US1789108A - Railway-switch-control apparatus - Google Patents

Description

J. J. MEADOWS RAILWAY SWITCH CONTROL'APPARATUS Jan. 13, 1931 2 beets-sheet 1 Filed May 1, 1929 Jan. 13, 1931.

2 sums-sheet.' 2V

Filed May l. 1929 MN W N 9% .q ,e N S@ l :www @E QNN MN NN NNN 4 ,Y 3mm MM a NNN .N WQ mm w Mw RS Nb N@ .Uv mw .QN NN hm Patented Jan. 13, 1931 ar erica JOHN J. nnnnows, or NEW YORK, N. Y.

RAILWAY-SWITGH-CONTROL APRRATUSv Application filed nay 1, 1929. serial No. 359,453.

This invention relates toV an apparatus for operating and controlling railroad and other switches. Heretofore railway switches have been operated and controlled in varif ous manners. VIn some instances the opera:- tion has been effected electrically, while in other instances, for example, it has been ef*V f fected electroepneumatically. In all cases,

so far as I am aware, the operation of these various devices is indirectly av `manual one. Obviously it is of primary importance that aY railway switch should not be movable in either direction while a train is passing over the same. In order to operate and normally maintain a railroad switch in either its nor# mal or reverse position it is customary to employ a' switch lever located inv a tower or other place for controlling the'rpower em-, ployed to operate the switch and to lock it in position'. It is also custoinarytol employ indicating devices for showing the position of the switch as wellI` as signal devices for indicating the condition of the track. These indicating and signal devices are usually interlock'ed with the switch operating devices;

T hearrangement of these parts may be such that theswitch lever is locked when a train is in the section' of the" track containing the switch and cannot be unlocked to operate the switch while the' train Ais in' the track: section containing the switch. The' indicat`` ingV devices are constructed' to operate when the switch has beenthrown toone position orthe other' to indicate when the switch has provided the parts operate as designed and lthetrain is moved in' accordance with the Signale Railroads. however, must maintain ser'- vice in' order' to meet' competition, or at leastV they must maintain schedules. At- 60' times' these requirements conflictv with' safety completed a desired movement. The signalr Consequently under normal condi-V and sometimes safety is sacrificed. In the event of a switch failing to function prop` erly a train may be agged past a danger signal. If a towermanfails to lock the switch before so signalling a train and the train enters the unlocked switch a serious accident is likely to result.

The object of my present invention is to provide a switch control apparatus inl the use of which it is impossible to throw the` switch ater a train has entered theztrack section in which the switch is located. In carrying out the invention irrespective of the nature of the power employed, the normal switchV operating `apparatus whether controlled from a tower or other place is entirely cut off when a train enters the track section in which' the switch is contained, and moreover the iinal position of the switch', is then determined by the position in which; it'liappened to be when thetrain entered'the switch track section, the switch being then closed and positively locked andv causedhto' remain sol as long as the train isin the track section containing the switch. o

Inf carrying out the invention any suitable apparatus may be employed whether entirely mechanical or entirely electrical, 'or 'elec-v tro-pneumatic, 'or otherwise. Irrespective ofv the particular type of apparatus and theY power employed tov operate it I provide means whereby the entrance of a train into the'track section containing the'switch automatically cuts off the power from the devices for normally operating the switch and the power -is then utilized to Vpositively shift the switch; to one position or the other if it is not then in either its normal or its `reversed position, and when moved toeither of these Vpositions to lock the same therein until the train has left the track section containing the switch. Associated with these -v auxiliary switch operating devices I alsov employ indicating circuits with indicating devices therein which cooperate withthe auxiliaryfswitc'hoperating devices to give a sig-` n`al both when the switch is improperly placed and whenv the auxiliary means for applyingl the power doesnot perform its intended function. These'circuits are also arranged so as to prevent a false operation of the mechanism. In carrying out the invention these auxiliary devices for operating the switch are preferably controlled by the operation of a relay in the track section in which the switch is located so that when a train enters this track section the relay is short circuited, deenergized and its armature moved to close a circuit controlling the operation of the auxiliary switch actuating devices and the circuit controller apparatus associated therewith, as will be hereinafter more particularly described.

