US3064126A

US3064126A - Centralized traffic control system for railroads

Info

Publication number: US3064126A
Application number: US660153A
Authority: US
Inventors: Jachino Carlo
Original assignee: General Railway Signal Co
Current assignee: SPX Corp
Priority date: 1957-05-20
Filing date: 1957-05-20
Publication date: 1962-11-13
Anticipated expiration: 1979-11-13

Description

Nov. 13, 1962 c. JAcHlNo 3,064,126

CENTRALTZED TRAFFIC CONTROL SYSTEM FOR RAILROADS Filed May 2o, 195'/ e sheets-'sheet 1 .5. D om @E wf i". will, .I

Nov. 13, 1962 c. JACHlNo CENTRALIZED TRAFFIC CONTROL SYSTEM FOR RAILROADS Filed May 20, 1957 6 Sheets-Sheet 2 INVENTOR. C. JACHNO HISl ATTORNEY Nov. 13, 1962 c. JAcHlNo 3,064,126

CENTRALIZED TRAFFIC CONTROL SYSTEM FOR RAILROADS Filed May 20, 1957 6 Sheets-Sheet 3 HIS ATTORNEY m v n m MMHMGLHE MANU .Q .o WW n mC n A J C w .7 m @M I- UL N 0.5.45 Y N .Qz .w w k Il .0.545 Q N w C. JACHINO Nov. 13, 1962 CENTRALIZED TRAFFIC CONTROL SYSTEM FOR RAILROADS Filed May 20, 1957 6 Sheets-Sheet 4 V6@ Ei EQ mo wm. t S 51.9 Vai@ R. m O N vit MANU -..OEE wl w .Qzfw mH A van: E E C @H045 1A AJH H @z m #Hp c m7,/

C. JACHINO Nov. 13, 1962 CENTRALIZED TRAFFIC CONTROL. SYSTEM FOR RAILROADS Filed May 20, 1957 6 Sheets-Sheet 5 INVENTOR. C. JACHINO HIS'ATTORNEY @mwa C. JACHINO Nov. 13, 1962 CENTRALIZED TRAFFIC CONTROL SYSTEM FOR RAILROADS Filed May 20, 1957 6 Sheets-Sheet 6 United States Patent C M 3,064,126 CENTRALHZED TRAFFEC CGNTROL SYSTEM FDR RAILRADS Carlo Jachino, Bologna, Italy, assigner to General Rallway Signal Company, Rochester, NX. Filed May 20, B57, Ser. No. 660,153 9 Claims. (Cl. 246-5) This invention relates to centralized trac control syS- tems for railroads, and more particularly pertains to centralized control systems wherein track switches and signals at spaced intermediate stations may 'be controlled manually from a remote control oice, or they may be controlled automatically through the control oihce upon the approach of a train.

In general, the route of a train through a particular eX- tended section of trackway may be determined upon entrance of the train into the centralized traffic control (generally known as CTC) territory, particularly on double track railroads. Thus, if the point of entrance to the CTC territory and the point of departure from the territory are designated, it should be unnecessary for an operator to designate the positioning of track switches and the clearing of signals at intermediate points, except as may be required in accordance with local conditions that may occur at the intermediate interlockings during progress of a train through the territory. :It is therefore necessary that an operator 'be able to cont-rol manually the track switches and signals a-t intermediate interlockings in a centralized traffic control system, but it is also desirable to -be able to permit the establishment of routes automatically where there are no unusual conditions calling for manual route designation.

Generally speaking, and without attempting to deline the scope of the present invention, the system according to the present invention provides in a CTC system, for the setting up of partial routes automatically and progressively in advance of a train as the train progresses through the CTC territory. Thus no operation is required on the part of an operator to establish a route for a train through intermediate interlockings within the CTC territory.

It is provided, however, that the operator can take over semi-manual control of intermediate interlockings involved in the route of a train so as to hold a train as required to give priority to certain conicting routes. This can be done on the basis of semi-automatic operation in that, with a selector lever positioned for semiautomatic control, partial rou-tes are selected automatically as in full automatic operation, but manual designation must tbe made to execute the partial route controls for 'the different stations, rather than having this done automatically upon the passage of a train through certain track sections. By this organization there is no possibility of the CTC operator aligning the wrong route for a train aS the route is determined automatically in accordance with a prior designation of a point of departure from the CTC territory, and no different route may be established.

Full manual control irrespective of a predetermined point of departure for a train may be had by operating the selector lever to a full manual position. With the selector lever in this position, the system is operable according to conventional CTC operating principles.

An object of the present invention is provided for the automatic operation of track switches and signals that are subject to CTC control at several intermediate stations in accordance with the designation of arrival and departure points in lthe territory governed lby CTC.

Another object of the present invention is to provide for the automatic establishment of partial routes in advance of a train as the train progresses.

Another object of the present invention is to provide for semi-automatic operation in a CTC system wherein 3,064,126 Patented Nov. 13, 1962 HCC the route that may be established is automatically determined, but its actual establishment requires manual designation.

Another object of the present invention is to select, when desired, full manual control of track switches and signals like in a conventional CTC system as compared to automatic or semi-automatic operation.

Other objects, purposes, and characteristic features of the present invention will be in part obvious from the accompanying drawings and in part pointed out as the description of the invention progresses. l

ln describing the invention in detail, reference is made to the accompanying drawings in which corresponding parts in the several figures of the drawings are identified by similar reference characters, in which parts having similar functions are designated by similar letter referenc-e characters, and in which:

FlG. 1 is an illustration particularly by -block diagram of the CTC system provided by the present invention aS applied to a specific track layout;

FIGS. 2A, 2B, 2C, and 2D when arranged one above the other respectively illustrate a circuit organization for apparatus that is mostly at a control oflice for the selection of track switch and signal controls lfor communication to respective lield stations;

FIG. 3 illustrates a typical circuit for the automatic or manual initiation of CTC code communication apparatus into a cycle of operation;

FIG. 4 is a sequence chart illustrating the sequence of operation of certain relays upon passage of a train over a particular route when the CTC system is made subject to automatic cont-rol.

