US2785295A - Railway traffic controlling apparatus - Google Patents

Description

March 12, c M HU S RAILWAY TRAFFIC CONTROLLING APFARA Filed June 22, 1953 TUS 3 Sheets-Sheet 1 a R m. 7 2 w 1 m Z A} 7 1.3 w T 0 1 d A a m w v H I Y B mm LN w 1 s g M E m U W E TQM gi T w KERN W R S .0 Lin? w n I Q? L Ra N March 12, 1957 HURSH RAILWAY TRAFFIC CONTROLLING APPARATUS 5 Sheets-Sheet 2 Filed June 22, 1953 INVENTOR. Ulla/lea f1. Harsh BY a]. L. W.

March 12, 1957' c. M. HURSH 2,785,295

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed June 22, 1953 5 Sheets-Sheet 3 Q T g N w M v WE HT. m N. b E o w. QM H m 3v M wig aww m Rfi v w HMQ sw fiiw $3 a n Charles M Harsh BY 40 L m.

HIS ATTORNEY Ev G M ,3 LMWL m fimmfi n w Nb Q 1.. NRQ 10 kfifi MG MQW M A 3 Nmsv A I IHJ 11 .Tifi i Q. i .5 r k k w w kswv g E AWE fi x n LII a -mmww United States Patent RAELWAY TRAFFIC CQN'I'RGLLING APPARATUS Charles M. Hursh, Downers Grove, BL, assignor to Westinghouse Air Brake Company, Wilmerding, Pa, a corporation of iennsylvania Application June 22, 1953, Serial No. 363,164

6 Claims. ((11. 246-22) My invention relates to railway trafiic controlling apparatus. More particularly, my invention relates to apparatus of the type which is known as trafiic locking apparatus, by means of which, traffic governing devices, such for example as signals for any given stretch of railway track, are in part manually controllable for governing One form of traflic locking apparatus which has been used requires joint action by persons at two difierent control stations for manually controlling traltic 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 traflic lever which is mechanically interlocked with a signal lever which controls a signal for governing traffic movements on to the corresponding end of the stretch of railway track.

In the particular form of apparatus shown embodying my invention, however, an improved tratfic control system manually controllable from only one control station is employed, in which polar control relays, and neutral line relays one for each polar control relay are energized in series by current of one polarity or the other in a circuit which includes a contact of each of a plurality of track relays and other traf'uc controlled relays for a corresponding stretch of railway track and which also includes 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 of the stretch of track. Each of the polar control relays is of the polar 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, normally deenergized, one for each direction of traific movements, are shown provided for each track section between signals, adjacent opposite ends of the stretch of track, which govern tratlic movements ofi of the stretch of track. It is, however, not necessary that the track circuits shall be of the particular type shown. The track circuits for a given direction of traltic 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 by back contacts of the corresponding neutral line relays, and the track circuits for the opposite direction of trafiic movements 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, and by back contacts of the corresponding neutral line relays.

It is believed to be obvious that, with this trafiic locking system, the neutral line relays cannot be used alone for controlling block indication devices to show trafiic conditions on the different track sections or blocks in the associated stretch of track.

An object of my invention, therefore, is the provision of means which will control block indication devices to show correctly the condition of track occupancy of the various blocks.

Another object of my invention is the provision of means for lighting a signal for the given stretch of railway track only when a given portion of the track in the rear of the signal is occupied by a train.

A feature of my invention for accomplishing these objects is the use of traflic direction stick relays controlled to be normally energized but to become deenergized in response to control of corresponding signals by the traffic locking circuit arrangement to display proceed indications for a corresponding direction of traffic movements over the associated stretch of railway track.

A further feature of my invention is the provision of indication control means controlled to be normally energized and also to be energized when a signal is controlled to display a proceed indication while a corresponding traffic direction stick relay is deenergized, but to become deenergized when the same signal is controlled by a train to display a stop indication.

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. 1a, lb, and 1c, when placed end to end, in the order named, with Fig. la 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 tratfic movements over the stretch of railway track; which embodies a plurality of polar control relays, one for each given signal location, connected in series, each of the polar control relays having 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; which also embodies a plurality of neutral line relays, one for each polar control relay, connected in series with the polar control relays; in which a back contact of each of the neutral line relays is included in a path connected in shunting relation around the control Winding of the corresponding polar control relay; in which energization of a 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; in which contacts of traffic controlled relays are included in series with the control windings of the polar control relays and the neutral line relays; in which two track circuits of the coded type are provided for each of given track sections, one for each direction of trafiic movements; in which the track circuits for a given direction of traflic movements are set up by contacts of the polar control relays when closed in the given or normal position, and by back contacts of the neutral line relays, and the track circuits for the opposite direction of trafiic 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; which also embodies a plurality of line relay repeater relays, one for each of said neutral controlling westbound traflic governing means.

line relays controlled by a front contact of the correspending neutral line relay, in which a front contact of each of the line relay repeater relays'is included in multiple. with, other relay contacts in the traflic locking control circuit; and which also embodies trafiic direction stick relays controlled by the line relay repeater relays and the signal relays, for controlling track section or traflic movements are normally made from left to right,

as shown in the drawings, which I shall assume is the eastbound direction, but'cver which trafiic movements may also at tiniesbe'made in the opposite or westbound direction. In order'tosimplify 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 IT and ST is providedwith 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 attack relay designated by the reference character ITR or 5TR,'respectively, connected across the rails adjacent the opposite end of the section. I

Asuitable 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. A

Each of the track sections AT and BT 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 trafiic governing means, and is provided with a second track circuit which is 'at times supplied with coded alternating current adjacent the west end of the corresponding section for 7 Each of the track circuits for section AT includes the winding. d of a tracktransfonner, designated by the reference character 3LT, connected across-the rails adjacent the 'eastend of the section, and the winding :1 of a track trans former, designated by the reference character ZRT, con- 7 nected across the rai-lsadjacent the west end of. the section. i

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 andNX over front contacts of an eastbound traffic control rela designated by the reference character SEEP, A code following direct current track. relay, which maybe of the biased neutral 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 mof transformer ZRT over back contacts of a westbound traific control relay, designated by the reference character ZWFP, through a rectifier, designated by the reference character 2R1.