In the drawing Figure 1 is a diagrammatic illustration of an apparatus embodying my invention and showing the switch-in its reverse position,

Fig. 2 is a similar view showing the switch in its normal position, and

Fig. 3 is also a diagrammatic illustration showing the switch and actuating parts in an intermediate position.

rI`he invention as illustrated is shown as applied to an electro-pneumatic operating device for throwing the switch but, as will be understood, the invention may be applied to various other types of operating mechanism without departing from the nature and spirit thereof. In the drawing one of the stock rails of a track is indicated at and the other at 11. One of the switch rails is indicated at 12 and the other switch rail at 13. Connected across these rails there is a battery 14 or other source of electric energy. A relay 15 is also connected across the rails by means of leads 16 and 17 and suitable connections. The armature of therelay is designated at 18 and as illustrated is pivotally mounted at one end, as at 19, and when deenergized this armature is adapted to bear against a contact 2O to close a circuit, as hereinafter described.

i The switch rails are operated by means of a switch rod 21 of the usual type. This switch rod is operated by an actuating and locking plate 22 slidably mounted in guideways 23 and 24, or otherwise. In the plate 22 there is a slot 25 operating in which is a roller 26 connected at one end of the switch 5 rod 21. The plate 22 is actuated by means of (ill a rod 27 connected thereto and to a piston 28 operated in a cylinder 29 by means of compressed air or otherwise.

The parts of the apparatus as hereinbefore described are actuated through the intervention of a lock valve, a normal position valve and a reverse position valve controlled from a station tower, or other operating point, and suitable connections.v The lock valve is indicated at 30, the normal position valve at 31 and the reverse position valve at 32. These valves are similarly constructed. The lock valve includes a cylinder in which there is a valve rod 33 carrying valves 34 and 35 adapted to bear against seats provided therefor. This valve rod and the valves carried thereby are operated by means of an electro-magnet or solenoid 36 through which the valve rod passes. The valve rod is normally maintained in position by a spring 37 or otherwise and in its normal position the valve 34 is seated and the valve is unseated.

Similarly the normal position valve 31 includes a cylinder in which there is a valve rod 38V carrying the valves 39 and 40 which are adapted to bear against seats provided therefor in the cylinder. The valve rod and valves are actuated by an electro-magnet 41 and are normally maintained in their inoperative positions in which the valve 39 is seated and the valve 40 is unseated by means of a spring 42 or otherwise.

In like manner the reverse position valve 32 includes a cylinder in which there is a valve'rod 43 carrying the valves 44 and 45. The valve rod 43 passes through and is actuated by an electro-magnet 46. By meansV of a spring 47 or otherwise the valve rod 43 and the valves 44 and 45 carried thereby are normally'maintained in that position in which the valve 44 is seated and the valve 45 is unseated.

Circuits to the electro- magnets 36, 41 and 46 are controlled by a suitable switch lever located in a signal tower, or other position. The switch leveroperates a shaft 48 to control the various switch and signal operating devices. To this end the shaft 48 carries a contact arm 49 adapted to bear against contacts 50, 51 and 52. A lead wire 53 from one terminal of a battery 54, or other source of electric energy, is connected to the contact arm 49. from the contact to the electro-magnet 46 and a lead wire 61 extends from the electro-magnet 46 to a return line 57 and thence to the opposite terminall of the battery 54. A lead wire 58 connects the contact 51 to one terminal of the electro-magnet 36 while the other terminal of the electro-magnet 36 is connected by a lead wire 59 to the return line 57. In a like manner a lead wire 60 connects the contact 52 to one terminal of the electro-magnet 4l while the other terminal of this electro-magnet -is connected by a lead 56 to the return line 57.

VA pipe line 62 for conveying compressed air, or other motive fluid, leads from a suitable source of supply to a valve box 63 in which there is a slide valve 64. Leading from the valve box 63 there is a pipe 65 connecting with the cylinder of the lock valve 30 and leading to a chamber therein directly beneath the valve 34. Leading from the cylinder of the lock valve 30 there is a pipe 66 communicating with onel end of a cylinder 67 in which there is a piston 68. The piston 68` is connected by a rod 69 to the slide valve 64 and these partsrare normally A lead wire 55 extends` maintained in the position shown in Fig. 14 by means of a spring 70 operating against the cylinder 68, or otherwise.

A pipe 71 leads from the valve box 63 to a valve box 72 which has branches 73 and 74, the former leading to a chamber beneath the valve 44 in the cylinder of the reverseV position valve 32 and the latter to a chamber beneath the valve 39 in the normal position valve 31. Extending from the cylinder of the normal position valve 31 there is a pipe 75 leading to one end ot a cylinder 76 in which there is a piston 77. Similarly leading from the cylinder of the reverse position valve there is a pipe 78 making communication with a cylinder 79 in which there is a piston 80. A. rod 81 connects the pistons 77 and 79 and also a slide valve 82 in the valve box 72. Leading from the valve box 72 there is apipe 83 having branches 85 and 86, the former of which leads to one end of the cylinder 29 and the latter to one end of the vaive box, which will be hereinafter described'. Leading from` the valve box 72`there is also a pipe 84 having branches 87 and 88. The branch pipe 87 leads to the oppositeend of the cylinder 29 andthe branch pipe 88 to a valve box, which will be hereinafter described.