For the purpose of simplifying the illustrations and facilitating in the explanation thereof, the various parts and circuits constituting this embodiment of the present invention have been shown diagrammatically, and certain conventional illustrations have been employed, the drawings having been made more for the purpose of facilitating the `disclosure of the present invention as to its principles and mode of operation rather than for the purpose of illustrating the specific construction and arrangement of parts that would be employed in practice. Thus, the circuits are shown schematically and symbols are used to indicate connections to the terminals of batteries or other sources of electric current. The symbols and are employed to indicate connection to the positive and negative terminals respectively of suitable batteries or other sources of direct current, and the symbols (B+) and (B-) are used to indicate connections to the opposite terminals of a suitable battery or other direct current source which has a center or intermediate connection designated as (C).

It is to be understood that the system provided by the present invention is applicable to the control of power track switches and signals in various different types of track layouts, and that the control of the track switches and signals illustrated in this embodiment of the present invention is to be considered as typical of the manner in which control can be provided for ditferent combinations of track switches and signals that may be provided indifferent track layouts to 'be encountered in practice.

For the purpose of disclosure of this embodiment of the present invention, however7 it is assumed that the system is applied to the control of switches and signals disposed along a typical portion or territory of a railroad as illustrated in FIG. l that is governed by a CTC control system. The track layout illustrated in FIG. 1 provides for double track operation, the upper track being provided for traflic from right to left, or westbound traflic, and the lower track in the track diagram being provided for governing traflc to the right, or eastbound tralc.

An entering signal 10 is provided Ifor governing westbound traliic into the westbound track 30, this signal being at field station A and being subject to CTC control from the control oiiice. -Spaced some distance from the signal 10 are lower and upper arm signals 11 and 12 governing traic over a track switch 2W into

tracks

31 and 32 respectively. These track switches and signals are at iield station B and are subject to control by CTC from the control oliice. Included in the stretch of track 31 is a group of track switches and signals for governing westbound traic at eld station C. This group includes the track switches 3W and 4W and signals 13, 14, 15, and 16. A signal 17 is provided for governing westbound traiiic upon leaving the CTC control territory illustrated in FIG. 1. This signal 17 is controlled through iield station D in the centralized tratlic control system.

Although only CTC control signals are illustrated, it is to be understood that suitable, automatic block sig- Daling is provided along the trackway between the various eld stations Vas required. It is to be understood that a similar track layout is provided for the passage of east bound traffic, and inasmuch as the mode of operationrover the eastbound track would be comparable to that for the westbound track, for the purpose of simplification of the disclosure of the present invention, the disclosure has been made more particularly relative to the control of signals for westbound traic, and it is to be understood that similar apparatus, and a similar mode of operation is elective in the setting up of routes yfor eastbound traiiic.

The code communication apparatus provided for transmitting track switch and signal controls from the control oilice to the several field stations and for transmitting indications to the control oce as to the conditions of apparatus at the eld stations can be of any suitable type, such, for example, as by the code communication systern disclosed in the U.S. patent of W.D. Hailes et al. No. 2,399,734, dated May 7, 1946. It is therefore believed unnecessary to describe in detail the operation of the code communication apparatus as reference can be made to the Hailes et al. PatentV No. 2,399,734 for a complete disclosure of the structure and mode of operation of the system. Y v

The CTC control machine for designating controls to be communicated to the respective field stations according to the 'present invention is, however, dilerent from that disclosed in the above mentioned Hailes et al. Patent No.' 2,399,734, and typical sections of the control panel are illustrated in FIG. l wherein panel section 33 is provided yfor the designation of controls for field station B and the panel section 34 is provided for the designation f controls for tield station C. It is to be understood that additional panel sections are provided as required for the control of track switches and signals at other eld stations.

The panel section 33, `for example, has a 3-position automatic-manual selector switch 11-12AM for use in the designation of controls for station B for governing westbound traic. These three positions are provided respectively for automatic control, semi-automatic control, and manual control in the setting up of routes. Route buttons 11lB and 12PB are provided for the designation of Vroutes governed by the signals 11 and 12 respectively at field station B. A 2-position lever 1l-12SGL is provided on panel section 33 as a means for manually designating a control for putting a signal to stop. With reference to FIGS. 2A, 2B, 2C, and 2D, magnetic stick indication relays GK, PK, AK, RK, and CS are illustrated as being subject to control by the code communication apparatus, and thus these relays are all provided at the control oflce and are controlled by the code communication apparatus to indicate conditions of apparatus inthe field.

Route description storage relays RS, BR, and CR are provided at the control office for storing route descriptions used in controlling track switches and signals at the different field stations.

A relay F is associated with each of the banks of storage relays RS, BR, and CR for the purpose of permitting only one route description storage to be entered into the associated storage bank at one time.

A partial route control relay Pr is provided at the control otlice for each of the intermediate field stations for the registration in the automatic control apparatus of a condition where a partial route is established.

Relays G are provided for the respective signals, and these relays check as to when conditions are right for the clearing of a signal.

Route relays RR are provided for causing the transmission of route controls to the respective vfield stations for setting up the partial routes as they are called for through the several field stations in accordance with the progress of a train.

Having thus considered the general organization of the apparatus employed in this embodiment of the present invention, further description of the system will be set forth upon consideration of the mode of operation of the system under typical operating conditions.