For controlling westbound traffic governing means the westbound track-circuit for section AT becomes energized by alternating current supplied to winding m of transformer 2RT from terminals BX and NX over front contacts of the westbound trafiic control relay ZWFP.

Each of the track circuits for section BT includes the winding d of a track transformer, designated by the reference character 4LT, connected across the rails adjacent the east end of the section, and the winding d. of a track transformer, designated by the reference character SRT, connected across the rails adjacent the westend of the section. The track circuits for section BT become energized similarlylo-the trackcircuits for section AT' as already described, for controlling track relays, designated by the reference characters 3RTR V p trolling eastbound and westbound traffic governing means, respectively. f

The rectifiers 2R 3RI, SLI and 41.! may be of any suitable design such, for example, as the well-known bridge type comprising four asymmetric units, designated by the reference characters 11, i2, i3, and i4, which may be of the well-known copper oxide half-wave rectifier p a Signals designated by the reference characters RA2 and L2 are located adjacent the opposite ends of, track section IT, 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 islocated adjacent the adjoining ends of sections AT and BT. Signals RAZ, R3 and R4 govern eastbound t raffic movements, and signals L2 andVLAi govern westbound traffic movements. The signals may V locking machine levers, designated by the reference characters 2V and 4V, for controlling the signals. Each of the levers 2V and 4V has a normal position designated by the reference character n, in which it is shown in the drawings, and also a reverse position designated by the reference character r to the right, as shown in the drawings, and a reverse position designated by the reference character to the left, as shown in the drawings.

A traflic lever, designated by the reference character FV, is also provided adjacent lever. 2V, as shown in Fig.' la. Lever FV has a normal position n, in whichit is shown, and a reverse position 1' 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 left-hand 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'r 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 n, is enclosedto show that contact 16 is closed while lever 2V is in either its n or its 1. position or at any point be tween those two positions;

Time locking stick relays, designated by the reference characters 2A8 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 as time element relays designated by the reference characters 2TB and 4TB, are

associated with the control of relaysZAS 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 whichbecome closed only upon the lapse of a measured period of timeafter the corresponding relay 7 becomes energized.

A signal'lightiug relay, designated 'by. the reference character RA2ER, is controlled inpar i by lever 2V for controlling signal RA2. .Signal lighting relays, designated by the reference characters LA-tER and dRER, are con trolled in part by lever 4Vfor controlling signals LA4 and R4, respectivelfl, a i

Polar control relays are provided, one for each given signal location. Each of the polar control relays is designated by the reference. character FR prec'ededbyv a 1111- and ELTR, for conrneral which is the same as that in the reference character for a 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 a 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 lTR and STR and front contacts of time locking stick relays 2A8 and 4A8, and at times includes front contacts of home signal relays, designated by the reference character HR preceded by a distinguishing prefix, and front contacts of traffic control relays, each of which is designated by the reference character FP preceded by a distinguishing prefix, and also at times includes front contacts of the line relay repeater relays.

The polar control relays and neutral line relays in the traflic 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 traffic 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 polechanging contacts of traflic lever FV.

Each of the polar control relays FR, when energized by current of normal or reverse polarity, controls an eastbound or a westbound trafiic 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. 1

A decoding transformer, designated by the reference character 2T, has a primary winding m which 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 RA2, 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, designated by the reference character ZRDR, for signal RA2, is normally deenergized, out becomes energized through a decoding unit, designated by the reference character ISllDU, which is of a Well-known type passing only current of the 180 code frequency. Relay ZRDR will therefore be operated only while Winding m of transformer 21' is being energized by current of the 180 code frequency.

Decoding transformers, designated by the reference characters 3T and 4T for signals R3 and LA4, respectively, 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 are operated similarly to relays ZRHR and ZRDR, respectively. Home and distant signal relays,

designated by the reference characters 4LHR and 4LDR, respectively, for signal LA4 are also operated similarly to relays ZRHR and ZRDR, as already described. A home signal relay, designated by the reference character 3LHR, becomes energized in response to operation of relay 3LTR 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 charactor 15, connected in multiple with its control winding.

A traffic direction stick relay, designated by the reference character BPS preceded by a distinguishing prefix, is provided for each end of each of the track sections AT and BT. Each trafiic direction stick relay BPS has a pickup circuit controlled bya front contact of a corresponding line relay repeater relay EPA, and has a stick circuit controlled by a back contact of a home signal relay HR.

A lighting relay, designated by the reference character R3ER for signal R3, is normally energized by a circuit including front contacts of relay-s ZBPS and SLBPS, and is also energized when home signal relay ZRHR becomes energized and relay ZBPS becomes deenergized in response to manual control for controlling signal RAZ to display a proceed indication for an eastbound train. When an eastbound train then enters section AT, thereby deenergizing relay ZRHR, relay R3ER becomes deenergized and effects approach lighting of signal R3. Relay R3ER, upon becoming deenergized, also opens an energizing circuit for a block indication relay, designated by the reference character ATPR, for section AT.

When relay 3LHR becomes energized for a westbound traffic movement, relay R3ER becomes energized by a third circuit including a front contact of relay SLHR and a back contact of relay 3LBPS. Relay SLHR, upon then becoming deenergized by a Westbound train, causes relay R3ER to become deenergized, which opens the energizing circuit for block indication relay ATPR.

A block indication relay, designated by the reference character BTPR for section ET, is controlled, similarly to indication relay ATPR just described, by traffic direction stick relays 3RBPS and 4BPS, and by home signal relays SRHR and 4LHR for eastbound and westbound trafiic movements, respectively.

Block indicators, designated by the reference characters ATBK and BTBK, are controlled by the block indication relays ATPR and BTPR, respectively. As shown in Fig. la of the drawings, the block indicators are electric lamps, but they may be of any other suit-able type.

A suitable source of current such, for example, as a battery, designated by the reference character 2Q, having terminals designated by the reference characters 2B 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 43 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 3B 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, 1 shall now describe the circuits and operation in detail.