The devices for operating a track switch and the apparatus for controlling the operation thereof as hereinbetore described Yare not new and in and by themselves form n'o part'of my invention. In the operation of these devices, however, it will be understood that the compressed air or other' moti-ve fluid issupplied from a suitable source to the pipe 62 and that when the lock valve is closed the compressed air cannot be admitted to either one or the other of the positioning valves for controlling the switch rod operating mechanism. In the position of these parts as shown in Fig. 1 the switch has been thrown from its normal Vto its reverse position. In so moving the switch the switch lever shaft is turned ina counter-clockwise direction to rst bring the contact arm 49 to bear on the contact 51 and then upon the contact 50. Then the contact arm 49 bears against the contact 51 a circuit is closed through the line 58 'to the electro-magnet 36 of the lock valve 30 whereby the rod 33 is depressed ormoved downwardly, the valve 34 opened and the valve 35 closed. This condition maintains, of course, as long as the circuit through the electrounagnet isl closed. In this counter-clockwise movement of the lever arm 49 it is brought to bear on the contact 50 before it leaves the contact 51. Then in cont-act with the contact 50 the circuit is also closed through the line to the electro-magnet 46 of the reverse position .valve 32 whereby the rod 43 i's-depressed and the'valve 44 opened andthe valve 45 closed. This condition maintains.

valve 64 from the full line position to thel dotted line position, as shown in Fig. 1. 7henv the slide valve 64 is in the dotted line p position the port to the pipe 71 is uncovered and consequently 'the compressed air through the pipe 62 passes through the pipe 71 to the valve box 72 and thencethrough either `ot its branches 73 and upon the position ofthe valvesin the cylinders 01: the normal position and reverse position valves 31 and 32. Inasmuch as the valve 44 inthel cylinder 32 has been opened, as hereinbefore described, compressed air. passes by way of the pipe 73,to and through the reverse position valve 32, and thence shifting thesl-ide valve 82 to' uncover the' port leading to the pipe 84 and to coverthe portv leading to the pipe 83. ABy this, as will be understood, compressed air passing through the pipe 71 also passes to ther pipe 84 'and 7 4 depending thence through the pipe 87 to thecylinder I 29 to move the piston 28 from `lett to right, as viewed in Fig-1, and to substantially the position therein mentor1 the piston: 28 correspondingly moves t-he actuating and locking `plate 22 through the rod 27, and this movement o'f the plate 22 causes the switch rod 21 to be .thrown and to thereby move the switch rails from their normal to the`ir-reverse positions. YObviously the' reverse conditions maintain in' throwing theswitch from its reverse posis tion toits normal position. In other words, when the switch lever is movedv in the opposite or clockwise position the normal position valve 31 and the lock valve 30 are actuated by closing the circuits to their op-v erating magnets and the compressed air or other motive fluid flows through-the normal position valve 31 through the pipe 7 5 t0 the cylinder7 6 thereby shifting the piston 77 from left to right, aslviewed in Fig. 1, correspondingly moving the slide valve- 82 to close theportto the pipe 84 andto open the port to the pipe 83 in order that the comipress-ed air flowing` through the pipe 71 may pass to the pipe 85, thenceto ythe opposite end of the cylinder 29 to return the piston illustrated. This move- Together with the apparatus as hereinbefore described in practice there have been employed various devices for making the actuating mechanism inoperative when and after a train has entered the block in which the switch is situated. This type of apparatus operates satisfactorily when it is in perfect working order, but in directly lockingor otherwise making the switch actuating devices inoperative no provision has heretofore been made, so far as I am aware, for shutting off the powerto the actuating devices and applying the power to the operating devices when a train has entered the block in which the switch is located.. Consequently -it is quite possible for the switch to remain in an intermediate position or to actually be operated after a train has entered the switch block provided, of course, the operating. mechanism has been released and the switch partially operated after the train has passed a signal which if obeyed would cause the driver to stop the train and not to run the same into the switch block. In either event, or in other similar and possible emergencies, a serious accident is likely to occur. Now the object of this invention is to preventV such accident and to employ with the type of apparatus hereinbefore described, or equivalent apparatus,

`means whereby when a train enters the switch block t-he actuating devices for moving the switch shift mechanism are made entirely inoperative byshutting off the power therefrom while the power is maintained to operate the switch shifting mechanism irrespective of the positionjit may be in when the train enters the switch block, whereby when .the switch movement has been completed the shifting mechanism will be maintained in the shifted position, whereas if the shifting' of the switch has not been then completed it will be completed in either one direction or the other and when completed will be so maintained while the train is in the switch block. Together with this auxiliaryapparatus for so controlling the switch movement, I also employ indicating devices whereby an operator is informed of the condition of the apparatus when either the auxiliary apparatus or the switch throwing devices are not in proper or perfect working condition and fail lto move to an intended position.