OPERATION Normal Conditions In describing the mode of operation of the system consideration will iirst be given as to the normal conditions of the system with no trains present and with no routes established. Under these conditions, most of the relays illustrated in FIGS. 2A,-2B, 2C, and 2D are in their dropped away positions. The relays F, however, are normally energized to indicate that no route is established through the associated station. Relay 10P (see FIG. 2A) is normally energized by a circuit extending -from (-1-), including back

contacts

3S, 36, 37, 38, and 39 of relays RSI, RS2, R83, 10G and 16GK respectively and winding of relay 10F, to This relay must be energized in order that a route description may be set up which can eventually cause the clearing of signal 10. Similarly associated with field station B, the relay 11-12F is normally energized by a circuit extending from including back contacts di), 41, 42, 43, 44, 45, 46, and 47 of relaysrBRl, BRZ, BRS, HRR, 12RR, llGK, 12GK, and A-BPr, and winding of relay 11-12F, to The relay 13-14F which is associated with iield station C is normally energized by a circuit extending from (-l-) including

back contacts

4S, 49, 50, 51, 52, 53, and 54 of relay CRL CRZ, 13RR, MRR, 13GK, 14GK, and B-CPr, and winding of relay 13-14F, to

Y Other relays that are normally energized include the track relays TR which are energized according to usual practice and are subject to being dropped away upon the shunting of lthe track rails of an associated track section T by a train. Track relays UTR and 1TR illustrated in FIG. l are associated with the track sections 0T and 1T and are normally energized. These relays are typical of track relays provided at various points along the trackway according to usual practice.

Automatic Operation To consider the mode of operation of the system under automatic operation, a typical mode of operation will be described for the passage of a westbound train through the CTC territory illustrated in FIG. 1. The route to be specifically considered will be the route for a train entering at signal 10 and leaving the CTC territory at signal v17. It will be considered that designation of the approach of a westbound train to the CTC territory is made by a -station master, or by other suitable means, which can be eiected by the actuation of the push button PBZ of FIG. 2A for purpose of illustration. This push button PBZ may be located at a station platform,

for example, ywhere it may be actuated when a train is prepared to leave that station. The actuation of this push button PEZ is effective over the code communication apparatus to actuate a magnetic stick relay CS2 at the control oice to its picked-'up position. Relay CS2 is particularly indicative of the above described route through the CTC territory, and similar relays CST; and C83 are also provided at the control oflice to be responsive to the actuation of similar push buttons PB (not shown) by a station master for the designation of routes through the track layout other than the above mentioned route that will be considered in detail.

The picking up of relay CSZ closes a circuit at front contact S5 for the energization of an indicator lamp CSK to call to the attention of the operator of the machine at the control oiice that a route has been designated through the CTC territory for the train entering at signal to leave the territory at signal 17. Thus, if the operator of the control machine is willing to let the route be automatically' established through the CTC territory he actuates the push button ltPBZ on his control panel. The actuation of this push button ltPBZ causes the picking up of relay RSZ by the energization of a circuit extending frorn (-j-), including back contact 56 of relay NPK, front contact 57 of relay 10F, back contact 5S of relay CS1, front contact 59 of relay CS2, contact 66 of button lPBZ in its depressed position and winding of relay RSZ, to Relay RSZ is maintained energized by a stick circuit extending from (-i-), including back contact 56 of relay lPK, front contact 6l of relay RSZ, Contact 60' of button JlPBZ in its normal position and winding of relay RSZ, to Contact 6d of button lPBZ is preferably a make before break contact so that the stick circuit for relay RSZ is established upon the picking up of that relay and is maintained when the button is restored to its normal position so that there is no momentary deenergization of Irelay RSZ upon the restoration of the push button NPBZ to its normal position. The picking up of relay RSZ causes the restoration of relay CSZ to its dropped away position by the energization of a drive-down winding through front contact 95 of relay RSZ and front contact 96 of rrelay CSZ.

The picking up of relay RSZ opens the stick circuit that has been described for the relay idF at back contact 36, and thus causes the relay IGF to be dropped away. Upon the dropping away of relay lliiF, the relay ltG, which is associated with the selection of a control for clearing signal d, becomes picked up by the energization of a circuit extending from (-5-), including back contact 35 of relay RST, front contact 36 of relay RSZ, back contact 62. of relay MF, back contact 63 of relay 11-12PK, front contact d4 of relay ll-'EZR back contact 65 of relay A-BPr and winding of relay MiG, to Upon the picking up of relay NBG, a stick circuit is closed for that relay at front contact 1.32 shunting front Contact 6d of relay ll-llZF and back contact 65 of Irelay A-BPr out of the pick-up circuit just described. The picking up of relay 10G is effective to automatically initiate the code communication apparatus into a cycle of operation for transmission of controls to iield station A, and because of the closure of its front contact 66, a code is selected for transmission to field station A for the clearing of signal 10. The reception of this control at station A causes the signal 10 to be cleared subject to the usual track circuit safety circuits that are employed in the iield. This signal control when received in the eld causes the picking up of the magnetic stick relay NGI which is used to provide an indication when a train accepts signal l as will be hereinafter considered.