As shown in the drawings, each of the track sections 11, AT, BT and ST is unoccupied; 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 unlighted; relays 2A8 and 4A3 are energized; relays 2TB and 4TB are deenergized; traffic control lever FV is in its n position, and therefore relay F SR is energized by current of normal polarity; with relay FSR energized by current of normal polarity, its pole-changing contacts and relays ZW' v V 7' V 62 and 76 are closed in the normal position for energizing the polar control relays ZFR, SP3 and iFR, and the neutral line relays ZBPR, SEPR a'nd iBP R, by current of normal polarity; relays 2515?, 'EEFB, iEFP, Z BPA, EBPA,

iBPA, ZBPS, SLBPS, FJREPS, 4BPS, 'R3ER, ATPR and ETER, and indication devces A i 2K and BTBK are there- 3N, and are therefore *dly closin and'ope'nin contacts at a'frequi 7 and l d-time's, i lively, per minute. in in, code trans mitting devic 75C? and 13%(3? are connected directly across terminals 4B and e N,'and are therefore repeatedly closing and opening their contactsat a fre uency of 7 and 180 times, respectively, per minute.

in Fig. la, red'lam'p Rot signal RAZ is shown lighted erminals 3B V by a circuit passing from terminal 22, through the back point of'contac't 8 o'irclay RAZER, and lamp R of signal RAZ to terminal EN; The red lamps of signals L2, R4 and'L'Ad are also lighted by circuits which are similar to the circuit just traced for signal HA2. I

As shown in Fig. la, relay 2A3 is energized by a stick circuit passing from terminal 22, through contact 16 of lever 2V, contact 17 of relay RAZER, front point of Contact 13 of relayZAS, and the Winding of relay 2A8 to terminal 2N. gizcd by a similar'stick circuit.

Relay FSR is energized by current of normalpolarity passing from terminal 2B,through contact asst lever PV, winding of relay FER, contact 27 of. lever P! to terminal 2N. Relays ZBPR, ZFR SBZR, 32 R, 4BPR yand 4FR are therefore energized by current of nonnal polarity in a circuit which will be traced later. The polar contacts of each of the relays ZFR, 39R and 419K are therefore closed in the normal position.

.Vith'contact 36 of relay AFR closed in the normal position, relay 435?? is energized by'b'oth a pickup and a stick circuit, the pickup circuit passing from terminal '43, through contact 30 of relay 4FR'closedin'the normal position, contacts 31 and 32 of relays' lAS and STR', respec- Iively, contact 34 of relay 4WFP, the winding of relay QEFP to terminal 4N; The stick circuit for relay 4EFP is the same as the pickup circuit just traced except that it includes'contact 33 of relay 4E5? instead of contacts 31 and 32 or relays 4A8 and STR, respectively.

7 Relay SEFP is energized by a stick circuit which passesfrom terminal 313, through contact 44 of relay 3FR closed in the normal or left-hand position, as shown in the drawing, contact 46 of relay EFP, contact 47 of relay .3WFP, and the winding of relay SEFP to terminal 3N.

Relay ZEFP is also energized by a stick circuit which passes from terminal 213, through contact '58 of relay ZFR closed in the normal or left-hand position, contact '60 of relay ZEFP, contact 61 of'relay ZWFP, and the Winding of relay ZEFP to terminal 2N.

Relay ZB'PAis energized by an obvious circuit passing from terminal 23, through contact 193 of relay ZBPR, and the winding of relay ZBPA to terminal 2N. Each of relays 3BPA and 4BPA is energized by a circuit similar to the circuit just described for relay 2BPA, controlled by contact 100 of relays 3BPR and 4BPR, respectively.

With the track relays lTR and STR, time locking stick relays 2 AS and' lAs eastbound traffic control r'elay iEFP, and the line relayrepeate'r relays 'ZBPA, 3BPA and 4'BPA energized while relay FSR is -energized by current of norsriritting. devices 75CT and 18CT are connected directly across Relay 4A5, shownin Fig. lc, also enerfore also ener ized-each of the 'codetransmittih dew ces fl D was-ass 8 t fnal polarity, relays ZFR, 31 R, 4FR, 2BPR, 3BPR and 4BPR are energized by current-of normal polarity passing from termianl 28, through contact 62 of relay 'FSR closed in the normal or lefthand position,as shown'in Fig. la of the drawingsycontacts 63 and 64 of relays 1T5; and 2AS,'respectively, windings of relays 2BPR and ZFR, contact N2 of relay ZBPA, contact 192 of relay windings of relays and 33 R, contact of relay 'EFP in multiple. with contact 162 of relay BPA, windings oi relays i-BPR and'dFR, contacts 74- and 75 or" relays 4A5 and STR, respectively, and contact 76 of relay FSR closed in'the normal position, to terminal 2N,

The stick circuit for relay ZBPS passes from terminal 3B,

through the back point of Contact 1%? of relay ZRHR, contact 1G3 of relay ZBPS, 'and'the Winding of relay ZBPS to terminal EN. The pickup and stick circuits for relay BPS are controlled, similarly to the circuits just described for relay ZBPS, by contact 196 of relay lBPA and the back point of contact 113 of relay ell-IR, respectively. Relay ZRBPS is also controlled, similarly to relay ZBPS, by pickup and stick circuits controlled'by contact 1434 of relay 3BPA and the back point of contact Hi9 of relay 3RI-IR, respectively. Pickup and stick'circuits for relay 3LBPS are closed, which are also similar to the circuits traced for relay ZBPS, and include contact 1 35 of relay 3BPA and the back point of'contect 7.11 of relay 3LHR, respectively. V V

Relay R3ER is energized by a circuit passing from ter minal 38, through the front point of contact 115 of relay ZBPS, front point of contact 116 of relay ELBPS, and the winding of relay R3ER to terminal 3N.

Relay ATPR is energized'by a circuit passing from terminal 33, t hrough contact Ill? of reIay'RBER, and

the winding of' relay ATPR to terminal 3N. Relay BTPR is energized by a circuit passing from terminal 43, through the front point of contact 113 of'relay 4BPS,

front point of contact 119 of relay 3RBPS, and the Winding of relay BTPR to terminal 4N. Track Section or block indicators ATBK and BTEK are energized by obvious circuits passing from terminal 23, through con position in order to clear signal RA2 for an eastbound train. When lever 2V is moved away from its n position towards its r position, contact is? of lever 2V will become opened, thereby deenergizing relay 2A3. Upon deenergization of relay 2A8, contact 6 2- of this relay will open the circuit previously traced for the BPR and FR relays, thereby causing the BPR and FR relays to be deenergized. 7

With relays ZBPR, SBPR and 4819K deenergized, contact 83 of each of these relays will become opened, thereby causin relays ZBPA, SBPA and dBPA, respectively, to become deenergized. With relay 4BPA deenergizcd, the pickup circuit for relay BPS which includes. contact N6 of relay 4BPA will become opened,

but relay 4BPS Will then remain energized by its stick point ol contact 3? of relay 45F? to terminal NX. Al-

ternating cur'rent, coded at the frequency of 75 times per minute, is therefore supplied bywinding diof transforni'er' 4L1 over the rails of section -BT to winding d of transformer BRT.