Therefore, in addition to the apparatus heretofore described I employ the mechanism as hereinafter described. Among these additional devices there is a safety lock valve indicated at 89. This safety lock valve is similar in construction in all respects to the lock valve and the normal and reverse position valves, as hereinbefore described. This safety lock valve 89, therefore, includes a cylindrical body in which there is a valve rod 90 mounted on which by a rod 98 to a slide valve 99 in a valve box 100. A pipe 101 connects the slide valve 100 with a chamber immediately beneath the.

valve 91 in the safety lock valve 89. A pipe 102 fitted with a valve 103 extends from and is connected to a suitable source of compressed air or other motive fluid. This pipe 102, therefore, is the power supply pipe for the apparatus. The pipe 62, as hereinbefore described, in this structure leads from one end of the valve box 100 as clearly showny in the drawings. Leading from the other end of this valve box 10dV there is aV pipe 104. The slide valvey 99 is adapted to cover and uncover the ports leading to the pipes 62 and 104. When in its normal position, asgshown in Fig. 1, the slide valve 99 covers the port to the pipe 104 and uncovers the port leading to the pipe 62 whereby the compressed air may flow from the pipe 102 overv the slide valve 99 to the pipe 62 to be employed in operating the parts as hereinbefore described. The opposite end of the pipe 104 communicates with one end of a valve box 105 in which there is a slide valve 106. Extending from the opposite end of the slide valve and through suitable stufling boxes at the ends of the valve box there are rods 107 and 108. The rod 107 is connected to a valve actuating slide bar 109. This slide bar 109 is adapted to move in suitable guideways provided therefor and is fitted with spaced lugs 109 and 110. At the free end of the rod 108 there is a pin 110 adapted to fit within the bifurcated end 111 of a lever 112. The lever 112 is pivotally mounted at 113 and the opposite end thereof is adapted to bear against a series of circularly arranged contacts 114, 115 and 116, or to operate a similar electrical controller.

AssociatedV with the slide bar 109 there is a trip plate 117. This trip plate 117 is connected to the plate 22 by a rod 118 or otherwise and the trip plate is also adapted to slide in suitable guideways which are not indicated in the drawing. The trip plate 117 operates a lever 119. The lever 119 is pivotally mounted at 120 approximately midway of its length andV at one end is fitted with a roller 121 operating in a slot or opening 122 in the said trip plate 117. The opposite end of the trip lever 119 .is pivotally connected, as indicated at 123, to

a bar 124. The opposite end of this bar 124 is journaled so as to slide in a rocker bearing 125 and extending between-the rocker bearing 125 and the pivotal vpoint 123 and surrounding the rod `124 there is a spring 126. The relationship between these parts is such that in the operation of the plate 22 the movement thereof is imparted to the trip plate 117. As will be obvious the initial movement of the trip plate 117 has no eiect on the trip lever 119. When, however, the trip lever has moved a predetermined distance the trip plate is brought into Contact with the roller 121 and the con- ,I tinued movement of the trip plate causes the lever 119 to swing, and after the trip lever has passed a vertical or dead center position the spring 126 is brought into play causing the lever to assume a quick or snap action, thereby forcing the Ypivotal point against either one of the lugs 109 and 110 to move the slide bar 109`with a corresponding motion and to thereby shift the slide valve 106.

Associated with the switch rod 21, or otherwise, I employ a circuit controller 127 fitted with spaced and circularly arranged contact plates 128, 129 and 130. This controller may be actuated by means of a suitable'pinion operating in a rack connected with or moved by the switch rod or otherwise. A lead wire 131 in which there is an indicator lamp or other signal device 132 extends from one terminal of the battery 54 and is provided with a shunt wire 133 terminating in a contact point 134k and also with a. shunt wire 135 terminating in a coutact point 136. A lead wire 137 extends Vfrom the positive tcrminalof the battery 54 and is connected to the Contact 20 on which the armature 18 of .the relay 15 is adapted to bear. A lead wire 138 extends from the pivotal point 19 of thearmature 18 to one terminal of the magnet 93, The

other terminal of the magnet 93 is connected by a lead wire 139 to a Contact point 140: Another Contact point 141 is connected b a lead wire 142 to the contact plate 116.

