US2785294A - Railway traffic controlling apparatus - Google Patents

Description

March 12, 1957 M. R. WILLIAMS RAILWAY TRAFFIC CONTROLLING APPARA TUS Filed June 22, 1953 3 Sheets-Sheet 1 Y T N 0 L r n w ZN SQL. m s S a $1 W 1.1 SM \QJ MEEN MN mm m m 3% -J March 12, 1957 M. R. WILLIAMS RAILWAY TRAFFIC CONTROLLING APPARATUS s Shets-Sheet 2 INVENTOR.

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Filed June 22, 1955 Ev MWTNIJ J QQ: W W U M H M Him m MEG w w M h 2M- fiir m 5% m w M mmfi n 5 Q m i T m Q r l I l l I l I l I b I I I I I I I I i I X l I I l l I l I ll mm W 5 i March 12, 1957 M. R. WILLIAMS RAILWAY TRAFFIC CONTROLLING APPARATUS 3 Sheets-Sheet 5 Filed June 22', 1953 BQQAWN SQQN ' INVENTOR. Maa c'ce H Williams? United States Patent O RAILWAY TRAFFIC coN'rnoLmNo APPARATUS Maurice R. Williams, Richmond, Va., assignor to Westinghouse Air Brake Company, Wilmer-ding, Pa., a corporation of Pennsylvania Application June 22, 1953, Serial No. 363,163

9 Ciaims. (Cl. 246-22) My invention relates to railway traffic controlling apparatus. More particularly, my invention relates to apparatus of the type which is known as traffic locking apparatus, by means of which, trafiic governing devices, such for example as signals for any given stretch of railway track, are in part manually controllable for governing traflic movements in both directions, and by means of which, trafiic governing devices, after being controlled for governing trafiic movements in one direction or the other over a stretch of railway track, cannot be controlled for governing traflic movements in the opposite direction While the stretch of track is occupied by a train, or while a trafiic governing device, such for example as a signal, is controlled for authorizing a train to proceed in the former direction onto the stretch of track.

One form of trafiic locking appartus which has been used requires joint action by persons at two diiferent control stations for manually controlling traffic movements in both directions over a stretch of railway track. Each of the two control stations may be provided with an interlocking machine, and each of the interlocking machines may be equipped with a traffic lever which is mechanically interlocked with a signal lever which controls a signal for governing traffic movements onto the corresponding end of the stretch of railway track.

In the particular form of apparatus shown embodying my invention, however, a traffic control circuit manually controllable from only one control station is employed, in which polar control relays are energized in series by current of one polarity or the other. The circuit also includes a contact of each or" a plurality of track relays and other trafiic controlled relays for a corresponding stretch of railway track and contacts of two time locking stick relays, one for each end of the stretch of track, controlled in conjunction with a signal for governing trafiic movements entering the stretch of track at the corresponding end. Each of the polar control relays is of the magnetic stick type having polar contacts which, when the corresponding relay becomes deenergized, remain closed in the normal or the reverse position to which they were last operated in response to current of normal or reverse polarity, respectively.

Two track circuits, of the coded type, one for each direction of trafiic movements, are provided for each track section between signals adjacent opposite ends of the stretch of track, which govern trafiic movements off of the stretch of track. The track circuits for a given direction of traffic movements are set up by contacts of the polar control relays when closed in a given or normal position in response to energization of the polar control relays by current of a given normal polarity, and the track circuits for the opposite direction of traific movement are set up by contacts of the polar control relays when closed in the opposite or reverse position in response to energization of the polar control relays by current of the opposite or reverse polarity.

In some forms of railway trafiic controlling apparatus it is desirable, in order to save electric energy, that the track circuits shall be normally deenergized. In some forms of railway trafiic controlling apparatus embodying coded track circuits it is further desirable, in order to reduce wear on the coding and decoding contacts, that the track circuits shall be normally deenergized.

An object of my invention, therefore, is the provision of means for keeping the coded or noncoded track circuits normally deenergized in some forms of railway trafi'ic controlling apparatus such, for example, as that which is shown in the accompanying drawings.

A further object of my invention is the provision of means for eifecting energization of coded or noncoded track circuits in response to operation of means for initiating the control of traffic governing devices such, for example, as signals for governing traflic movements in one direction or the other over the given stretch of railway track.

A feature of my invention for accomplishing these objects is the provision of means for efiecting energization of the track circuits in response to deenergization of a corresponding tralfic control circuit.

Another feature of my invention is the provision of means for deenergizing the trafiic control circuit in response to operation of manually controllable means for initiating the control of trafiic governing devices for governing traflic movements in one direction or the other over the given stretch of railway track.

Another feature of my invention is the provision of means for keeping the trafiic control circuit deenergized while a train moves over the stretch of track.

Still another feature of my invention is the provision of means for again energizing the traflic control circuit when the given stretch of track becomes vacated.

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 10, when placed end to end in the order named, with Fig.1a on the left, constitute a diagrammatic view showing one form of apparatus embodying my invention for a stretch of railway track which is provided with a plurality of signals spaced consecutively along the stretch of track for governing traflic movements over the stretch of railway track. The apparatus embodies a plurality of polar control relays, one for each of given signal locations, connected in series in a tralfic control circuit. Each of the polar control relays has one or more contacts which, when the corresponding relay becomes deenergized, remain closed in the normal or the reverse position to which they were last previously operated in response to current of normal or of reverse polarity, respectively. The control circuit also includes a plurality of neutral line relays, one for each polar control relay, connected in series with the polar control relays. The apparatus further embodies a plurality of line relay repeater relays, one for each of said neutral line relays and controlled by a front contact of the corresponding neutral line relay. A front contact of each of the line relay repeater relays is included in multiple with other relay contacts in the tratlic control circuit and a back contact of each of the line relay repeater relays is included in a path connected in shunting relation around the control winding of the corresponding polar control relay. Energization of the trafiic control circuit, including the polar control relays and the neutral line relays connected in series, by current of normal or reverse polarity, is manually controllable from only one control station, and contacts of tratlic controlled relays are included in series with the control windings of the polar control relays and the neutral line relays. Two normally deenergized track circuits of the coded type are provided for each of a plurality of track sections, one for each direction of traffic a and the track circuits for thelopposite direction of traffic movements are set up by contacts of the polar control relays when closed in the opposite or reverse position, and by back contacts of the neutral line relays.

Similar reference characters refer to similar parts in each of the drawings.

A strctch' of railway track is illustrated, over which tralTc movements are normally made from left' to right, as shown in the drawings, which I shall assume is the east bound direction, but over which traffic movements may also at times be made in" the opposite or westbound direction. In order to simplify the drawings, the track, comprising two parallel series of track rails, is represented by a single line.

The stretch of track is divided by insulated joints 6 'into sections, designated by the reference characters 1T,

AT, BT and ST. Each of the track sections 11 and ST is provided with a track circuit including a suitable source of current such as a battery 7, connected across the rails adjacent one end of the section, and a track relay, designated by the reference character lTR or STR, respec- ;tively, connected across the rails adjacent the opposite end of the section. 7

A suitable source of alternating current is provided such, for example, as an alternator, designated by the reference character L, shown in Fig. lb, having terminals BX and NX.