With transformer SRT thus energized, relay SRTR is energized by circuit means including winding m of transformer SRT, back point of contact 41 of relay 3WFP, rectifier 3R1, winding of relay SRTR, and the back point of contact of relay SWFP. With relay 3RTR thus energized by current coded at the frequency of 75 times per minute, primary winding m of transformer 3T is being repeatedly energized by current pulses of normal and reverse polarity alternately. The circuit by which the pulses of normal polarity are supplied to winding m of transformer 3T passes from terminal 3B, through the front point of contact 42 of relay 3RTR, and the middle portion of winding m of transformer 3T to terminal 3N. The circuit by which the pulses of reverse polarity are supplied to winding m of transformer 3T passes from terminal 33, through the back point of contact 42 of relay SRTR, and the lowest portion of winding m of transformer 3T, as shown in the drawing, to terminal 3N.

Relay SRHR is therefore energized by current passing from winding (1 of transformer 3T through a rectifying contact 43 of relay SRTR. With winding m of transformer 3T energized by pulses of current of normal and reverse polarities at the frequency of 75 times per minute, relay 3RDR will not be energized, since current of this frequency cannot pass through the corresponding decoding unit 180DU.

With relay SBPA deenergized, the pickup circuits for relays BRBPS and 3LBPS are now open at contacts 104 and 165, respectively, of relay SBPA. Relay 3LBPS, however, remains energized by its stick circuit previously described.

With relay 3RHR now energized, the stick circuit for relay 3RBPS will become opened at the back point of contact 199 of relay SRHR, so that relay 3RBPS will be deenergized. With relay SRHR energized and relay SRBPS deenergized, relay BTPR will be energized by a second circuit, passing from terminal 4B, through the front point of contact 109 of relay SRHR, back point of contact 119 of relay 3RBPS, and the Winding of relay BTPR to terminal 4N.

With relay ERHR energized, a pickup circuit is now completed for relay 3EFP which is, however, already energized by its stick circuit previously described. The pickup circuit for relay 3EFP is the same as the stick circuit previously described for this relay except that it includes contact 45 of relay 3RHR instead of contact 46 of relay SEFP.

With relay SRHR energized while relay 3BPR is deenergized, a circuit is completed for energizing winding m of transformer 3LT by alternating current coded at the frequency of 180 times a minute, this circuit passing from terminal BX, through the front point of contact 48 of relay BEEP, Winding m of transformer 3LT, front point of contact 49 of relay 3EFP, contact 50 of code transmitting device 1313GT, front point of contact 53 of relay SRHR, and contact 193. of relay 3BPR to terminal NX. Alternating current, code 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 con tact 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 2RDR are therefore energized.

With relay ZBPA deenergized, the pickup circuit for relay ZBlS is open at contact 103 of relay ZBPA, and with relay ZRHR energized, the stick circuit for relay. ZBPS is'open at the back point of contact 107 of relay ZRHR, causing relay ZBPS to now be deenergized. With relay 2RHR energized and relay ZBPS deenergized, a second circuit is completedfor relay R3ER, this circuit passing from terminal 33, through the front point of contact Hi7 of relay ZRHR, back point of contact of relay 2BPS, front point of contact 116 of relay SLBPS, and the wind ing of relay RBER to terminal 3N.

With relay ZRHR energized, a pickup circuit is completed for relay ZEFP which is, however, already energized by its stick circuit previously traced. The pickup circuit for relay ZEFP is the same as the stick circuit except that it includes contact 59 of relay 2RHR instead of contact 66 of relay ZEFP.

With relay ZRHR energized, a circuit is now completed for energizing relay RAZER, this circuit passing from terminal 23, through contact 77 of lever 2V, contacts 78 and 79 of relays lTR and ZFR, respectively, contact 8% of relay ZRHR, and the Winding of relay RAZER to terminal 2N. With relay RAZER energized, contact 8 of this relay will become opened, at its back point, thereby extinguishing lamp R of signal RAZ, and will become closed at its front point, thereby completing a circuit for lighting green lamp G of signal M2, this circuit passing from terminal 213, through the front point of contact 8 of relay RAZER, front point of contact 9 of relay ZRDR, and lamp G of signal RA2 to terminal 2N.

. I shall assume further that, before the eastbound train passes signal RA2, 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 RA); to become extinguished and lamp R of this signal to again be lighted.

7 With lever 2V again in its 12 position and relay RAZER deenergized, an energizing circuit will be completed for time element relay ZTE, this circuit passing from terminal 213, 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 28, through contact 16 of lever 2V, contact 17 of relay RAZER, contact 19 of relay 2TB, and the winding of relay 2A8 to terminal 2N. Relay 2A8, upon becoming energized by this 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.

The circuit now closed for energizing the BPR relays passes from terminal 2B, through contact 62 of relay FSR closed in the normal position, contacts 63 and er of relays lTR and ZAS, respectively, winding of relay ZBPR, contact 65 of relay ZBPR in multiple with the winding of relay ZFR, contact 66 of relay ZRHR, contact do of relay 3RI-IR, winding of relay 3BPR, contact 743 of relay 3BPR in multiple with the winding of relay 3FR, contact 71 of relay 4EFP, winding of relay BPR, contact 73 of relay 4BPR in multiple with the winding of relay i-FR, contacts 7 4 and 75 of relays 4A5 and STR, respectively, and contact 76 of relay FSR closed in the normal position to terminal 2N. As soon as contacts 65, 7t and 73 of relays ZBPR, SBPR and 4BPR become opened, relays ZFR, 35R and 41 R, respectively, will become energized in series with relays ZBPR, 3BPR and dBPR.