contact point 143 is connected by a lead line 144 to the contact plate 114. As diagrammatically illustrated in the drawing the contact points134, 136, 140, 141 and 143 are adapted to bear against the contact plates L28, 129 and 130 on the circuit controller 127. A lead 145 connects the contact plate 115 with the return lead 57 connected to the opposite or negative terminal of the batteryV 54. A spring '146 may be employed, if necessary, tomove the armature 18 into contact with the contact point 20 when the relay magnet 15 is deenergized which, as will be understood, occurs when a train enters the block in which` the switch is located, the relayheing short 'circuited by `o5 the trucks of the train one. of which trucks is indicated diagrammatically at 147 in Fig. 2 of the Y drawing. Of course, it will be furthermore understood that this switch block of the track is suitably insulated, as indicated at 148, 149, 150, 151, 152 and 153 of the drawing.

1tY will be understood that in the normal operation of the switch by the mechanism as hereinbefore described, the safety lock valve 89 is inoperative and that the switch is operated in theusual manner by a switch lever located in a tower, or at any suitable station. In the event, however, of a train entering lthe block in which the switch is located the track relay 15 is immediately short circuited, becomes deenergized,thereby releasing the armature 18 and permitting the same through the action of the spring 146, a'sillustrated,l or by gravity, or otherwise, to bear against the contact 20 to complete, that is, to close the circuitto the magnet 93 in order to energize the same and thereby actuate the valve rod 90 to unseat the valve 91 and to seat the valve 92. In so doing the compressed air or other motive fluid employed is permitted to pass through the supply pipe 102 to the cylinder of the safety lock valve 99 and through the pipev 94 to the cylinder 95 and to shift the piston 96 therein against the action of the spring 97 to thereby correspondingly shift the slide valve 99 to cover the port leading tothe pipe 62 and to uncover the port leading to the pipe 104. By so shifting the slidek valve- 99, as will be understood, the compressed air is entirely shut off from the section 62 ofthe supply pipe and consequently the lock valve 30 and the normal and reverse position valves 31 and-32 are rendered inoperative as are also the parts immediately controlled thereby making it immaterial, as will be understood, what position the voperating switch lever may be in when this action takes place.l It will therefore make no differencev whether the switch lever has completed a given movement or whether the Switch lever has been moved suiiciently far to be unlocked and this movement uncompleted because in such an event, as hereinbefore stated, these normally actuated devices for controlling the switch throwing mechanism are made entirely inoperative. Moreover, this condition maintains as long as the train is in the block in which the switch vis situated.

With the compressed air, or other motive Huid, admitted to the pipe 104 it passes to the yvalve box 105 and depending upon the position of the slide valve 106l the. compressed air may pass by way of the pipe 88 to the pipe 87 to the left hand end of the cylinder 29 asv shown in Fig. 1,k or the compressed air may pass by way ofV the'pipe 86 through the pipe 85to the right hand end of the cylinderVr 29. lltll the parts 1nthe position as shown in Fig. 1 when the compressed air passes by way of the pipes 88 and 87 to the left hand end of the cylinder-29 it is thereby applied to the piston 28 therein to maintain the slide plate 22 and consequently the switch rod 21 and the switch in the reverse position into which the switch has been thrown by the normal operation of the apparatus. .It will be understood, of course, that in so throwing the switch the trip plate 117 imparted a counterclockwise movement to the lever 119 and that when the switch had been shifted slightly more than half of its movement the lever 119 was moved sufciently far to swing the pivotal point123 between the same and the rod 124 past its dead center position, thereby bringing the spring 126 into action, causing the same to complete the movement of the lever 119 and the rod 124 thereby moving the slide bar 109 with a quick snap action and correspondingly moving the slide valve 106 to the position shown in Fig. 1 in whic y the port to the pipe 88 is uncovered anc the port to the pipe 86 is covered. In so moving the slide bar 109 and the slide valve 106 the rod 108 also shifts the contact lever 112 to a positionin which it bears against both the contacts 115 and 116. Normally the reverse conditions maintain in throwing the switch from its reverse to its normal position, in which position the-various parts of the actuating mechanism are caused to as- By the use of this apparatus, as will be understood, not only is the power shut o from the apparatus for normally actuating the switch-operating mechanism and applied directly thereto when a train enters the block in which the switch is situated, but the power is then so applied as to make it impossible for the switch to assume an intermediate position, thatV is, the switch must then move to either its normal or its reverse position. For exam le, should atrain enter the block before t ie switch movement has been completed and the switch has not completed one half of its throw the slide bar 109 and the slide valve 106 will not have been actuated and the compressed air or other power will be utilized to return the switch to the position from which it started to move, whereas if the switchhas completed one half or more of its throw the slide bar 109 and the slide valve 106 will have been actuated and the power applied to complete the intended movement of the switch. In either event, as hereinbefore stated, the power so applied maintains, or moves and maintains, the switch to either its normal or its reverse position as long as the train is in the block in which the switch is situated and the track relay 15 is short circuited. When the train moves out ofthe block the relay 15 is again energized,'attracting its armature 18, thereby breaking the circuit .to the magnet 93, and permitting the valve 91 to close, thereby shutting off the supply of compressed air or other motive fluid and permitting the spring 97 to return the piston 96 and the slide bar 99 to their normal or-initial positions. This, of course, makes possible the reentranee of the compressed air to the pipe 62 thereby making the normal control devices operative.