A typical system that may be employed for automatically initiating the code communication apparatus into a cycle of operation in carrying out the mode of operation described above is found in FIG. 3, wherein a normally energized start relay NFB? is provided for the initiation of the system. This relay is subject either to manual or 6 automatic start control. Relay 10PB'P is normally energized by a circuit extending from (-1-), including normally closed contact 118 of push button I'PB, back Contact 119' of relay 10G, Winding of relay 10PBP, back contact l2@ of relay 10G, resistor R1 and normally closed contact 4;21 of push button IPB, to

It will be noted that contacts 1119 and 1Z0 of relay NG are connected in pole changing relationship, so that the shifting of relay lG either to its picked up or its dropped away position causes the pole changing of the relay lPBP so as to drive the relay down. Because of the inclusion of the resistor R1 in the circuit for relay liiPBP, the relay PBP does not receive suicient energy on Ireversed polarity to become picked up until the resistor R1 is shunted by front contact 122 of relay 10CH connected in series with back contact 123 of relay LCS. in other words, it is insured that the relay MCH has time to become picked up before the relay IOPBP is restored to its normally energized condition, after an automatic starthas been initiated. When the relay MPE? is dropped away, the closure of its back contact 124 causes the picking up of relay MCH by the energization of an obvious circuit. Relay 10CH when picked up is maintained energized by a stick circuit extending through back contact lZS of relay MLC and front contact 126 of relay MCH.

Relay MECH is effective when picked up to pick up relay lilLC by the closure of its front contact 127. This circuit is indicated by a dotted line 128 to show that other circuit connections are provided according to the above mentioned Hailes et al. patent for the purpose of permitting only a single start to be effective at one time. Thus, in actual practice, the circuits for the relays LC for the several stations are provided as a chain circuit `network to permit only a single relay LC to be icked up at one time. In response to the picking up of a relay LC, such as the picking up of relay 10LC, a system relay LCS is picked up as by the closure of front contact 129 of relay NLC, and the picking up of this relay, as disclosed in the above mentioned Hailes et al. Patent No. 2,399,734 sets the system into operation for the transmission of the selected controls to the particular field station for which the start has been rendered elective as is indicated in FIG. 3 by the closure of front contact 13d. It will be readily apparent that this same circuit organization is effective upon the dropping away of the relay MEG upon cancellation of the route established to initiate the code communication apparatus by pole changing the relay ltlPBP so as to -transmit a signal stop control to restore the signal control apparatus to its normal condition. The initiation of the system manually for transmission of controls to field station A can be effected by the actuation of the start push button lPB which will cause the dropping away of the start relay ltPBP by opening its circuit at normally closed push button contacts lll and 121. The restoration 'of the push button ltiPB to its normal position conditions the circuit for relay IGPBF so that it can be restored to its normally energized condition.

The relay NLC is effective during a cycle to select the transmission of a station call code for iield station A and to render the transmission of asignal control code selected by relay lG effective.

When signal 10 has been cleared, an indication that the signal has been cleared is transmitted to thecontrol cnice by the code communication apparatus,land thus the signal clear magnetic stick indication relay IGGK becomes picked up at the control oice.

The picking up of relay IGK provides for the transfer of the route description storage into the storage yrelays BR, and inasmuch as the relay RSZ has been assumed to have been energized for the typical route being considered, the relay BRZ becomes energized when the signal clear indication is received. Thus the relay BRZ becomes picked up by the energization of a circuit extending vfrom (-4-), including back contact 67 of relay 11-12PK, back contact 68 of relay 11-12CP, front contact 69 of relay 11-12F, front contact 70 of relay 10GK, front contact 71 of relay RSZ, and winding of relay BRZ, to This relay when picked up is maintained energized by a stick circuit extending from (-l-), including back contact 67 of relay 11-12PK, back contact 68 of relay 11- 12CP, front contact 72 of relay BRL. and winding of relay BRZ, to

The picking up of relay BR2 opens the circuit that has been described for relay 11-12F at back Contact 41 and causes this relay to be dropped away. Upon the dropping away of relay 11-12F a circuit is closed for the energization of relay 11G extending from (-l-), including back contact 40 of relay BRI, front contact 41 of relay BRZ, back contact 73 of relay 11-12F, back contact 74 of relay 11-12AK, front contact 75 of relay 13S-141:, back contact 76 of relay 13-14PK, back contact 77 of relay B-CPr and Winding of relay 11G, to It Wiil be noted that relay 11G is selected in preference to the relay 12G V because of the relay BRZ being in its energized condition rather than the relay BRS. In other Words, the route through the CTC territory from end to end is stored by the relay BR that is energized, and the relay BRZ has selected the energization of relay 11G rather than relay 12G because it is the clearing of signal 11 that is required for fulfillment of the through route that has been designated for the train.

Upon the picking up of relay 11G, the route relay 'MRR becomes picked up by the energization of a circuit extending from including back contact 78 of relay IZRR, front contact 79 of relay 11G, contact 80 of lever II-IZAM in its left-hand position, and winding of relay -MRR, to This relay when picked up causes the transmission of a signal clearing code for the clearing of signal 1:1 by the closure of its front contact 81, and the closure of its front contact 82 provides for the transmission of a switch control to field station B for operating the track switch 2W to its reverse position. Upon the clearing of signal 111,` an indication is received over the code communication apparatus to cause the picking up of the signal clear magnetic stick relay IIIGK at the control oirice.

, No further propagation of partial route establishment is effective until a Westbound train actually accepts the signal because it is desirable to leave field station C free for the establishment of conicting routes such as a route governed by signal or signal 16. It is considered,

however, that after a train has passed signal 10, the

route for the train should then be extended through field station C, and the automatic establishment of the partial route through this eld station is thus initiated.

With reference to FIG. l, the relay 10P becomes energized after a train has accepted signal 10, and after the track section 0T has become unoccupied in the rear of the train. An indication of the energized condition of this relay is then transmitted to the control oiiice to initiate the establishment of the partial route through field station C. It has been pointed out that the magnetic stick 'relay 10GP has been picked up in accordance with the transmission of a ocntrol for the clearing of signal 10, and thus upon entrance of the westbound train into the track section 0T in approach of signal 10, the dropping away of relay 0TR establishes a pick-up circuit for the relay Pa extending from including iront contact 83 of relay 10GP, back contact 84 of relay GTR, front contact 85 of relay 1TR and Winding of relay Pa, to This relay when picked up closes its stick contact 86 to shunt front contact 85 of relay ITR out of the circuit just described.