With relays ZBPR, SBPR and 4BPR again energized, relays ZBPA, SBPA and BPA will in turn also be energized by their circuits previously described. With relays 3BPR and 4BPR again energized, the eastbound track circuits previously traced for sections AT and BT will become deenergized because contact 191 of relays 3BPR and 4BPR will now be open in the energizing circuit for winding m of transformers 3LT and 4LT, respectively. Relays ZREIR and 3RHR will therefore also again become deenergized. The BPR and FR relays the frequency of 18$ times per minutes.

will now be energized by their circuits previously "traced including contact 102 of each of the relays ZBPA, '3BPA' and 4BPA.

I shall assume that the leverman later decides to again clear signal RA2 for the eastbound train. He will therefore again move lever 2V to its r position, causing relay 2AS to again become 'deenergized and therefore again open, at its contact 6 the circuit for the PR and BPR relays. Withrelays dBPR and 3BPR again deenergized, the eastbound track circuits for sections 81' and AT again become energized as. previously described, causing relays 3RHR, ZRHR and 'ZRDR to'again also become energized in turn :as previously described. With relay s Z RHRagain energized, relay RAZER will also again become energized, and lamp G of signal .RAZ will now again be lighted.

When the eastbound train enters section 1?, deenergizing relay llTR, contact 78 of this relay will open the circuit previously traced for relayRAZER, causing relay RAZER to become deenergizcd. Lamp G of signal RAE will therefore be extinguished, and lamp R will again be lighted. lVhen relay lTR 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 leveirnan returns lever 2V to its n position, relay 2A3 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 ITR, and

the Winding of relay 2A5 to terminal 2N. Withrelay 2AS again energized, its contact 64 will be closed in the circuit for the BPR and FR relays, but this circuit Will be open at contact 63 of relay ITR.

If it is decided to permit the eastbound train to cont tinue its movement past signal R4 at the oppositeend of the stretch, a leveirnan will move lever 4V to its '1' posil tion, thereby completing a circuit for energizing relay RER, this circuit passing from terminal 413, through contact 81 of lever 4V, contact 82 of relay STR, and the .winding of relay 4RER to terminal 4N. With relay RER thus energized, its contact 12 Willopengthe cir-' cuit for the red lamp R of signalRd, and, at its front point, will complete a circuit for lightin either lamp Y i or lamp G of this signal, according to traffic conditions a in advance, as indicated by the dotted portion of the circuits controlled by the front point of contact 12 of relay 4RER.

=With relay 4RER energized, alternating current, coded at the frequency of 1780 times per minute will be supplied to Winding m of transformer 4LT over a circuit pass ing from terminal BX, through contact 161 of relay 4BPR, contact 36 of code transmitting device 18tlCT, from point of contact 3'7 of relay ZRER, front point of contact 38 of relay lEFP, winding m of transformer 4LT, and the front point of contact 39 of relay SEFP 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.

, Rela I SRT'R will therefore now be energized by current coded at the frequency of l80 times per minute, so

that Winding m of transformer 3T will now be energized come -:leenergized. Relay ZRHR, upon becoming deenergized, opens the pickup circuitfor relay ZEFP, however, remains energized by its stick circuit.

When relay ZRHR 'becomesdeenergized, its contact '80 which,

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 relay ZRHR deenergized, the second circuit traced for relayRCsER will now be opened atthe front point 'of' contact 397 of relay. Z'RHR, causing relay R 3ER to be deenergized. comes deene rgized, its contact 117 will open the circuit previously described for relay ATPR, causing relay ATPR to become deenergized. With relay ATP'R deenergized, its contact 12%? will open the circuit for block indicate-r ATBK, causing this indicator to be extinguished.

1 ;With-relay RSER deenergized,-lamp G of signal R3 will become lighted by a circuit passing fromterrninal 33, through contact 1220f relay R3ER, front point of'contact 13 of relay 3EFP, front point of contact 14 of relay SRHR, front point of contact 15 of relay 3RDR, and

lamp G of signal R3 to terminal 3N.

When the train leaves section 1T, relaylTR will become energized, thereby opening its contact 28 in the second pickup circuit traced for relay 2A3. Contact '78 of relay 1TR will new again be closed in the circuit for relay RA2ER, and cont-act163 of relayvlTR will again be closed in the. circuit for the BPR and FR relays.

. When the train enters section BT, winding d of trans- V former SRT will become deenergized, causing relay SRTR to become deenergized, and in turn causing transformer 3T and relays SRHR and SRDR to also be deenergized. The pickup circuit for'relay 3EFP will now be open at contact 45. of relay 3RHR, but relay 3EFP Will remain energized by its stick circuit.

When relay SRHR becomes deenergized, its contact 68 will open the circuit for the BPR and FR relays at'another point', and its contact 53 will open, at its front point, the circuit previously traced for energizing Winding in of transformer 3LT by current coded at'the frequency of times per minute." A circuit will now be completed forenergizing winding m of transformer 3LT by current coded at the frequency of 75 times per minute, this circuit passing fromterminalBX, through the front point of contact 48 of relay 3EFP, winding m of trans former 3LT, front point oftcontact 49 of relay 3EFP, contact 51 of code transmitter 75CT, back point of contact 52 of relay SLHR, back point of contact 53 of relayl SRHR, and contact 101 of relay 3BPR to terminal NX.

When relay .3RI-1R becomes deenergized, its contact 14 will open, at itsfront point, the circuit previously traced for lamp 6 of signal R3, causing this lamp to be extinguished, and will complete a circuit for lighting lamp R of signal R3, this circuit passing from terminal 313, through contact 122 of relay R3ER, front point of contact 13 of relay SEFP, back point of contact 14 of relaySRl-IR, and lamp R of signal R3 to terminal 3N;

Also, when relay 3RHR becomes deenergized, its contact 109 Will'open, at the front point, the second circuit previously traced for relay BTPR causing relay BTPR to become deenergized and in turn extinguish the indicator BTBK. 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 coded at this frequency. Relay ZRHR will therefore again be energized, but relay ZRDR will remain deenergized. Witli reIay ZRI-IR again energized, the pickup ,circuit for relay ZEFP-will again become closed at contact 59 of relay ZRHR. Also, with relay ZRHR again energized,

its contact 66 will again be closed in the circuit for relays BPR'and PR, and contact 89 of relay ZRHR will again be closed in the circuit traced 'forrelay RAZER.