The circuit through the magnet 93 includes a lead wire 137 extending from the battery 54 to the contact 20, the armature 18, the lead wire 138 extending to one terminal of the magnet 93, the lead wire 139 extending from the other terminal of the magnet to the contact point 140, the contact 129, theV contact point 141, the lead wire 142 to the contact plate 116, the contact lever 112, the contact plate 115, the lead wire 145 to the return line 57 and thence to the negatiye terminal of the battery.

It will now be furthermore understood that in the event of the switch failing to reach a position either normal or reverse, or the failure of the slide bar 109 and the slide valve 106 to operate properly, a circuit willbe closed to an indicator lamp 132, or a plurality of the same, suitably situated to indicate such a condition to the operatorV at the same time causing the magnet 93 to be inoperative. For example, with the parts of the sume the position as shown in Fig. 2 of the drawing.

apparatus in their proper places as shown in Fig. 1, the circuit to the magnet 93 will be closed, as hereinbefore described, by the armature 18 when the rela-y 15 becomes deenergized and the circuit to the indicator lamp 132 will be open at either the Contact points on the circuit controller 127 or at the contact points 114, 115 and 116. With the parts Vas shown in Fig. lthis circuit is open between .the contact points 134 and 141 and while closed between the contact points 136 and 143 it is open between the contact points 114 and 115. .Similar conditions maintain with the parts of the apparatus as shown in the positions illustrated in Fig. 2. If, however,'the slide bar 109 and the slide valve 106 should fail to operate properly in throwing the switch from normal to reverse positions the circuit to the magnet 93 would be opened between the contacts 115 and 116 while the indicator circuit would be closed through the contact points 114 and 115 and the lever 112 and the contact points 136 and 143 thereby lighting the indicator lampy to show this or a similar condition. In like manner should the slide bar 109 and slide valve 106 be properly actuated and the switch rod 21 not be moved sufficiently far to close the switch either lin its normal or its reverse position the indicator circuit would be closed through the contact points 141 and 134 and the contact points 115 and 116 and the conapplication of power to -leaves the block in tact lever 112. Consequently Vwhen the auX- iliary devices for applying the power are.

the switch itself is not in either its normal or its reverse position these Vconditions are indicated by the lighting of the lamp 132. The segments 128 and 139.011 the circuit controller 127 are arranged so that the contact poi- nts 141 and 143 only break the contact at the completion of the respective siiffitch movements.

It will be understood that while the apparatus to which the present invention more particularly relates has herein been shown and described in conjunction with devices for normally controlling and operating a switch mechanism from a service tower or other place, the apparatus whereby the power employed is cut o from the devices fornormally operating the switch mechanism may be employed without these devices for normally operating the switch mechanism and arranged to be controlled automatically by the entrance of a. train to the block in which the switch is situated and also while as herein shown and described I have illustrated .the invention as applied to an electro-pneumatically operated apparatus as hereinbefore stated it may be applied to apparatus which is operated mechanically, or electrically, or in any other mannerY by substituting the necessary equivalent controlling devices without nature and spirit thereof.

I claim as my invention:

l. In a power operated switch system, a track switch, devices for operating the track switch, means for normally controlling the application of power to the devices for operating the track switch, and means operative upon a train entering the block in which the track switch is situated for cutting ofi the power to the said devices for normally controlling its application to the said devices for operating the track switch andapplying the power directly to the said devices for operating the track switch to maintain the same in a closed position until the train which the track switch is situated.