Each of the track sections AT and ET is provided with. a first track circuit which is at times supplied with coded alternating current adjacent the east end of the corresponding section for controlling eastbound traflic govern ing means, and with a second track circuit which is at times supplied with coded alternating current adjacent the west end of the corresponding section for controlling westbound traific governing means. Each of the track circuits for section AT includes the winding d of a track transformer, designated by the reference character 3LT, connected across the rails adjacent the east end of the section, and the winding d of a track transformer, designated by the reference character ZRT, connected across the rails adjacent the west end of the section.

For controlling eastbound traffic governing means, the

, eastbound track circuit for section AT becomes energized by coded alternating current supplied to winding m of transformer 3LT from terminals BX and NX over front contacts of an eastbound traffic control relay, designated by the reference character 3EFP. A code follow ing direct current. track relay, which may be of the biased type operable by only current of the polarity indicated by the arrow in the symbol for the relay, for the eastbound track circuit for section AT, designated by the reference character ZRTR, becomes energized by current received from winding m of transformer ZRT over back contacts of a westbound traffic control relay, designated by the reference character 2WFP, through a rectifier, designated by the reference character 2R1.

For controlling westbound trafiic governing means, the westbound track circuit for section AT becomes energized by alternating current supplied to winding m of transformer ZRT from terminals BX and NX over' front contacts of the westbound traffic control relay ZWFP.

'Another code following track relay, designated 3LTR and similar in every respect to relay ZRTR, is provided for this westbound. track circuit. This relay becomes energized by current received from winding m of transformer 3LT over back contacts of eastbound .trafiic control relay 3E'FP through a rectifier 3L1. i

- Each of the track circuits for section BT includes the winding d of a track transformer, designated by the ref erence character 4LT, connected across the rails adja-- cent the east end of the section, and the winding d of a track transformer, designated by the reference charactcr 3RT, connected across the rails adjacent the west end of the section. The track circuits for section ET become energized in a manner similar to the track circuits for section AT, as already described, for controlling track relays, designated by the reference characters 3RTR .and 4LTR, for controlling eastbound and westboun traflic governing means, respectively. a

The rectifiers 2R1, 3R1, 3L1 and 4L1 may be of any suitable design such, for example, as the well-l nown bridge ty e comprising four asymmetric units, designated by the reference characters ii, 1'2, 1'3 and 2'4, which may be of the well-known copper oxide halfwave rectifier type.

Signals designated by the reference characters RA2 and L2 are located adjacent the opposite ends of track section 1T, and signals designated by the reference characters R4 and LA4 are located adjacent the opposite ends of track section ST. A signal designated by the reference character R3 is located adjacent the adjoining ends of sections AT 81".. Signals RAZ, R3 and R4 govern eastbound tr'aflic movements, and signals L2 and LA% govern westbound trafnc movements. The signals may be or" any suitable design such, for example, as the well-known color light type, each of which has green, yellow and red light units, designated by the reference characters G, Y and R, respectively, as shown in the drawings.

Track switches such as those designated by the reference characters 3 and 5 may be located in track sec tions IT and ST, respectively.

Operation of signals RAZ, L2, R4 and LAd and switches 1 and 5 may be controlled manually, atleast in part, by manually operable devices such, for example, as interlocking machine levers, designated by the reference char" acters 2V and 4V. Each of the levers 2V and 4V has a normal position designated by the'reference character it,

' in which it is shown in the drawings, and also a reverse 7 shown in the drawings.

position designated by the reference character r to the rig t, as shown in the drawings, and a reverse position designated by' the reference character to the left, as

A traffic lever, designated by the reference character FV, is also provided adjacent lever 2V, as shown in Fig. 1a. Lever FVhas a normal position 1, in which it is shown, and a reverse position r to the right, as shown in the drawing.

' Contacts operated by levers 2V, 4V and FV are represented by circles, in each of which is placed a reference character to show the position of the corresponding lever in which the contact is closed. Contact 77 of lever 2V, for example, shown in the upper lefthand corner of Fig. la, is represented by a circle in which the reference character r is enclosed to show that contact 77 is closed While lever 2V is in its 1' position only. As another example,

' contact 16 of lever 2V, shown just below contact 77, is

represented by a circle in which the reference character 11] is enclosed to show that contact 16 is closed while lever 2V is in either its 72 or its 1 position or at any point between those two positions. 7 l V Time locking stick relays, designated by the reference characters 2A5 and 4A8, are controlled in part by levers 2V and 4V, respectively, in conjunction with the control of signals by these levers.

Time element devices, shown astime element relays designated by the reference characters 2TB and 4 are associated with the control of relays 2A3 and 4A8, re-

spectively, by levers 2V and 4V, respectively. Each of the time element relays ZTE and 4TB is of a type having contacts which become closed only upon the lapse of a measured period of time after the corresponding" relay' becomes energized.

A signal lighting relay, designated by the reference character RAZER, is controlled in part by lever 2V for controlling signal RAZ. Signal lighting relays, designated by the reference characters LA4ER and 4RER, are controlled in part by lever 4V for controlling signals LA4 and R4, respectively.

Polar control relays are provided, one for each of the given signal locations. Each of the polar control relays is designated by the reference character FR preceded by a numeral which is the same as that in the reference character for the corresponding signal.

Neutral line relays are also provided, one for each polar control relay. Each of the neutral line relays is designated by the reference character BPR preceded by a numeral which is the same as that in the reference character for the corresponding polar control relay.

Line relay repeater relays are provided, one for each neutral line relay. Each line relay repeater relay is designated by the reference character BPA preceded by a prefix which is the same as that in the reference character for the corresponding neutral line relay, and is controlled by a front contact of the corresponding neutral line relay.

The polar control relays and the neutral line relays are all connected in series in a traflic control circuit which includes front contacts of track relays HR and STR and front contacts of time locking stick relays 2A8 and 4A8. This circuit may at times include front contacts of home signal relays which are designated by the reference character HR preceded by a distinguishing prefix, front contacts of traffic control relays which are designated by the reference character FP preceded by a distinguishing prefix, and front contacts of the line relay repeater relays.

The polar control relays and neutral line relays in the traffic control circuit are energized by current of normal or reverse polarity controlled by a master polar relay, designated by the reference character FSR, which is in turn controlled by pole-changing contacts of trafiic lever FV. Under some conditions, the master polar relay FSR could be omitted, and energization of the polar control relays and neutral line relays by current of normal or reverse polarity could then be controlled directly by pole-changing contacts of trafiic lever FV.

Each of the polar control relays FR, When energized by current of normal or reverse polarity, controls an eastbound or a westbound traflic control relay, respectively, designated by the reference characters EFP and WFP, respectively, preceded by a distinguishing numeral.

Code transmitting devices, each designated by the reference character CT, preceded by the reference character 75 or 180, may be of a type having a contact which, while the corresponding code transmitting device CT is energized, will open and close at a frequency of 75 or 180 times per minute, respectively. Each of the code transmitting devices CT is connected directly across the terminals of a suitable source of current, and therefore its contact is being repeatedly opened and closed at the frequency of 75 or 180 times per minute, as designated by the reference character of the corresponding device CT.

A decoding transformer, located at the west end and designated by the reference character 2T, has a primary winding m which is normally deenergized but becomes energized by pulses of current of alternately one polarity or the other controlled by relay ZRTR.