On account of relay ZRHR'again bein energized,

relay R3ER will again be energized'by the second circuit traced for this relay, thereby extinguishing lamp R oflsignal' R3; With relay RSER again energized, relay ATPR Will alsoagai-n in turn becomeenergized, and there- When relay R3ER be- 13 fore lamp ATBK will again become lighted, so that the leverman will know the train has left section AT.

If desired, the leverman can now control signal RAZ to display a yellow or caution indication for a second eastbound train to pass signal RA2. He will accomplish this by again moving lever 2V to the r position, thereby causing relay RAZER to again become energized by its 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 PAZ, this circuit passing from terminal 2B, through the front point of contact 8 of relay RA2ER, 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 STR will become deenergized, causing relay 4RER to become deenergized, and in turn causing lamp G or lamp Y of signal R4 to be extinguished, and lamp R of this signal to again be lighted. Contact 75 of relay STR will now be open in the circuit for the BPR and FR relays.

The pickup circuit traced for relay 4EFP will be opened at contact 32 of relay STR, but relay 4EFP will remain energized by its stick circuit previously traced. With relay 4RER 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 d 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, so that transformer 3T and relay SRHR will also be energized, but relay 3RDR will not become energized. With relay 3RHR again energized, relay BTPR will in turn also ecome energized by its circuit previously traced through the front point of contact 109 of relay 3RHR, and therefore block indicator BTBK will again become lighted. The leverman will thereby be informed that the train has left section BT.

When both eastbound trains have proceeded beyond signal LA4, and lever 2V has again been returned to its n position, so that relay ZAS is again energized, relays ZBPR,

SBPR and 4BPR will again become energized by the circuit previously traced through the front contacts of relays ZRHR and 3RHR. The BPR relays, upon becoming energized, will open their back contacts which are connected in multiple with the corresponding FR relays such, for example, as contact 65 of relay ZBPR in multiple with relay ZFR. The BPR relays, upon becoming energized, will also open their back contacts 101 in the energizing circuits for the primary windings of the track transformers for sections AT and BT, thereby deenergizing such track circuits as may have been energized.

The BPR relays upon becoming energized, also close their contacts 1% in the energizing circuits for the EPA relays. The EPA relays, upon becoming energized, complete the pickup circuits for the corresponding trafiic direction stick relays BPS, and the energizing circuits first traced for the relays R3ER, ATPR and BTPR are then again closed, and all parts of the apparatus will then again be in the condition shown in the drawings.

1 shall next assume that a westbound train is to move over the stretch of track shown in the drawings. A leverman will therefore move lever FV to its r position, causing relay FSR to become energized by current of reverse polarity passing from terminal 213, through contact 28 of lever FV, winding of relay FSR, and contact 29 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 reverse position, the BPR and FR relays will become deenergized, and energy will be removed from the EPA relays. If the contacts of relay FSR move quickly enough between their extreme positions, or if the BPA relays are of the slow release type, as shown in the drawings, front contacts of the EPA relays will not become opened because of the brief period of deenergization of the BPR relays during movement of the contacts 62 and 76 of relay FSR from the normal to the reverse position.

When contacts 62 and 76 of relay FSR reach the reverse position, a circuit will be completed for energizing the BPR relays by current of reverse polarity which is otherwise the same as the circuit previously described including contacts 1-il2 of the EPA relays.

With the EPA relays energized, the BPS relays will be energized by their pickup circuits previously described.

Each of the relays ZFR, 3FR and 4FR, upon becoming energized by current of reverse polarity, will move its polar contacts to the reverse position, thereby deenergizing the EFP relays. A pickup circuit will'therefore now be completed for energizing relay ZWFP, this circuit passing from terminal 23, through contact 58 of relay ZFR closed in the reverse position, contacts 83 and 84 of relays 2A8 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 2A8 and HR, respectively.

A leverman will then move lever 4V to the f position to initiate the clearing of signal LA4 for a westbound trafiic movement. Lever 4V, upon being moved away from the n position toward the 1 position, will open its contact 21, thereby deenergizing relay 4AS. Contact 74 of relay 4AS will then open the circuit for the BPR and FR relays, causing these relays to become deenergized, and causing the EPA relays to also in turn become deenergized and open the pickup circuits for the BPS relays which will, however, remain energized by their stick circuits.

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 101 of relay ZBPR, contact 87 of code transmitting device 75CT, front point of contact 54 of relay ZWFP, 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 d of transformer 2RT.

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 3LT R 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 when contact 88 of relay 3LTR becomes closed at its back point, a circuit will be completed for charging an energy storing device, designated by the reference character e, this circuit passing from terminal 33, through the back point of contact 88 of relay 3LTR, energy storing device 2, and a resistor z to terminal 3N. Each time when contact 88 of relay SLTR becomes closed at its front point, the energy storing device e will discharge through the winding of relay 3LHR, by a circuit passing from device 2, through the front point of contact 88 of relay 3LTR, winding of relay 3LHR, and resistor t back to device e. Relay 3LHR is made slow releasing by asymmetric unit i5 connected in multiple with its control winding, and therefore its front contacts 52, 69, 89, and 111 will remain closed while contact 88 of relay SLTR is being closed alternately at its front and back points.

Relay 3LHR, upon becoming energized, opens the stick circuit for relay 3LBPS, causing relay SLBPS to be deenergized. Relay R3ER will therefore now be 61161? gized by a third circuit, passing from terminal 33, through t the front point of contact 111 of relay SLHR, back point of contact 116 of relay 3LBPS, and the winding of relay RSER to terminal 3N.

Apickup circuit will be completed for relay SWFP, passing from terminal 313, through contact 44 of relay 31 R closed in the reverse position, contact 89 of relay SLHR, contact 91 of relay 3EFP, 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 includes contact 90 of relay SWFP instead of contact 89;

of relay 3LHR.

A circuit will now 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 4d of V relay 3WFP, winding m of transformer 3RT, front point of contact 41 of relay 3WFP, contact 58 of code transmitting device 180CT, front point of contact 52 of relay 3LHR, back point of contact 53 of relay SRHR, and contact 191 of relay SEPR, to terminal NX. Current coded at the frequency'of 180 times per minute will therefore be supplied from winding d of transformer 3RT over the rails of section BT, to winding d of transformer 4LT.