2. In a power operated switch system, a track switch, devices for operating the track switch, .devices for normally controlling the the said devices for operating the track switch, a safety lock device operati've when a train enters the block in which the track switch is situated to shut od the power to the said devices for normally controlling theapplication thereof to devices for normally operating the track switch, and means associated with the safety lock device for then directly applying the power to the devices for operating the track switchto maintain the same in a closed position until the train leaves the block in which the track switch is situated.

departing from the 3. In a power operated switch system, a track switch, .devices for operatingthe track switch, ldevices for normally controlling the application of power to the said devices for operating they track switch, a safety lock device operative when atrain enters the block in which the track switch is situated to shut olf the power to the said devices for normally controlling' the application thereof to the devices for operating the track switch, and means operated by the devices for op- @rating the track switch for then applying the power to the track switch koperating devices in such a manner as to maintain the track switch in a closed positionu-n-til the train leaves the block inwhich the track switch is situated.A Y Y 4. In a power operated switch system, a track switch, devices for operating the track switch, devices for normally controlling'the application of power to the said devicesfor operating the track switch, a safety lock device, means Vfor actuating theY safety lock device when a train enters the block in which the track switch is situated, and means whereby the power is then applied to the devices for operating the track switch to move the same, if then unclosed, to its normal or reverse position andso maintain it until the train leaves the block inswhich the track switch is situated. v Y

5." In a power operated switch system, a track switch, devices for operating the track switch, devices for normally controlling the application of power to the said devices for operating the track switch, a safety lock device, means for actuating the safety lock device whenV a train enters the block in which the track switch is situated,y and means operated by the devices for operating the track switch for then so applying power to the said track switch operating devices to return the track switch to a position from which it may have been moved in the event oi the movementbeing less than half completed, and for completingthe movement .of thetrack switch if its movement has been more than half completed, and then maintaining the 'track switch in either its normal or its reverse position as long as the train isin the block in which the track switch isv situated.

6. In a power operated switch system, a track swii'ich, devices for operating the track` switch, devices for normally controlling the application of power to the Vdevices for op-V erating the track switch, means operative when a train enters the vblock in which the track" switch is situated for cutting off the power to thel said devices for normally controlling the application thereof to the devices for operating the track switch, means then operative for directing the power to the devices for operating the track. switch, and

means then operative to indicate an improper position of the aforesaid means.

7. In a power operated switch system, a track switch, devices for operating the track switch, devices for normally controlling the application of power to the devices for operating the track switch, a safety lock, means operative when a train enters the blockin which the track switch is situated for operating the safety lock to shut olf the power to the devices for normally controlling the application thereof to the devices for operating the track switch, means for then applying the power directly to the devices for operating the track switch and to maintain the same in a closed position while the train is in the block inrwhi'ch the track switch is situated, and means operative when the trainis in the block in which the track switch is situated for indicating that the track switch has not moved to a closed position.

8. In a power operated switch system, a track switch devices for operating thetrack switch, devices for normally controlling the application of power to the devices for operating the track switch, a safety lock devicc,`means operative for actuating the safety lock device when a train enters the block in which the track switch is situated for 'shutting off the power to the devicesy for normally controlling the application thereof to the track switch operating devices, means operative by the track switchy operating devices for then directing the application of power to the said track switch operating devices, and means operative to indicate an improper position of the last aforesaid means and also' an improper position of the devices for operating the track switch and to prevent the operation of the safety lock devices when .an improper position of the devices for normally controlling` the application of power to the switch operating devices would cause a false movement of the switch operating devices.

9. In a power operated switch system, a track switch, devices for operating the track switch, devices for normally controlling the application of power to the track switch operating devices, a safety lock, means operative when a train enters the block in which the track switch is situated for actuating the safety lock to shut off the power Vto the devices for normally controlling the application thereof to the switch operative devices and directing the power to the said track switch operating devices, means operated by the track switch operative devices for so directing the application of the power as to maintain the track switch in a locked position while the train is in the block in which the track switch is situated, and means for indicatingthe relative positions of the aforesaid means and that of the said track switch.

10. In a power operated switch system, a track switch, devices for operating the track switch, devices for normally controllingthe application Vof power to the said track switch operating devices, a safety lock device, normally inoperativemeans for applying power directly tothe said track switch operating devices, means operative when a train enters the block in which the said track switch is situated for actuating the safety lock device to shut off the power from the devices for normally controlling the application thereof to the track switch operating devices and applying the power to the said normally inoperative power directing means, and `means operative by the track switch operating devices for then directing the application of the power to the saidtrack switch operating devices.