With the relay Pa in its picked-up condition, a circuit is conditioned for the energization of relay 10P so that this relay can be picked up as soon as the train has accepted signal 10 and the track section 0T has become unoccupied in the rear of the train. The picking up of relay GTR causes the picking up of relay 10P by the closure of a circuit for the energization of relay 10P extended from (-i), including front contact 83 of relay MGP, front Contact S4 of relay 0TR, back contact 87 of relay 1TR, iront contact 88 of relay Pa, and Winding of relay :10P to The picking up of this relay closes a stick circuit at front contact 89 shunting the track contacts out of the circuit just described. The closure of front contact 90 of relay 10P causes the transmission to the control oiice of an indication that the relay 10P has become picked up and this indication is effective to initiate establishment of a route through ield station C for the Westbound train.

It will be noted that the control of relay 10P is such as to insure the presence of a train as compared to conditions causing momentary dropping of a track relay as by the accidental shunting of the track rails by a maintenance workman. Thus the track section 0T must be shunted first, and then the track section 1T must be maintained shunted after the train has left the track section 0T It is to be understood, however, that other types of train presence detecting means, such as treadles and the like, may be employed in accordance with the requirements of practice.

With reference to FIG. 2A, the magnetic stick relay 10PK at the control ofrice is actuated to its picked-up position in response to the picking up of relay 10P at eld station A, and the picking up of this relay causes the picking up of the partial route relay A-BPI. The circuit by which relay A-BPr is picked up extends from including normally closed contact 91 of the cancel button B-CPB, back contact 92 of relay 11-12PK, front con` tact 93 of relay 10PK and winding of relay A BPr, to The picking up of this relay closes a stick circuit at front contact 94 to shunt front contact 93 of relay 10PK out of the circuit just described.

The picking up of relay 10PK causes the dropping away of relay 10G by the opening of its circuit at back contact 63, and the dropping away of this relay transmits a signal stop control in accordance with the closure of its back contact 66 to iield station A to cause the dropping away of relay 10GP.

Upon the picking up of relay A-BPr, relay CRZ becomes picked up in accordance with the extension of the route through iield station C. The circuit by which relay CRZ is energized extends from (-1-), including back contact 97 of relay 1.3-14PK, back contact 9S of relay 12a-MCP, front contact 99 of relay 13-14F, front contact 100 of relay A-BPI', front contact 10."` of relay 11GK, front contact 102 of relay BRZ and winding of relay CRZ, to A stick circuit is established for this relay extending from (-5-), including back contact 97 of relay 134413K, back contact 93 of relay 13-14CP, front contact 103 of relay CRZ and winding of relay CR2, to

The picking up of relay CRZ causes the dropping away of the relay 13-14F by the opening of its circuit at back contact 49. inasmuch as the energization of relay CRZ is indicative of a through route with an exit point at signal 17, the energization of this relay causes the energize.- tion of relay 13G which. is associated with the clearing of signal 13 which in turn governs the partial route to be established through iield station C over track switch 4W in the reverse position. Thus, the relay 13G becomes picked up upon the energization of relay CRZ by the energization of a circuit extending from (-1-), including back contact 48 of relay CRI, front contact 49 of relay CRZ, back contact 104 of relay 13-14F, back contact 105 of relay 13-14AK, front contact 106 of relay 17F, back contact 107 of relay 1713K, lback contact 108 of relay C-DPr and Winding of relay 13G, to

Relay 13G when picked up causes the picking up of the partial route relay 13RR by the closure of a circuit for this relay extending from (-l-), including back contact 109 of relay 16RR, back contact 110 of relay ISRR, back contact 111 of relay MRR,V front contact 112 of magnetic stick relay GP at that station.

9 relay 13G, contact 113 of lever 1.3-14AM in its left-hand position and winding of relay 13RR, to The picking up of this relay closes a circuit for relay 13G at front contact 131, shunting contacts 10S, 106 and 167 of relays 13-14AK, 17F and 17PK out of the picked up circuit for the relay 13G.

The picking up of relay 13RR is effective by the closure of its front contact 115 to cause the transmission of a signal clearing code to field station C for the clearing of signal 13. A switch control is also transmitted in accordance with the closure of front contact 1in of relay 1ERE to operate the track switch 3W to its normal position. The closure of front contact 117 of relay 13RR causes the transmission to field station C of a control for operating track switch 4W to its reverse position. Thus, the route becomes established through track switch 3W in its normal position and over track switch 4W in its reverse position, and the signal 13 becomes clear to establish a route for the westbound train to leave the CTC territory at signal 17. Upon the clearing of signal 13, an indication is transmitted to the control ofiice that the -signal has been cleared, and accordingly the magnetic stick relay 13GK at the control office becomes picked up.

Having thus considered the mode of operating upon establishment of the through route, consideration will now be given as to the mode of operation in the restoration of the apparatus to normal conditions after the passage of a westbound train over the route extending from signal 10 to signal 17.

lt has been pointed out. that the relay 10PK (see FIG. 2A) is picked up after passage of 'thetrain past the signal 1l). This relay when picked up causes the dropping away of the through route description storage relay RSZ by the opening of its circuit at back contact 56. Signal 10 is restored to stop automatically in the field according to usual practice, and an indication that the signal has been restored to stop is transmitted to the control ofiice, and lis effective to actuate the magnetic stick relay NGK to its dropped away position.