Relay 4LTR will now be energized by current coded at the frequency of 180 times per minute in a circuit which includes winding m of transformer 4LT, back 7 point of contact 39 of relay dEFP, rectifier 4L1, Winding of relay dLTR, and the back point of contact 38 of relay 4EFP. Transformer 4T and relays dLi-IR and dLDR will therefore be energized through contacts 92 and 93 of relay dLTR while being repeatedly closed at their front and back points alternately at the frequency of 180 times per minute. Relay lLl-IR, upon becoming energized, opens the stick circuit for relay dBPS, causing relay BPS to be deenergized, and completes a third circuit for energizing relay BTPR, this circuit passing from terminal 4B, through the front point of contact 113 of relay 4-LHR, back point of contact 11$ of relay 4BPS, front point of contact 319 of relay SRBPS, and the winding of relay BTPR to terminal 4N.

With relay STLHR energized, a pickup circuit will be completed, for relay awrr, this circuit passing from terminal 4B, through contact 39 of relay @PR closed in the reverse position, contact 5 4 of relay dLHR, contact 96 of relay EFP, and the winding of relay 4WFP 'to terminal 4N. Relay dWPP, upon becoming energized by it pickup circuit, will complete its stick circuit, which is the same as the pickup circuit just traced except that it includes contact 95 of relay 4W1 instead of contact 0 94 of relay dLHR. Signal LAd will now be controlled to display a green or clear proceed indication for a westbound traffic movement similarly to the manner previously described in which lamp G of signal RAZ was controlled to display a green or clear proceed indication for an eastbound train.

A westbound train, upon now entering section BT, will deenergize winding d of transformer 4LT, thereby causing relays -LTR, ill-IR and *LDH to be deenergized. The green lamp G of signal LA4 will therefore be extinguished, and the red lamp R will again be lighted. With relay 4LHR deenergized, the third circuit traced for relay BTiR will be open at the front point of contact 113 of relay t-LHR, so that relay BTPR will be deenergized and the indicator 'BTBK will become 'extinguished. The leverman will then know that the'train has entered section 3T. 7

When the Westbound train enters section AT, winding :2 of transformer 3LT will become deenergized, so that relays 3LTR and 3L a will become deenergized in turn. When relay SLHR becomes deenergized, the third circuit traced for relay 1 35R will become opened at the front point of contact 111 of relay SLHR, sothat relay R3ER will be deenergized. Lamp R of signal'R3 will therefore be lighted by a circui/ passing from terminal 16 SB, through contact l22 of relay R3ER, back point of contact 13 of relay 3EFP, and lamp R of signal R3 to terminal 3N. Also, with relay R3ER deenergized, relay, ATPRtwill be deenergized because Contact 117 of relay R3ER will be open, and indicator ATBK will therefore be extinguished. V a

It is believed that, intview of the description of the operation of the apparatus that has been given for the movement of an eastbound train, the operation of the apparatus as the westbound train proceeds further'will be readily understood without further detailed descriptron.

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

Having thus described my invention, what l claim is:

l. in railway trafiic controlling apparatus embodying trafiic governing means for a given stretch of railway track for governing trafiic movements in afirst direction and in the opposite or second direction over-said stretch of track, embodying a plurality of polar control relays and a plurality of neutral line, relays one for each of said polar control relays connected in series in a trafdc control circuit, each of said polar control relays having polar contacts Whichwhen the corresponding relay becomes deenergized remain closed in anormal or a reverse position to which they were last operated in response to current of normal or reverse polarity respectively, in which enertraific responsive means energizable while said stretch of track is unoccupied but becoming deenergized in'response,

to occupation of said stretch of track by a railway vehicle, first manual means, second manual means, means controlled by operation of said first or second manual means for initiating the control of said trafiic governing means for directing traflic movements onto said stretch of track in, said first or said second direction respectively and for deenergizing said neutral line relays, means controlled by said neutral line relays; in the deenergized condition andby normal and reverse polar contacts of said polar control relays for effecting energization of said traflic responsive means for trafiic movements in said first and second directions respectively, the combination comprising, a line relay repeater relay for each of said neutral line relays each controlled by a front contact of the corresponding neutral ,line relay, a first trafiic direction stick relay and a second trafiic direction stick relay each having a pickup circuit,

controlled by a front contact of a corresponding line relay repeater relay, a stick circuit for said first trafiic direction stick relay controlledby said traffic responsive means for said first direction in the decnergized condition, a stick circuit for said second traffic direction stick relay controlled by said trafiic responsive'means for said second direction in the deenergized condition, traflic indication means, a first circuit controlled by ront contacts of said first and second trafiic direction stick relays in series for energizing said traflic indication means, a second circuit controlled by said trafiic responsive means for said first direction in the energized condition and by a back contact Jf said first traific direction stick relay for energizing said traflic indication means, and a third circuit controlled by said traific responsive means for said second direction in the energized condition and by a back contactof said second trafiic direction stick relay for energizing said traffic indication means. a

2. in railway trafic controllingrapparatus embodying ,traific go erning means for a' given stretch of railway track for governing traffic movements in a first direction and in the opposite or second direction over said stretch of track, embodying a plurality of polar, control relays 17 and a plurality of neutral line relays one for each of said polar control relays connected in series in a traific control circuit, each of said polar control 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 and said neutral relays by current of normal and reverse polarities is manually controllable, first manual means, second manual means, means controlled by operation of said first or said second manual means for initiating the control of said traflic governing means for directing traflic movements onto said stretch of track in said first or said second direction respectively and for deenergizing said neutral line relays, a first home signal relay, :1 second home signal relay, means including a normal polar contact of a corresponding polar control relay for energizing said first home signal relay if said stretch of track is unoccupied, means including a reverse polar contact of a corresponding polar control relay for energizing said second home signal relay if said stretch of track is unoccupied, the combination comprising, a line relay repeater relay for each of said neutral line relays each con trolled by a front contact of the corresponding neutral line rela", a first traific direction stick relay and a second traflic direction stick relay each having a pickup circuit controlled by a front contact of a corresponding line relay repeater relay, a stick circuit for said first trafiic direction stick relay controlled by said first home signal relay in the deenergized condition, a stick circuit for said second traflic direction stick relay controlled by said second home signal relay in the deenergized condition, traflic indication means, a first circuit controlled by front contacts of said first and second trafiic direction stick relays in series for energizing said trafiic indication means, a second circuit controlled by said first home signal relay in the energized condition and by said first trafiic direction stick relay in the deenergized condition for energizing said trafiic indication means, and a third circuit controlled by said second home signal relay in the energized condition and by said second trafiic direction stick relay in the deenergized condition for energizing said trafiic indication means.