A home signal relay, designated by the reference character ZRHR, for signal RAZ, is normally deenergized, but becomes energized by current of either the 75 or the 180 code frequency supplied from secondary winding d of transformer 2T through a rectifying contact 57 of relay ZRTR. A distant signal relay for signalRA2, designated by the reference character ZRDR, is normally deenergized but becomes energized through a decoding unit, designated by the reference character DU, which is of a well-known type passing only current of the 180 code frequency. Relay 2RDR will therefore be operated only while winding m of transformer 2T is being energized by current of the 180 code frequency.

Decoding transformers, designated by the reference characters ST and 4T for signals R3 and LA4, respectively, are normally deenergized but become energized similarly to transformer 2T as just described.

Home and distant signal relays, designated by the reference characters SRHR and SRDR, respectively, for signal R3, and by the reference characters 4LHR and 4LDR, respectively, for signal LA4, are operated similarly to relays ZRHR and ZRDR, as already described.

A home signal relay, designated by the reference character 3L-HR, becomes energized in response to operation of relay SLTR by coded current. Each of the relays ZRHR, 3RHR and 4LHR is of a type which is slow to pick up and slow to release. Relay 3LHR is made slow to release by an asymmetric unit, designated by the reference character i5, connected in multiple with its control winding.

A suitable source of current such, for example, as a battery, designated by the reference character 2Q, having terminals designated by the reference characters 213 and 2N, is provided adjacent the west end of the stretch of track, and a suitable source of current such, for example, as a battery, designated by the reference character 4Q, having terminals designated by the reference characters B'and 4N, is provided adjacent the east end of the stretch of track. A third suitable source of current such, for example, as a battery, designated by the reference character 3Q, having terminals designated by the reference characters 313 and 3N, is provided adjacent signal R3.

Having described, in general, the arrangement and control of the various parts of one form of apparatus embodying my invention, I shall now describe the circuits and operation in detail.

As shown in the drawings, each of the track sections 1T, AT, BT and ST is unoccupied and relays lTR and STR are energized. Each of the levers 2V and 4V is in the normal or n position, and therefore each of the signals RA2, L2, R4 and LA4 is displaying the red or stop indication. Signal R3 is also displaying the stop indication. Relays 2A8 and 4A8 are energized so that relays 2TE and 4TE are deenergized. Trafiic control lever FV is in its 11 position, and therefore relay FSR is energized by current of normal polarity. With relay FSR energized by current of normal polarity, its polechanging contacts 62 and 76 are closed in the normal position for energizing the polar control relays ZFR, 3P3 and 4FR, and the neutral line relays ZBPR, 3BPR and 4BPR, by current of normal polarity. Relays ZEFi, SEFP and 4EFP, and repeater relays 2BPA, 3BA, and 4BPA, are therefore also energized. As previously mentioned, each of the code transmitting devices 75CT and ISQCT is constantly energized, and is therefore repeatedly closing and opening its contacts alternately at a frequency of 75 or 180 times per minute, respectively. The remaining relays shown, that is, relays ZRTR, 3RTR, ZRHR, SRHR, ZRDR, ZWFP, RAZER, SWFP, SLTR, SLHR,

are deenergized.

in Fig. la, code transmitting device 75CT is connected directly across terminals 2B and 2N, and is therefore repeatedly closing and opening its contact 87 at a frequency of 75 times per minute. In Fig. lb, code transmitting devices 7SCT and 180CT are connected directly across terminals 33 and 3N, and'are therefore repeatedly closing and opening their contacts at a frequency of 75 and 180 times, respectively, per minute. In Fig. 1c, code transmitting devices 75CT and 180CT are connected directly across terminals 43' and 4N, and are'therefore repeatedly closing andiopening their contactslat a a train.

frequency off/,5 and 1780 times, respectively, per minute.

7 In Fig. la, red lamp R of signal: RAZis shown lighted by a circuit passing from terminal 23, through the back point of contact 3 of relay RAZER, and lamp R of signal RAZ to terminal 2N- T be red lamps ofsignals L2, R4 and LA4 are also lighted by circuits which are similar to the circuits just traced for signal RA2.

In Fig. lb, red lamp R of signal R3 is shown lighted by a circuit passing from terminal 3B, through the-front point of contact '13, of relay 3EFP, back point of contact 14 of relay SRHR, and lamp R' of signal R3 to terminal As shown in'Fig. la, relay 2A5 is energized byta stick 'circuit passing from terminal 2B, through contact 16 of answer.

plete a circuit for energizing primary winding'm of trans passingQfrom terminal 213, through contact 26 of lever FV, windingof relay FSR,tand contact 27 of lever FV to terminal 2N. Relays ZBPR, ZFR, BFR, 3BPR, 4FR and 4BPR are therefore energized by current'of normal polarity in a circuit which will be traced later. The polar contacts of each of the relayslFR, 3FR and -t-FR are therefore closed in the normal position.

With relay ZBPR energized, relay 2BPA is energized by an obvious circuit passing from terminal 2B, through contact 160 of relay ZBPR, and the winding of relay ZBPA to terminal 2N. Each of the relays SBPA and 4BPA is energized by a similar circuit including contact 100 of relays SBPR and 4BPR, respectively. 7

With contact 30 of relay 4FR closed in, the normal position, relay 4EFP is energized. by both a pickup and a stick circuit, the pickup circuit passing from terminal 4B, through contact 39 of relay 4FR closed in the'normal jposition, contacts 31 and 32 of relays 4A8 and STR,

respectively, contact 34 of relay 4WFP, and the winding of relay 4EFP to terminal 4N. The stick circuit is the same as the pickup circuit just traced except that it includes'contact 33tof relay 4EFP instead of contacts 31' and 32 of relays 4A8 and STR.

With contact 44 of relay 31 R closed in the normal position, relay 3EFP is energized by a stick circuit passing from terminal 3B, through contact 44 of relay 31 R in the normal position, contact 46 of'relay 3EFPQcontact 4770f relay 3WFP, and the winding of relay SEFP' to terminal 3N.

With the polar contact 58 of relay 2FR closed in the normal position, relay ZEFP is energized by' a stick circuit passing from terminal 2B, through contact 58. of

relay 21 R in its normal position, contacts 60 and 61 of relays ZEFP and ZWFP, respectively, and the winding of relay ZEFP to terminal 2N. 7

Each of the relays BF? and WFP is of the slow release type. V

The circuit by which the BPR and FR relays are energizedtby current of normal polarity passes from terminal 2B, through. contact 62 of relaytFSR closed in the normal position, contacts 63 and 64 of relays 1TB and 2A8, respectively, windings of relays ZBPR and ZFR, from point of. contact 65 of relay ZBPA, front point of contact of relay SBPA, windingstof relays 3FR and 3BPR, front point of contact 73 of relay 4BPA in multiple with contact 71 of relay 4EFP, windings of relays 4FR and 4BPR, contacts 74 and 75 of relays dAS and STR, respectively, and contact 76 of relay FSR' closed in the normal position, to terminal 2N.

V I shall assume that a leverman moves lever 2V toithe position in order to clear signal RAZ for an eastbound 7 When the leverman moves lever 2V away from its nposition toward the r position, contact l of lever 2V will become opened, thereby deenergizingrelay 2A5.