As the train progresses further in the route so as to have passed the signal 11G which is associated with station B, relay 11-12PK is picked up at the control ofiice by control means (not shown) similar to the control means that has been described in detail for the energization of the relay NPK which is controlled from station A. The picking up of relay 11-12PK at the control ofiice causes the dropping away of relay MG by the opening of its circuit at back contact 63, and the dropping away of relay ltG closes a circuit at its back contact 33 that has been described whenV considering the normal conditions ofthe system for restoring the relay 10F to its normally energized position. The relay 10G in dropping away is etfective to initiate the code communication system into a cycle of operation to transmit a control which is indicated by a dotted circuit associated with contact 66 to field station A to cause the dropping away of the With reference to FIG. 1, the dropping away of relay lfiGP causes the dropping away of relay itil) at field station A by the opening of front contact 83. Relay 10P when dropped away closes its back contact 90 which is effective to cause the transmission of an indication to the control office that relay 10i has been dropped away, which upon reception at the control ofhce causes the relay 10PK to be actuated to its dropped away position. This completes the restoration to normal conditions of the apparatus associated with field station A.

A similar mode of operation is effective for restoring the apparatus to normal at field station B wherein the picking up of relay 11-12PK opens the circuit for the through route description storage relay BRZ at back contact 57 so as'to cause that relay to be dropped away. The dropping away of relay BRZ causes the dropping away of relay 11G by the opening of its circuit at front contact 41. The circuit by which the relay 11G has been maintained picked up prior to this time extends from including back contact 40 of relay BRl, front Contact 41 of relay BR2, back contact 73 of relay 11-12F, front contact 133 of relay 11RR, back contact 77 of relay B-CPr and winding of relay 11G, to Upon the dropping away of relay 11G, the route relay 11RR becomes dropped away by the opening of its circuit at front contact 79 of relay 11G. When relay 11RR becomes dropped away, it initiates the transmission of a control to field station B automatically for restoration of the signal control apparatus at that field station to its normal conditions according to a mode of operation similar to that which has been specifically described for the restoration of normal conditions of the apparatus associated with field station A. Such mode of operation causes the transmission of an indication from field station B to the control office to restore the relay 11-12PK to its dropped away position. When the signals at field station B are at stop, and the route designating means is restored to its normal condition as has been described, the relay 11- 12F becomes picked up to complete the restoration to normal conditions of the control apparatus associated with field station B.

When the westbound train has passed signal 13 so as to cause the picking up of relay 13-14PK by a mode of operation similar to that which has been described in detail for the picking up of a similar relay NPK at field sation A, the through route description storage relay CRZ becomes dropped away by the opening of back contact 97 of relay 13-14PK, and the dropping away of that relay causes the dropping away of the relay 13G by the opening of front contact 49. Relay 13G in dropping away causes the dropping away of route relay 13RR by the opening of front contact 112, and the dropping away of relay 13RR is effective to automatically-initiate the code communication apparatus into a cycle of operation for restoring relays in the field at field station C by a mode of operation comparable to that which has been described as being effective for field station A in accordance with the dropping away of the relay 10G. An indication is received at the control office from field station C causing the restoration of the relay 13-14PK to its dropped away position, and the relay 11i-MF becomespicked up by the energization of a circuit that has been described when considering the normal conditions of the system.

The Iautomatic route control apparatus at the control office has thus been restored to its normal conditions, rand is thus conditioned station by sta-tion as the route is released in the rear of e. westbound .train so that another route may be set up for a following westbound train according lto `a mode of operation similar to that which has been heretofore described.

Semi-Automatic Operation Under semi-automatic operation, the selector lever AM for the associated station is operated to its center position. With the lever AM for a station in its center position, operation is effective as has been described when considering full automatic operation up to the point of picking up the particular route relay RR that has been selected by the automatic circuits. The picking up of the route relay RR requires manual actuation of an associated route push button for the particular route that has been selected. In other words, under semiautomatic operation, only partial routes corresponding to the through route description may be established. This provides a check on the manipulation of the buttons by the control machine operator to prevent him from setting up the Wrong route by inadvertently actuating the wrong route button. On the other hand, the Semi-automatic operation gives the operator of the control machine an opportunity to control the propagation of the establishment of partial routes so as to permit the manual designation of preference where two c'oniiicting routes 11 through a tield station are called for at substantially the same time.

To consider the circuit organization more specically lfor the energization of a route relay RR under semi-automatic operation, it will be assumed that a through route description has been set up as has been heretofore described for the passage of a westbound train from signal to signal 17, and that the control has been ettective to apply energy to the control circuit for the route relay MRR. Under normal operation, the relay MRR. is picked up by a circuit including contact 89 of lever 11-12AM inv its lefthand position, but with this lever in its center position for semi-automatic operation, contact 80 of lever 11-12AM is open. It the route push button 11PB is actuated to its depressed position, however, the relay 11RR becomes picked up because of shunting aro-und the contact 80 of lever 11-12AM by contact 134 of `lever 11-1ZAM in its center position being connected in series with contact 135 of button 11PB in its depressed position. When relay 11RR is picked up upon actuation of the route push button HPB, it is maintained energized through stick contact 136, which is connected through contact l135 of the push button 11PB in its normal position. This contact 13S is preferably provided with a make-before-break adjustment so that the stick circuit is maintained established during the restoration of the button 11PB to its normal position from its depressed position. The transmission of the controls for establishment 'of the route upon the picking up of relay 11RR is provided according to the same mode of operation that has been heretofore described relative to full automatic operation of the system. It will be noted that a similar organization of contacts of the lever 11-12AM are included in the circuit for the control of the route relay 12RR which is associated with the clearing of signal 12, Vand it is to be understood that a similar mode of operation is provided in the picking up of this route relay.

Full Manual Control For operation under full manual control at any station, the selector lever AM at that station is operated to -its righthand position. With the lever AM in its right- :hand position the route relays RR are subject to energizationv when their associated push buttons are actuated, irrespective ofany through route description that may havebeen set up.

