element device, and emergency control means for each of said switches controlled by the associated release stick relay and by a front contact of said time element device.

8. In railway switch controlling apparatus for a plurality of railway track switches including regular control means for each of said switches for effecting operations of the corresponding switch to normal and reverse positions only if a corresponding switch locking relay controlled by trafc responsive means is energized, the combination comprising, a manually controllable release relay for each crossover pair of said switches and for each other switch, and emergency control means for each of said crossover pairs of switches and for each other switch controlled by a front contact of the associated release relay and by back contacts of all the other release relays for effecting operations of each corresponding switch to normal and reverse positions if the corresponding switch locking relay is deenergized.

9. In railway switch controlling apparatus for a plurality of railway track switches including regular control means for each crossover pair of said switches and for each other switch for effecting operations of each corresponding switch to normal and reverse positions only if a corresponding switch locking relay controlled by tranic conditions is energized, the combination comprising, a manually controllable release relay for each crossover pair of said switches and also for each other switch, an indication device, means controlled by a front contact of each of said release relays while all the other said release relays are deenergized for energizing said indication device, and emergency control means for each of said crossover pairs of switches and for each other switch controlled by a front contact of the associated release relay and by back contacts of all the other release relays for effecting operations of each corresponding switch to normal and reverse positions if the corresponding switch locking relay is deenergized.

J OHN R. MYERS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Australia Mar. 19, 1942