Upon: deenergizationaof Irelayt 2A8, contact 6 4 of this Q 76 relay will open thetcircuit previously traced for the BPR and FR relays, causing these relays to become deenergized. The deenergiza'tion of the BPR relays, with the. resulting opening of their contacts causestthe associatedlrepeater relays BPA to also be deenergized, Each BPArelay, upon becoming deenergized, completes a shunt circuit around the winding of the corresponding polar relay FR. For example, closing of back contact '65'of relay ZBPA. shunts the winding of relay ZFR. Back contacts 70' and 73 of relaysBBPA and 4BA, respectively, provide similar shunting circuits for the windings of relays 31 R andg iFR. These shunt circuits prevent the operation. or reversal of the contacts of the polar'relays due to foreign current or spurious surges in the line circuit While asignal. is cleared or while a train; is traversing the stretch of track; This feature is more fully explained and is claimed in. the 00-,

pending application. for Letters Patent .cf the United States, Serial No. 314,843, by John M. Pelikan, filedOctober 15, 1952, for 'RailwayTrat'lfic Controlling Apparatus. Relay 4BPR, upon becoming deenergized, will com former 4LT, this circuit passing from terminal B)(, throughcontact 1%) of relay dBPR, contact35 of code transmitting" device 'ZSQT, back point of contact 37 of relay 4RER,.

front point of contact 38 of relay EFP, winding m: of transformer 4LT, and the. front point of contact 39of relay 4EFP to te-rminalNXr Alternating current, coded at the frequency of 75 times per minute, is therefore sup pliedtby winding :1 of. transformer 4LT over the rails; of section BT to winding d or" transformer SRT. a

With transformer 3RT thus-energized,. relay SRTR' is energized by circuit means including winding m of transformer BRT, back point of contact 41 of relay 3WFP',

reverse polarity alternately. The circuit by which the pulses of normal polarity are supplied to winding m of transformer 3T passes from terminal 33,, through the front point of contact 42 of relay SRTR, and the middle portion of winding m of transformer 3T to terminal 3N. The circuit by which the pulses of reverse polarity are sup-t pliedrto winding mtof transformer 31" passes from terminal 38, through the back point'of contact 42 of relay 3RTR,

andthe lowest portion of winding. m of transformer 31,

as shown in the drawing, to terminal 3N.

Relay 3RI-IR is therefore energizedby-current passing fr-om'winding d of transformer 3T through a rectifying contact 43 of relay ERTR. With Winding m of'transformer 3T energized by pu'lses'of current of normal and reversepolarities at the frequency of- 75' times per minute,

relay SRDR will not bet energized, since current-of this frequency cannot pass through the corresponding decoding unit ISIEDU. With relays. SEFP and BERHR energized and relay 3RDR deenergized, lamp Y of signal R3 is lighted by, a circuit passing from terminal 3B, through the front point of contact 13 of relay SEFP, front point of contact of relay 3RHR, back point of contact 15- of relay 3RDR, and lamp Y of signalRS to terminal 3N.

With contact 4 of relay 31 R closed in the normal position, and with relay ERHR' energized, a pickup circuit will be: completed for relay 35?? which is, however, al-

ready energized by its stick circuit previously traced. The pickups circuit for relay 3151 passes from terminal 33, through contact it-of relay SFR closed in the normal position, contact 45 of relay 3Ri-ER, contact -"i'7 of relay 3WFP, and the winding of relay 35?? to terminal SNL With relays ERHR and BEPP energized and relay 3BPR deenergized, winding m of transformer3LT will'be ener; gized by alternating current coded at the-frequency of times-per'minute in-acircuit passing from terminal X, through the, front point-of; contact 43015 relay BEFP, winding: m; of transfbrmertSLT, front point of'-cont-act. 49

of relay SEEP, contact '50 of code transmitting device 180CT, front point of contact 53 of relay 3RHR, and contact 191 of relay 3BPR to terminal NX. Alternating current, coded at the frequency of 180 times per minute, is therefore supplied from winding d of transformer 3LT over the rails of section AT to Winding d of transformer ZRT.

Relay ZRTR is therefore energized by a circuit including winding m of transformer ZRT, the back point of contact 55 of relay ZWFP, rectifier 2R1, winding of relay ZRTR, and the back point of contact 54 of relay ZWFP. With relay ZRTR thus energized 'by current coded at the frequency of 180 times per minute, winding m of transformer 2T is energized by current of normal and reverse polarity alternately at the frequency of 180 times per minute. Both relays ZRHR and ZRDR are therefore energized.

With relay ZRHR energized, a pickup circuit will now be completed for relay ZEFP which is, however, already energized by its stick circuit. The pickup circuit for relay ZEFP passes from terminal 2B, through contact 58 of relay ZFR closed in the normal position, contact 59 of relay ZRHR, contact 61 of relay ZWFP, and the Winding of relay ZEFP to terminal 2N.

With relay ZRHR now energized while lever 2V is in the r posittion, relay RAZER will become energized by a circuit passing from terminal 23, through contact 77 of lever 2V, contacts 78 and 79 of relays lTR and ZFR, respectively, contact it of relay 2Ri-IR, and the Winding of relay RAZER to terminal 2N. With relay RAZER energized, contact 8 of this relay will become open, at its back point, thereby extinguishing lamp R of signal RA2, and will become closed at its front point, thereby completing a circuit for lighting green lamp G of signal RAZ, this circuit passing from terminal 2B, through the front point of contact 8 of relay RAZER, front point of con-' tact 9 of relay ZRDR, and lamp G of signal RAZ to terminal 2N.

I shall assume further that, before the eastbound train passes signal RAZ, the leverman decides to stop the train at this signal. He will therefore return lever 2V to its n position, thereby deenergizing relay RAZER and thus causing green lamp G of signal RA2 to become extinguished and lamp R of this signal to again be lighted. With lever 2V again in its n position and relay RAZER deenergized, an energizing circuit will be completed for time element relay 2TB, this circuit passing from terminal 23, through contact 16 of lever 2V, contact 17 of relay RAZER, back point of contact 18 of relay 2A8, and relay 2TB to terminal 2N.

Upon the lapse of a measured period of time, relay 2TB will close its front contact 19, thereby completing a pickup circuit for relay 2A8, this circuit passing from terminal 23, through contact 16 of lever 2V, contact 17 of relay RAZER, contact 19 of relay 2TB, and the winding of relay 2AS to terminal 2N. Relay 2AS, upon becoming energized by its pickup circuit, will again complete its stick circuit previously traced, and will also complete, at its contact 64, a circuit for energizing the BPR relays. This circuit for the BPR relays passes from terminal 2B, through contact 62 of relay FSR closed in the normal position, contacts 63 and 64 of relays 1TR and ZAS, respectively, winding of relay ZBPR, winding of relay ZFR in multiple with a shunt path through the back point of contact 65 of relay ZBPA, contact 66 of relay ZRHR, contact 63 of relay SRHR, winding of relay SFR in multiple with a shunt path through the back point of contact 7e of relay SBPA, winding of relay 3BPR, contact 71 of relay 4EFP, winding of relay 4FR in multiple with a shunt path through the back point of contact 73 of relay 4BPA, Winding of relay 4BPR, contacts 74 and 75 of relays 4A5 and TR, respectively, and cont-act 76 of relay FSR closed in the normal position to terminal 2N.