More specifically, for example, if the lever 11-12AM is operated to its full right-hand position, the pick up circuit for the route relay .HRR is no longer dependent upon the closure of front contact 79 of relay 11G, and

thus the picking up of relay HRR can be rendered effective independent of the storage of a through route description. button 11PB to its depressed position when the lever 11-12AM is in its right-hand position, relay MRR becomes picked up by the energization of a circuit extending from ('-j-), including back contact 78 of relay MRR, lback contact i137 of relay 11-12PK, contact 134 of lever 11-12AM in its right-hand position, contact 135 of button 11PB in its depressed position and winding of relay HRR, to This relay, ,when picked up, closes a stick circuit at front contact 136 to maintain the relay picked up after restoration of the push button 11PB to its normal position. Relay HRR when picked up initiates the code communication system intoV a cycle of operation for the transmission of track switch and signal controls to establish the route governed by signal 11 by a mode of operation that has been heretofore described.

ManualV Cancellation After a through route description has been set up by the energization of a relay RS, such route description can be cancelled by the pulling out of the push button PB that is associated with the control of that relay. Thus, if it is desired to cancel the route description that has been set up by the picking up of the relay RSZ, lfor eX- Thus, upon actuation of the route pushV ample, the pulling out of the push button IGPBZ causes the picking up of the cancel relay IGCR by the energize.- tion of a circuit extending from including back contact 138 of relay 11-12CP, contact 139 of button ltPBZ in its pulled-out position and winding of slow drop away relay NCR, to The picking up of this relay closes a stick circuit through Contact 140 to shunt the push button contact 139 of the circuit just described.

The picking up of relay 10CR causes the picking up of the cancel relay 11-12CP which is associated with station B by the energization of a circuit extending from a 0+), including back contact 141 of relay ltlGK, front contact 142 of relay IGCR, back contact 143 of relay A-BPi' and winding of relay 11-12CP, to This relay when picked up causes the dropping away of the corresponding through route description relay BRZ which is associated with station B by the opening of its circuit at back contact 68, and Ithe opening of back contact 138 in the circuit for relay ltlCR causes relay lCR to be restored to its normally deenergized condition. This in turn causes the dropping away of relay 11-12CP by the opening of front contact 142 of relay llilCR.

The above described route description storage cancellation is effective provided that there has been no route actually established, and provided that the route for which cancellation is attempted is not occupied by a train. Under such conditions, emergency cancellation means is provided by the push button CPB for the several iield sta-tions, but these push buttons are normally sealed, and there is little occasion for their actuation.

To consider the mode of operation under such conditions of cancellation, however, if the seal associated with push button B-CPB, for example, is broken, and that push button is actuated to its depressed position, the cancellation relay 11-12CP is picked ,up by the energization of an obvious circuit, and the picking up of this relay renders cancellation effective for station B by a mode of operation that has been described.

It is further provided that when an operator actuates the selector lever AM for a particular field station to a semi-manual or full-manual position, the cancellation relay for the associated station is picked up, provided there is no signal clear for governing entra-nce for a train into the associated eld station. Thus, the relay 13-14CP, for example, is picked up upon the actuation of the lever Y11-12AM to its semi-manual or full-manual position by the energization of a circuit including back contact 144 of relay llGK, contact 145 of lever 11-12AM, back contact 146 of relay B-CPr and winding of relay 13-14CP, to The picking up of this relay Vcancels any description that may be set up by a relay CR for the field station C by the opening of circuits governing these relays at back contact 9S.

Having thus described a centralized traffic control system as applied to the control of a specific stretch of trackwa-y, it is desired to be understood that this form is selected to facilitate in the disclosure of the invention rather than to limit the number of forms which the invention may assume, and it is to be further understood that various adaptations, alterations and modifications may be applied to the specific form shown to meet the requirements of practice without in any manner departingfrom the spirit or scope of the present invention except as limited by the appending claims.

What I claim is:

1. A centralized tratiic control system for a stretch of railway track having track switches and signals for the establishment of partial routes at several remotely spaced eld stations subject to control from a control oice comprising, code communication means for two way code communication between the control oice and the eld stations, indication means including said code communication means for indicating at the control oiice the presence of a train at the several iield stations, a control panel assenze having route buttons for the several field stations for designation of respective partial routes extending through the associated field stations, said control panel having a manual control switch for each of the field stations having one position for automatic control and another position for semi-automatic control, route description storage means at the control office for storing descriptions of through routes extending from a predetermined entering point through several field stations to different points of departure, and partial route establishing means associated with the several field stations and including said code communication means for setting up respective partial routes and clearing signals governing entrance thereto respectively in advance of a train, said partial route establishing means being rendered effective in response to the actuation of said indication means to establish a partial route conforming to a through route for a train as called for by said storage means provided said lever for the associated field station is in said one position without requiring actuation of one of said route buttons, and said partial route establishing means being effective for a field station having its selector lever in said semiautomatic position in response to the actuation of said indication means only provided a particular one of said route buttons corresponding to the route called for by said storage means is actuated.

2. A centralized traffic control system for a stretch of track having track switches and signals for the establishment of partial routes at several remotely spaced field stations subject to control from a control office comprising, code communication means for two way code .communication between the control office and the field stations, indication means including said code communication means for indicating at the control office the presence of a train at the several field stations, a control panel at the control office having route buttons for the several field stations for designation of respective partial routes extending through the associated field stations, said control panel having a manual control switch for each of the field stations having one position for selection of automatic control and having another position for selection of manual control, route description storage means at the control office for storing descriptions of through routes extending from a predetermined point of entrance through several field stations to different points of departure, and partial route establishing means associated with the several field stations and including said code communication means for setting up respective partial routes in advance of a train and clearing a signal, said partial route establishing means being rendered effective in response to the actuation of said indication means to establish a partial route conforming to a through route for a train as called for by sa-id storage means provided that said lever for the associated field station is in said one position, and said partial route establishing means being effective for a field station having its selector lever in said another position only upon the actuation of any one of said route buttons, irrespective of a through route that may be called for by said route description storage means.