3. In railway trafiic controlling apparatus embodying traific governing means for a given stretch of railway track, including a plurality of polar traffic control relays connected in series in a normally energized trafiic control circuit, each of said polar trafiic control 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, manually controllable means for energizing said trafiic control circuit by current of normal and reverse polarities, first and second manual control means operable for deenergizing said traflic control circuit arrangement and for initiating operation of said trafic governing means for directing trafiic movements in a first and a second or opposite direction respectively over said stretch of railway track, traffic responsive means energizable While said stretch of track is unoccupied but becoming deenergized in response to occupancy of said stretch of track by a railway vehicle, the combination comprising, a first and a second traflic direction stick relay for trafiic movements in a first and a second direction respectively over said stretch of track, each of said trafiic direction stick relays having a pickup circuit controlled to be closed while said traflic control circuit is energized by current of either normal or reverse polarity, control means for said trafiic governing means for said first direction controlled by said trafiic responsive means in the energized condition and by a normal polar contact of a corresponding polar traffic control relay, control means for said trafiic governing means for said second direction controlled by said trafiic responsive means in the energized condition and by a reverse polar contact of a corresponding polar traffic control relay, :1 stick circuit for said first traffic direction stick relay controlled by said control means for said trafiic governing means for said first direction in the deenergized condition, a stick circuit for said second trafiic direction stick relay controlled by said control means for said trafiic governing means for said second direction in the deenergized condition, trafiic indication means, a first circuit for energizing said traflic indication means controlled by front contacts of said first and second trafi'ic direction stick relays, a second circuit for energizing said trafiic indication means controlled by a back contact of said first trafiic direction stick relay and by said control means for said trafiic governing means for said first direction in the energized condition, and a third circuit for energizing said traific indication means controlled by a back contact of said second traffic direction stick relay and by said control means for said trafiic governing means for said second direction in the energized condition.

4. in railway trafiic controlling apparatus embodying trafiic governing means for a given stretch of railway track, including a plurality of polar traffic control relays connected in series in a normally energized trafiic control circuit, each of said polar traific control 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, manually controllable means for energizing said trafiic control circuit by current of normal and reverse polarities, first and second manual control means operable for deenergizing saidtraffic control circuit and for initiating operation of said traffic governing means for directing traffic movements in a first and a second or opposite direction respectively over said stretch of railway track, trafiic responsive means energizable while said stretch or track is unoccupied but becoming deenergized in response to occupancy of said stretch of track by a railway vehicle, means controlled by said traflic control circuit in the deenergized condition and by normal and reverse polar contacts of said polar traflic control relays for energizing said traflic responsive means for controlling said tramc governing means for directing trafiic movements in said first and second direction respectively, the combination comprising, a first and a second tratfic direction stick relay for said first and second directions respectively of traffic movements, each of said traffic direction stick relays having a pickup circuit controlled to be closed in response to energization of said traffic control circuit by current of either normal or reverse polarity, a stick circuit for said first trafiic direction stick relay controlled to be closed in response to deenergization of said traffic responsive means for said first direction, a stick circuit for said second traflic direction stick relay controlled to be closed in response to deenergization of said trafiic responsive means for said second direction, traffic indication means, and means controlled by front contacts of both of said trafiic direction stick relays, or by a back contact of said first traific direction stick relay while said trafiic responsive means for said first direction is energized, or by a back contact of said second traflic direction stick relay while said traflic responsive means for said second direction is energized.

5. In combination, a section of railway track, traffic governing means for governing traflic movements in a first or given direction and in a second or opposite direction over said section, a polar control relay for each end of said section each 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, a neutral line relay for each of said polar control relays, traffic responsive means including two track circuits one for each direction of traific movements over said track section, a trafiic control circuit including said polar control relays and said neutral line relays all in series, manually controllable means 'for effecting energize.- tion of said trafiic' control circuit by current of normal and reversepolarities,manual means operable for initiating control'of said traflic governing means for said first direction and for said second direction and efiecting deenergization of said'trafiic control circuit, means controlled by said neutral line relays in the-deenergized condition and by normal andreverse polar contacts of said polar control relays for eflecting energization of said'track circuits for said first and second direction respectively, a first and 'a-second traflic direction stick relay each having a pickup circuit controlled by'a front contact of a corresponding said neutral line relay, a stick circuit for said first trafiic direction stick relay controlled-by said firsttr'ack circuit in the deenergizedcondition, a stick circuit for said secondtratlic direction stick relay controlled by said second track circuit in the deenergized condition, traflic indication means, and means controlled by front contacts of both of said trafiic direction stick relays or by 'a back contact of said first traflic direction stick relay while said first track circuit is energized or by a back contact of said second tratfic direction stick relay while-said second track circuit is energized for-energizingsaid trafiic indication means.

;6. In combination, a section of railway track, trafiic governing means for governing trafiic movements in a first or given direction and in a second or opposite direction over said section, a polar control relay for each end of said section each 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, a trafiic control circuit including said polar tralfic control relays connected in series, manually controllable means for normally energizing said traflic control circuit by current of normal or reverse polarity,

manual control means operable for' initiating operation o ffsaid 'traflic 'gov e'rning 'means and for deenergizing said tr'afiic control circuit, tr'aflic 'responsive 'means for said section energizable while said track section is unoccupied but becoming deenergized in response to occupancy of said section by a railway vehicle, means controlled by said traific control circuit in the deenergized condition-and by normal and reverse polar contacts of said polar trafiic control relays for energizing said traflic responsive means for governing 'said trafiic governing means for trafiic movements insai d'first and second direc tions respectively, a first anda second traffic direction stick relay, a pickup circuit for each of said trafiic direction stick relays each controlled to be energized While said' rection stickrelays, orby a back contact of said first traflic direction stick relay while'said trafiicresponsive means is energized for said first direction of trafiic-movements or by a back contact 'ofsaid second tralfic direction stick relay while said trafiic responsive means is'energized for said second directionof trafiic movements.

References Cited in the file of this patent UNITED STATES PATENTS 2,366,776 'Failor Jan. 9, 1945 Thompson et al Feb. 20, 1945'

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