With the BPR relays again energized, contact 101 of each of the 'relays 3BPR and 4BPR willcpen the eastbound track circuits previously traced for sections AT and BT, respectively, causing these track circuits to be come deenergized. Relays SRHR, ZRHR and ZRDR will therefore also in turn become deenergized. With the BPR relays again energized, the EPA relays will in turn also again become energized by their circuits previously described. The back points of the EPA relays will then become opened in the shunt paths around the windings of the FR relays which will therefore become energized. The front points of the contacts of the EPA relays will become closed before contacts 66 and 68 of relays ZRHR and SRHR become opened. The BPR and FR relays will then be energized by the circuit first traced for these relays.

I shall assume that the leverman later decides to again clear signal RAZ for the eastbound train. He will therefore again move lever 2V to its r position, causing relay 2AS to again become deenergized and thereby open, at its contact 64, the traffic direction control "circuit arrangement including the PR and BPR relays. The BPR relays will therefore again be deenergized, and the eastbound track circuits for sections AT and BT will again become energized as previously described, and lamp Y of signal R3 will again become lighted. Lamp G of signal RA2 will also again become lighted, as previously described.

When the eastbound train enters section 1T, deenergizing relay lTR, contact 78 of this relay will open the circuit previously traced for relay RAZER, causing relay RAZER to become deenergized. Lamp G of signal RA2 will therefore be extinguished and lamp R will again be lighted. When relay ITR becomes deenergized, its contact *63 opens the circuit for the BPR and FR relays at another point.

If, now, while the train is on section 1T, the leverm-an returns lever 2V to its n position, relay 2A5 will become energized by a second pickup circuit, this circuit passing from terminal 2B, through contact 16 of lever 2V, contact 17 of relay RAZER, contact 20 of relay lTR, and the Winding of relay ZAS to terminal 2N. With relay ZAS again energized, its contact 64 will be closed in the circuit for the BPR relays, but this circuit will still be open at contact 63 of relay lTR.

If it is decided 'to permit the eastbound train to con tinue its movement past signal R4 at the east end of the stretch, a leverman will move lever 4V to its 1' position, thereby completing a circuit for energizing relay RER, this circuit passing from terminal 43, through contact 81 of lever 4V, contact 82 of relay STR, and the winding of relay 4RER to terminal 4N. With relay 4RER thus energized, its contact 12 will open the circuit for the red lamp R of signal R4, and, at its front point, will complete a circuit for lighting either lamp Y or lamp G of this signal, according to traffic conditions in advance, as indicated by the dotted portion of the circuits controlled by the front point of contact 12 of relay RER.

With relay 4RER energized, alternating current, coded at the frequency of times per minute will be supplied to winding m of transformer 4LT over a circuit passing from terminal BX, through contact 101 of relay 4BPR, contact 36 of code transmitting device ISGCT, front point of cont-act 37 of relay 4RER, front point of contact 38 of relay 4EFP, winding m of transformer 4LT, and the front point of contact 39 of relay 4EFP to terminal NX. Winding a of transformer 4LT will therefore supply alternating current, coded at the frequency of 180 times per minute, to the rails of section ET, for energizing winding d of transformer 3R1.

Relay SRTR will therefore now be energized by current coded at the frequency of 180 times per minute, so that winding m of transformer 3T will now be energized by current of normal and reverse polarity alternately at the frequency of 180 times per minute. Relay 3RHR will therefore be energized as before, and, in addition, relay 3RDR will be energized by current of the 180 code frequency passing through the decoding unit 1'80DU. When relay SRDR becomes energized, its contact 15 will open,

at its back point, thereby extinguishing lamp Y of signal R3, and will become closed at its front point, thereby completing a circuit 'for lighting lamp G of signal R3, this circuit passing from terminal 3B, through the front point of contact 13 of relay SEFP, front point of contact 14 of relay SRHR, front point of contact 15 of relay BRDR,

and lamp G of signal R3 to terminal 3N.

come deenergized; Relay ZRHR, upon becoming dee-ner-' gized, opens the pickup circuit for relay ZEFP, which, however, remains energized by its stick circuit. When relay ZRHR becomes deenergized, its contact 89 opens the circuit for relay RAZER :at another point, and its contact 66 also opens the circuit for relays BPR and FR at another point.

With the circuit for relays BPR and open, and therein turn;

fore deenergized, relays EPA will also be deenergized,

because contact 1% of e ch of the BPR relays will be open. Contacts 65, 7t) and 73 of relays ZBPA, SBPA and dBPA', respectively, will be open at their front points in the circuits for the BPR and FR relays and the back points of these contacts will be closed in the shunt paths around the windings of relays ZFR, 3FR and iFR, respectively. a

When the train leaves section 1T, relay lTR will become energized, thereby opening its contact 28in the second pickup circuit traced for relay 2A3 which will then remain energized by its stick circuit. Contact 78 of relay lTR will now again be closed in the circui-t for relay RAZER, and cont-act 63 of relay lTKwillragain be closed in the circuit for the BPR and FR relays.

When the train enters section BT, winding d of transformer 3R1 will become deenergized, causing relay SRTR to become deenergized,;and in turn causing; transformer ST and relays 3RHR and 3RDR to'also be deenergized.

The pickup circuit for relay 3EFP will now be open at I contact 45 of relay 3RHR, but relay 3EFP will remain energized by its stick circuit, 7

; When relay 3RHR becomes deenergized, its contact 68 will open the circuit for the BPR and FR relays at anotherpoint, and its contact 53 will open, at its front point, the

circuit previously traced for energizing winding m of trans former 3LT by current coded at the frequency of 180 times per minute A circuit will now be completed for.

energizing winding m of transformer 3LT by current coded at the frequency of 75 times per minute, this circuit passing from terminal BX, through the front point of contact 48 of relay SEFP, winding m of transformer 3LT, from point of contact 49 of relay 3EFP, contact 51 of code transmitter 75CT, back point of contact 52 of relay 3LHR,

back point of contact 53 of relay 3RHR, and contact 101' of relay 3BPR to terminal NX. When relay SRHR becomesdeenergized, its contact 14 will open, at its front point, the circuit previously traced for lamp G of signal R3, causing this lamp to be extinguished, and will com- V plete the circuit previously traced for lighting lamp R of signal R3. 7 7

When the train leaves section AT, winding d of transformer ZRT will become energized by current coded at the frequency of 75 times per minute, causing relay ZRT R to in turn become energized by current codedat this frequency. Relay ZRHR will therefore again be energized,

but relay ZRDR will remain deenergized. With relay ZRHR energized, the pickup circuitfor relay ZEFP will again become closed at contact 59 of relay IZRHR.

iAlso with relay ZRHR again energized, its contact 66 will again be closed in the circuit for relays BPR and PR,

and Contact an of relay ZRH-R will'again be closed in'the V circuit traced for relay RAZER.

If desired; the leverm-an can now control signal RA2 i circuit previously traced. With relay RAZER again energized, while relay ZRDR is deenergized, a circuit will be completed for lighting yellow lamp Y of signal RA2, this circuit passing from terminal 23, through the front point of contact 8 of relay RAZER, back point of contact 9 of relay ZRDR, and, lamp Y of signal RA2 to terminal 2N. When the first eastbound train enters section 5T, relay ST-R will become deenergized, causing relay dRER to become.deenergized,and in turn causing lamp G or lamp Y of signal R4 'to be extinguished, and lamp R of this sig- 7 ual to again be lighted. Contact 75 of relay STR will now be open in the circuit for the BPR andFR relays. The

pickup circuit traced for relay'4EFPjwill be opened at. contact 32 of relay STR, but relay 4EFP will remain energized by its stick circuit previously traced. With relay dRER again deenergized, winding m of transformer 4LT will be supplied with current coded at the frequency of 75 times per minute, as previously described.