3. A centralized traffic control system for a track layout having at least one entrance point and a plurality of points of departure for through routes extending through the track layout and having track switches and signals at several remotely spaced field stations in the routes subject to control from a control office comprising:

(a) code communication means for communicating switch and signal control codes from the control office to the field stations and for communicating indication codes from the field stations to the control office indicative of the conditions of devices at the several field stations,

(b) route description storage means at the control office for storing the designation of any one of several points of departure from said track layout for a train 14M entering said stretch at one of the entrance points of said track layout,

(c) indication means at the control office responsive to indication codes transmitted from the field stations by said code communication means for indicating the presence of a train at each of the field stations,

(d) partial route establishing means operable when rendered effective for setting up a partial route and clearing a signal in advance of a train at each field station conforming to the route leading to any one of said points of departure of the train as called for by said route storage means,

(e) and means for rendering said partial route establishing means effective for setting up a route and clearing a signal at each field station in response to the actuation of said indicating means for indicating the presence of a train at a point in approach to each respective station.

4. A centralized traffic control system according to claim 3 wherein said route description storage means at the ycontrol office includes a bank of storage relays and means for selectively energizing the storage relays in different combinations in accordance with different designated points of departure.

5. A centralized traffic control sys-tem according to claim 4`Wherein said means for selectively energizing the storage relays is responsive to an indication communicated from one of the field stations by said code communi'cation means.

6. A centralized traffic control system for a track layout having a plurality of through routes extending from an entrance point to a plurality of points of departure respectively and having track switches and signals at several remotely spaced field stations in the routes subject to control from a control office comprising:

(a) code communication means for communicating switch and signal control codes from the control office to the field stations and for communicating indication codes 'from the field station to the control office indicative of conditions of devices and indicative of the presence of trains at the several field stations,

(b) a through route ldescription storage means at the control office for each of the several field stations for storing a description indicative of the point of departure of any one of said through routes,

(c) indication means at the control office responsive to indication codes transmitted from the field stations by said code communication means for lindicating the presence of a train at each of the field stations,

(d) route storage transfer means including said code communication means for advancing a through route description storage in said route description storage means from one of said storage means to the next in a predetermined order in response to the reception of a particular indication code by said indication means indicative of the progress of a train,

(e) said route storage transfer means being effective upon the transfer of a route storage to initiate said code communication means into operation for the transmission from the control office to the field stations of switch and signal control codes for the establishment of a partial route selected in accordance with the point of departure storage that has been transferred,

(f) and means at the field stations for controlling track switches and signals in accordance with the switch and signal control codes lcommunicated by said code communication means from the control office.

7. A centralized traffic control system according to claim 6 wherein manually operable means is provided for controlling said switch and signal control code selecting means and wherein switching means is provided for rendering said switch and signal control code selecting means lselectively responsive to said manually operable means or to said storage means. i

8. A centralized trafiic control system for a track layout having a plurality of conicting through routes extending from an entrance point to at least one point of departure, each of the routes having track switches and signals at several remotely spaced field stations in the routes subject to control from a control olice comprising:

(a) code communication means for communicating switch and signal control codes from the control ofce to the iield stations and for communicating indication codes from the field stations to the control oice indicative of conditions of devicesand indicative of the presence of trains at the several eld stations,

(b) through route description storage means at the control oice for storing a description of at least one of said through routes that may be designated including track switches and signals at a plurality of eld stations, and

(c) partial route'establishing means for each ofthe stations operable in response to the reception at the control oice of an indication code' indicative of the presenceV of a train at one field station for transmitting selected switch and signal control codes from the control oice to only a single field station in advance of the train to establish a partial route corresponding to the description stored by said through route description storage means,

(d) whereby a through route corresponding to a designated through route description is set up by partial route establishment, through one fieldV station at a time, as-the train progresses.

9. A centralized trafiic control system for a track layout having track switches and signals at remotely spaced eld stations controlled from a control oce for the selective establishment of a plurality of through routes extending between an entrance point and a plurality of points of departure from the track layout comprising:

(a) code commtmication means for communicating switch and signal control codes from the control ofiice to the iield stations and for communicating indication codes from the field stations to the control otlice indicative of conditions of devices and indicative of the presence of trains at each of the eld stations,

(b) route description storage means at the control oftice for storing a designated description of a through route extending from the entrance point through several eld stations to any one of the points of departure,

(c) indication registration means at the control oice actuated by an indication code transmitted from one of the eld stations by said code communication means in response to the passage of a train for registering an indication at the control oiice of the presence of the train,

(d) partial route establishing means including'said code communicationV meansoperable' in response to the actuation of said registration means for clearing a signal and setting upa partial route in advance of the train conforming to said designated description of a through route,

(e) and means for rendering said partial route establishing means effective for setting up a partial route at a given station only provided there is no conflicting route established-at that station.

VReferences Cited inthe file of this patent UNITED STATES PATENTS 2,194,353 Brown Mar. 19, 1940 Y 2,223,126 Phinney Nov. 26, 1940 2,399,734 Hailes May 7, 1946 2,439,676 Seitz Apr. 13, 1948 i 2,443,199 Schmidt June l5, 1948 2,700,728 Brixner Jan. 25, 1955 2,793,287 Phelps May 2l, 1957 V2,916,612 Marple l Dec. 8, 1959