V11'. In an electro-pneumatically operated switch system, a track switch, devices for operating the track switch, electro-pneuinatically controlled devices for applying power to the track switch operating devices, an electro-pneumatically controlled safety lock, a power directing valve, means operative when a train enters the block in which the track switch is situated for closing a circuit to the said safety lock to actuate the same to shut off the power to the devices for normally controlling the application thereof to the switch operating devices, and means actuated by the switch operating devices for actuating the said power directing valve to determine the manner of then applying the power to maintain the said track switch in a closed position while the train is in the block in which the track switch is situated.

12. In an electro-pneumatically operated switch system, a track switch, devices for operating the track switch, devices for normally controlling the application of power to the track switch operating devices, a safety lock, a safety valve associated therewith, a power directing valve, means operative when a train enters the block in which the track switch is situated for actuating the safety lock to shift the safety valve and thereby shut off the power to the devices for normally controlling the operation of the track switch operating devices and directing the power to the said power directing valve, land means actuated by the track switch operatingT devices for shifting the said power directing valveto determine the application of power tothe said track switch operating devices to maintain the track switch in a closed and safe .position while the train is in the block in which the track switch is situated.

13. In an electro-pneumatically operated switch system, a track switch, devices for operating the track switch, devices for nor- ISO mally controlling'the application of -power to the track switch operating devices, a safety lock valve, a power directing valve, a safety valveby which poweris-normally directed to the devices for normally controlling its application to theV track switch operating devices and shutting offl the power from the said power directing valve, means operative when 'a train enters the block in which the track switch iis situated for actuating the safety lock valve and thereby shifting the safety valve to shutv off th power to -the devicesfornormally controlling the application thereof to the track switch Voperating devices and-admitting the power to the said power directing valve, and

l c recting valve .tov determine theA mannerfin which the power is then applied to thel said" track switch operating devices to maintain to the track switch Voperating devices, a safemeans actuated bythe track switch voperating devices for shifting the said power" dithe track switch in a llocked position while the train is in the block in which the track switch is situated.

14. 1n an electro-pneumatically operated switch system, a track switch, devices for operating the track switch, devices for nor-v mally controlling the applicationv of power ty'lock valve, a power directing valve, a

. I Safety valve by which power is normally di- Y rected to the devices for normally controlling its application to the tracks'witch operating devices and shutting oif the power from the said power directing valve, ymeans operative when a train enters the block in which the track switch is situated for actuating the safety lock valve and thereby shifting the safety valve to shut off the power tothe devices for normally `controlling the application .thereof to the track switch operating devices and admitting the power to the said power directing valve, a slide bar connected to the said power directing valve, andrmeans actuated by the said devices for operating .the track switch for shifting the said slide bar and power directing valve with a quick snap action immediately after the track Vswitch'has been moved more than one `half yits throw in either direction. f 15; In an electro-pneumatically operate switch system, a track switch, devices for operating the track switch, devices for normally controlling'the application of power 1' to the track switch operating devices, a safety lock valve, la power directing valve, a safety valve byV which power is normally 'directed to the devices for normally controlling its application to the track swltch operating devices and shutting olfV the power from the said power directing valve, means operative when a train enters the block in which the track switch is situated for actuating the safety lock valve and thereby shifting the safety valve to shut 0E the power ver, a spring associated with thesaid bar causing the vsame to engage lugs on the said slide bar, and means actuated by the devices for operating the -track switch for throwing the said lever when the track switch has been: shifted a predetermined portion of its throw to then operate the said slide b-ar and power directing valve with a quick snap movement.

16. Infan electro-pneumatically operated switch system, a track switch, devices for operating the track switch, devices fornormallyV controlling thefapplication of power to the track switch operating devices, asafety lock valve, a powerA directing valve, a safety valve by'which power is normally directed to the devices for normally controlling its application to the track switch operating devices and shutting ofi' the power from the said power directing valve, means operative when a train enters the block 1n ing the safetyvalve to shut oifthe power -to the devices for normally controlling the application thereof t o the track switch operating devices and admitting the power toV the' said powerdirecting. valve, a slide barv connected to the said power directing valve, alever, a bar 'pivotally connected to the lever, a spring associated with the saidrbar causing the same to engage lugs on the said Y slide bar,fand a trip plate associated withv and movedby the devices for operating the track switch for operating the said lever immediately after the track lswitch has completed one half of its throw in either direction to then cause the lever and bar through the actionof the spring to actuate the slide vwhich thetrack switch is situated for actuatking the safety lock valve and thereby shift- Signed b ycine this 12th day of April, 1929.V

JOHN J. MEADOWS.

" la).k

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