When-the first eastbound train leaves section BT, winding a of transformer 3RT will again be energized by current coded at the frequency of 75 times per minute, causing relay SRTR to in turn become energized by current coded at this frequency, so that transformer 3T-arid relay ZrRHR will also be energized, but relay SRDR will not become energized. Red lamp R of signal R3 will now be extinguished because of the opening of Contact 14 of relay SRHR at its back point, and the yellow lamp Y of this signal'will again become lighted by the circuit'p'reviously traced.

When both eastbound trains'have proceeded beyond signalLAd, and have left section 51, the circuit previously traced for energizing the BPR relays will be completed, including the back points of contacts 65, 7t) and '73 of relays ZBPA, SBPA and 4BPA, respectively, in shunt paths around the windings of relays ZFR, BER and 4FR,-respec- 'tively, and including contacts 66 aud os of relay-s ZRHR and 3RHR, respectively. The BPR relays,- upon again be- 7 coming energized, will complete the circuits'forenergizing-the corresponding BPA relays, causing these relays 'to- 7 also become energized. Relays ZBF'A, 3BPA and 431 A, upon becoming energized, will open their contacts 65, 7t) and 73 respectively, at 'their'back points, and will again close these contacts at their front points, so thatrelays ZPR, SFR and 4FR will again be energized by the circuit first traced for the PBR and FR relays. All parts of the apparatus will then again be in' the conditionshown in the drawings.

I shall next assume that a westbound train is'to move" over the stretch of track shown in the drawings. A lever man will therefore move lever FV to its'r position, causing relay FSR to become energized by current of reverse polarity passingfrom terminal 28, through contact 23 of lever Fwfljwinding of relay FSR, and contact 2%, of

lever FV to terminal 2N. Contacts 62 and 76 of relay FSR will therefore be moved to the reverse position.

While these contacts are moving from the normal to the move quickly enough between their extreme positions, the

front points of the cont-acts of the EPA relays would not become open even if the EPA relays were not of the slow 7 When contacts 62 and 76 of relay FSR V reach their reverse positions, a circuit will be completed for energizing the BPR and FR relays by current of rerelease type.

verse polarity which is otherwise the same as the circuit first traced for energizing the BPR and FR relays through the front points of the contacts of the EPA relays.

Each of the polar relays ZFR, 31 R and lFR, upon be coming energized by current of reverse polarity, will immediately move its polar contacts to the reverse position, thereby deenergizing the corresponding EFP relays. However, the release time of the EPA relays is such that their front contacts open before the slower acting neutral BPR relays, reenergized by current of reverse polarity, can reclose their front contacts 159 to hold the EPA relays energized. Thus the tratfic control circuit is interrupted at front contacts 65, 7t), and 73 of the EPA relays and the BPR and FR relays are again deenergized. The release of each BPA relay completes a shunt circuit around the Winding of the associated FR relay to assure that the FR relay remm'ns in its selected position regardless of transient currents which may appear in the line circuit. As hereinbefore discussed, this matter is fully explained in the copending Pelikan application Serial No. 314,843.

A pickup circuit will now be completed for energizing relay ZWFP, this circuit passing from terminal 2B, through contact 58 of relay ZPR closed in the reverse position, contacts 33 and 84 of relays ZAS and lTR, respectively, contact 85 of relay ZEFP, and the winding of relay ZWFP to terminal 2N. Relay ZWFP, upon becoming energized by its pickup circuit, will complete its stick circuit, which is the same as the pickup circuit just traced except that it includes contact 86 of relay ZWFP instead of contacts 83 and 84 of relays 2A5 and HR, respectively.

With relay ZBPR deenergized and relay ZWFP energized, winding m of transformer ZRT will be energized by current coded at the frequency of 75 times per minute supplied to a circuit passing from terminal BX, through contact 161 of relay ZBPR, contact 87 of code transmitting device 7SCT, front point of contact 54 of relay ZWFZ, winding m of transformer ZRT, and the front point of contact 55 of relay ZWFP to terminal NX. Winding d of transformer 3LT Will therefore now be energized by current coded at the frequency of 75 times per minute and supplied over the rails of section AT from winding (1 of transformer ZRT.

A circuit will now be completed for energizing relay 3LTR from Winding m of transformer 3LT, this circuit including winding m of transformer 3LT, back point of contact 49 of relay 3EFP, rectifier 3L1, winding of relay 3LTR, and the back point of contact 48 of relay 3EFP. Relay SLTR will therefore now be periodically energized at a frequency of '75 times per minute, causing contact 88 of relay 3LTR to be closed at its front and back points alternately.

Each time contact 88 of relay 3LTR becomes closed at its back point, a circuit will be completed for charging an energy storing device, esignated by the reference character 2, this circuit passing from terminal 33, through the back point of contact 88 of relay 3LTR, energy storing device e, and a resistor t to terminal 3N. Each time contact 38 of relay SLTR becomes closed at its front point, the energy storing device e will discharge through the winding of relay 3LHR, the circuit passing from device e, through the front point of contact 88 of relay SLTR, winding of relay SLHR, and resistor 1 back to device e. Relay 3LHR is made slow releasing by an asymmetric unit i5 connected in multiple with its control winding, and therefore its front contacts 52, 69 and 89 will remain closed while contact 88 of relay 3LTR is being closed alternately at its front and back points.

A pickup circuit will now be completed for relay SWFP, passing from terminal 3B, through contact 44 of relay 3FR closed in the reverse position, contact 89 of relay ELI-1R, contact 91 of relay SEFP, and the Winding of relay 3WFP to terminal 3N. Relay 3WFP, upon becoming energized, will complete its stick circuit, which is the same as the pickup circuit just traced except that it in- 14 cludes contact 99 of relay 3WFP instead of contact 89 of relay BLHR.

A circuit will then be completed for energizing winding m of transformer 3RT by current coded at the frequency of 180 times per minute, this circuit passing from terminal BX, through the front point of contact 40 of relay SWFP, winding m of transformer 3R1, front point of contact 41 of relay 3WFP, contact 50 of code transmitting device 18001, front point of contact 52 of relay SLHR, back point of contact 53 of relay SRHR, and contact 101 of relay ZvBFR to terminal NX. Current coded at the frequency of 180 times per minute will therefore now be supplied from winding d of transformer 3RT over the rails of section BT, to Winding d of transformer 4LT.

Relay 4LTR will be energized by current coded at the frequency of 180 times per minute in a circuit'which includes winding m of transformer 4LT, back point of contact 59 of relay 4EFP, rectifier 4L1, winding of relay 4LTR, and the back point of contact 38 of relay 4EFP. Transformer 4? and relays 4LHR and LDR will therefore now be energized through contacts 92 and 93 of relay 4LTR while being repeatedly closed at their front and back points alternately at the frequency of 180 timesper minute.

With relay 4LHR energized, a pickup circuit will be completed for relay 4WFP, this circuit passing from terminal 413, through contact 39 of relay 4FR closed in the reverse position, contact 94 of relay 4LHR, contact 96 of relay 4EFP, and the winding of relay 4WFP to terminal 4N. Relay SWFP, upon becoming energized by its pickup circuit, will complete its stick circuit, which is the same as the pickup circuit just traced except that it includes contact of relay 4WFP instead of contact 94 of relay 4LHR.

With relay 4LHR energized, the trafiic control circuit is once again completed and the relays BPR energized. T he circuit is traced from terminal 213 through contact 76 of relay FSR closed in its reverse position, contacts 75 and 74 of relays STR and 4A8, respectively, the winding of relay iBPR, back contact 73 of relay 4BPA in multiple with the winding of relay 41 R, contact 72 of relay 4LHR, the winding of relay SBPR, back contact 70 of relay EBPA in multiple with the winding of relay SFR, contact 69 of relay SLHR, contact 67 of relay ZWFP, back contact 65 of relay 2BPA in multiple with the winding of relay ZFR, the winding of relay ZBPR, contacts 64 and 63 of relays 2A8 and HR, respectively, and contact 62 of relay FSR closed in its reverse position, to terminal 2N. The BPR relays are thus energized, and close their contacts 100 to reenergize the EPA relays. When the EPA relays open their back contacts, the shunts are removed from the winding of the FR relays which are then energized with current of reverse polarity. Since the contacts of these relays already are closed in the reverse position, no further action occurs.

The opening of back contacts 101 of the BPR relays deenergizes the track circuits. However, since relays dLHR and LHR are of the slow release type, the open- 1ng of contacts 69 and 72, respectively, in the traffic control circuit is sufficiently delayed that front contacts 70 and 73 of relays 3BPA and 4BPA, respectively, are closed in time to maintain the BPR and FR relays energized. Front contact 65 of relay ZBPA, when closed, is in multiple with contact 67 of relay ZWFP. Thus, at this time the traflic control circuit is so energized as to permit a Westward train movement if desired.

I shall now assume that a leverman or dispatcher moves lever 4V to the f position to initiate the clearing of signal LA4 for a westbound trafiic movement. Contact 21 of lever %V will therefore open the circuits for relay 4A8, causing relay 4A8 to be deenergized. With relay 4A8 deenergized, its contact 74 will open the trafiic direction control circuit including the BPR and FR relays, causing these relays to be deenergized. With the BPR relays *deenergized, and the WFP relays energized, the

tion, the trafiic control circuit will not be reenergized at the end of the reversal of traific; but rather the track circuits will remain energized and the signal LA4 will immediately clear, as described in the succeeding paragraph. l l

With lever 4V Occupying its position, and relay 4LHR energized, a circuit is completed to energize relay LA4ER; This circuit is traced from terminal 43 through contact 97 of lever 4V, contact 98 of relay 41 R, contact 99 of relay 4LHR, and the winding of relay LA4ER to terminal 4N. Signal LA4 will now be controlled to display a green or clear proceed indication for westbound trafiic. The circuit for lighting lamp G is traced from terminal 433 through the front points of contacts 14 and" 11 of relays LA4ER and 4LDR, respectively, and lamp G to terminal 4N. i 7

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. l t

, Having thus described my invention, what I claim is: 1. In railway trafiic controlling apparatus embodying traific governing'rneans for directing trafiic movements in both directions over a given stretch of railway track, including a normally energized traffic direction control circuit which is manually controlled at only one location to establish trafiic direction, the combination comprising, first manually controllable means operable for initiating the control of said trafiic governing means for governing traffic movements in a given direction over said given stretch of track, second manually controllable means operable for initiating the control of said trafiic governing means for governingtraffic movements in the opposite or second direction over said given stretch of track, means controlled by'operation of each of said first and secondmanually controllable means for deenergizing If the lever 4V is moved to its position said traflic direction control circuit, traflic responsive means for said given stretch of track, means controlled by said tran c direction control circuit upon becoming deenergized for effecting energization of said traflic responsivetmeans, said trafiic responsive means then becoming deenergized in response to trafi'ic movements on said stretch of track, and means controlled by operation of said manually controllable means and by said trafiic responsive means upon becoming energized in response to operation of said first or said second manually controllable means'for ehecting operation of said trafiic governing'mean's for directing trafiic movements in said first or second direction respectively over said given stretch of track.

In railway trafiic controlling apparatus embodying traffic governing means for directing trafi'ic movements in both directions over a given stretch of railwaytrack;

including'a traflic direction control circuit which is normally energized by current of a given polarity or of the opposite polarity, the polarity being manually controlled at only one selected location, the combination comprising, first manually controllable means operable for initiating the control of said trafiic governing means for governing trafiic movements in a given direction over said given stretch of track, second manually controllable means operable for initiating the control of said traffic govern- 7 ing means for governing traffic movements in the op posite or second direction over said given stretch of track, means controlled by operation of each of said first and-second manually controllable means for deenergizing said traflic direction control circuit, trafiic responsive means for said given stretch of track, means controlled 7 1-6 by said :traflic direction control circuit upon becoming deenergized for effecting energization of said trafiic responsive means, said traflic responsive means then becoming deenergized in response to trafi'ic movements on said stretch of track, means controlled by said trailic responsive means for thenretaining said trafiic direction control circuit deenergized while sm'd stretch of track is,

occupied, and means controlled by operation of said manually controllable means and by said'trafiic responsive means upon becoming energized in response to operation of said first or said second manually controllable means for effecting operation of said traflic governing means for directing trafiic movements in said first or second direction respectively over said given stretch of track. 7 t t 3. In railway trafiic controlling apparatus for a stretch of railway track which is divided into a plurality of sections and is provided with a plurality of trafiic governing evices spaced consecutively along said s-tretchlfor governing trafiic movements in a first'dir'ection and in the opposite or second direction, embodying a plurality of polar control relays connected in series in a traffic direction control circuit, each of said relays having polar contacts which when the corresponding relay becomes deenergized remain closed in a normal or a' reverse position to which they were last opera-ted in response to current of normal or reverse polarity respectively, in which energization of said trafiic control circuit including said polar control relays connected in series by current of normal and reverse polarities is manually'controllable, in which trafiic responsive means is provided for each of said'track sections,

in which energization of said trafiic responsive means for each of given sections for a given direction of trafiic movements is controlled by contacts of said polar control relays when closed in the normal position and energization of said traffic responsive means'for the opposite direction of trafiic movements is controlled by contacts of said polar control relays when closed in the rever-seposition, in which said traffic control circuit includes contact means controlled by said tratfic responsive means and closed only while said traffic responsive means is ener-t gized, said traiiic'responsive means becoming deenergized in response to occupancy of said stretch of track by a train, and in which each of said tralfic governing devices is controlled by corresponding said trafiic responsive means and by'manually operable means, the combination comprising, a plurality of neutral line relays one adjacent each of said polar control relays connected in series with said polar' control relays and said contact means controlled by said traific responsive means in said trafiic control circuit, means controlled by said manually operable means when said manually operable means is manipulated for controlling said trafiic governing devices for deenergizing said trailic control circuit, and back contacts of said neutral line relays included in the means for energizing said tratfic responsive means.

4. in railway traffic controlling apparatus for a stretch of railway track which is divided into a plurality of sect-ions and is provided with a plurality of trafiic governing devices spaced consecutively along said stretch for governing traflic movements in a first direction and in the opposite or second direction, embodying a plurality of polar control relays connected in series in a trafiic direction control circuit, each of said relays having polar contacts which when the corresponding relay becomes deenergized remain closed in a normal or a reverse position to which they were last operated in response to current of normal or reverse polarity respectively, in which energization of c each of given sections for a given direction of traffic movements is con-trolled by contacts of said polar control 17 relays when closed in the normal position and energiza tion of said traflic responsive means for the opposite direction of traflic movements controlled by contacts of said polar control relays when closed in the reverse position, in which said traflic direction control circuit includes contact means controlled 'by said trafiic responsive means and closed only while said traflic responsive means is energized, said traffic responsive means becoming deenergized in response to occupancy of said stretch of track by a train, and in which each of said trafiic governing devices is controlled by corresponding said traffic responsive means and by manually operable means, the combination comprising, a plurality of neutral line relays one adjacent each of said polar control relays connected in series with said polar control relays and said contact means controlled by said tr-afiic responsive means in said trafiic control circuit, means controlled by said manually operable means when said manually operable means is manipulated for controlling said trafliic governing devices for deenergizing said traffic control circuit, back contacts of said neutral line relays included in the means for energizing said trafiic responsive means, a plurality of line relay repeater relays one for each of said neutral line relays, means controlled by a front contact of each of said neutral line relays for energizing the corresponding line relay repeater relay, and front contacts of said line relay repeater relays connected in multiple with said contact means controlled by said trafiic responsive means in said traflic control circuit.

5. In railway traffic controlling apparatus for a stretch of railway track which is divided into a plurality of sections and is provided with a plurality of traffic governing devices spaced along said stretch for governing traflic movements in a first direction and in the opposite or second direction, embodying a plurality of polar control relays connected in series in a trafiic control circuit, each of said relays having polar contacts which when the corresponding relay becomes deenergized remain closed in a normal or a reverse position to which they were last operated in response to current of normal or reverse polarity respectively, in which energization of said trafiic control circuit including said polar control relays connected in series by current of normal and reverse polarities is manually controllable, in which two track circuits are provided for each of given sections one for each direction of traflic movements, in which energization of each of the track circuits for a given direction of trafiic movements is controlled by a contact of a corresponding polar control relay when closed in the normal position and energization of each of the track circuits for the opposite direction of traflic movements is controlled by a contact of a corresponding polar control relay when closed in the reverse position, in which said trafl'ic control circuit includes contact means controlled by said track circuits and closed only while said track circuits are energized, and in which each of said trafiic governing devices is controlled by a corresponding one of said track circuits, the combination comprising, a plurality of neutral line relays one for each of said polar control relays connected in series with said polar control relays and said track circuit controlled contact means in said trafiic control circuit, a back contact of each of said neutral line relays included in the control means for a corresponding one of said track circuits, a line relay repeater relay for each of said neutral line relays each controlled by a front contact of the corresponding neutral line relay, and front contacts of said line relay repeater relays connected in multiple with said track circuit controlled contact means in said trafiic control circuit.

6. In railway traffic controlling apparatus for a stretch of railway track which is divided into a plurality of sections, embodying a plurality of polar control relays connected in series in a trafdc control circuit, in which energization of said traific control circuit including said polar control relays connected in series by current of normal and reverse polarities is manually controllable,

in which two track circuits are provided for each of given sections one for each direction of traflic movements, in which energization of each of said track circuits for a given direction of trafiic movements is controlled by a contact of a corresponding polar control relay when closed in the normal position and cnergization of each of said track circuits for the opposite direction of traflic movements is controlled by a contact of a corresponding polar control relay when closed in the reverse position, in which said traflic control circuit includes contact means controlled by a track circuit for each of said sections and closed only while the corresponding track circuit is energized, in which manual signal control devices and said track circuits control trafi'ic governing means, the combination comprising, a plurality of neutral line relays one for each of said polar control relays connected in series with said polar control relays and said contact means, means controlled by said manual signal control devices upon being operated for controlling said tratfic governing means for deenergizing said trafiic control circuit, and contact means controlled by a corresponding neutral line relay and closed when said neutral line relay is deenergized, said contact means being included in the control of each of said track circuits.

7. In combination, a stretch of railway track divided into sections, trafiic governing means for governing traflic movements in a given direction and also in the opposite direction over said stretch of railway track, a plurality of polar control relays, a plurality of neutral line relays one for each of said polar control relays, traflic responsive means for each of said track sections including two track circuits for each of given track sections one for each direction of trafiic movements, trafiic responsive contact means for each of said sections controlled by said trafiic responsive means and closed in response to deenergization of said neutral line relays but becoming opened when the corresponding track section becomes occupied by a train, a trafiic control circuit including said polar control relays, said neutral line relays, and said trali'lc responsive contact means all in series; manually controllable means for effecting energization of said trafiic control circuit by current of normal and reverse polarities, means controlled by back contacts of said neutral line relays and by normal and reverse polar contacts of said polar control relays for setting up the track circuits for said given track sections for trafiic movements in a normal or a reverse direction respectively, manually operable control means, means controlled by said trafiic responsive means and by operation of said manually operable control means for controlling said traflic governing means for trafiic movements in said normal or said reverse direction according as said normal or reverse polar contacts respectively of said polar control relays are closed, and means controlled by operation of said manually operable control means for deenergizing said traflic control circuit.

8. In combination, a stretch of railway track, traffic governing means for governing trafiic movements in a given direction and also in the opposite direction over said stretch of railway track, a plurality of polar control relays, a plurality of neutral line relays one for each of said polar control relays, trafiic responsive contact means for said stretch of track normally open but becoming closed in response to control by polar contacts of said polar control relays and by contacts closed in response to the deenergization of said neutral line relays, said trafiic responsive contact means becoming opened in response to occupancy of said stretch of track by a train, a trafiic control circuit including said polar control relays and said neutral line relays and also at times said traflic responsive contact means all in series, manually controllable means for energizing said traflic control circuit by current of normal and reverse polarities, manually operable control means, means controlled by said manually operable control means and by normal and reverse polar contacts of said polar control relays for controlling said traflic governing means for governing traffic movements in a first direction or in the opposite direction respectively over said stretch of track, and means controlled by operation of said manually operable control means for deenergizing said trafiic control circuit 9. In combination, a stretch of railway track, traffic governing means for governing traffic movements in a given'dire'ctionand also in the opposite direction over said stretch of railway track, a plurality of polar control 1 relays, a plurality of neutral line relays one for each of said polar control relays, traflic responsive contact means for said stretch of track normally open but becoining closed in response to control by polar contacts at said polar control-relays and by contacts closed when said neutral line relays are deenergized, said traflic responsive contact means becoming opened in response to occupancy of said stretch of track by a train, a normally energized-tratfic control circuit including said polar controlrelays, said neutral line relays, andsaid traflic responsive contact means in'series; a line relay repeater relay for each of said neutral line relays, eachsaid repeater relay being, controlled by a front contact of the corresponding neutral line relay, front contacts of said line relay repeater relays connected in multiple with corresponding said tratfic responsive contact means in said tratficcontrol circuit, manually controllable means for energizing said trafiic control circuit by'current of normal and reverse polarities, manually operabletcontrol means, means controlled by said manually operable control means and by said tratfic responsive contact means for controlling said trafiic governing means for goverm'ng traffic movements over said stretch of track, and means controlled by operation of said manually operable control means'for' deenergizing said traflic control circuit. a

References Cited in the file of this patent UNITED STATES PATENTS

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