US2154539A - Traffic controlling apparatus - Google Patents

Description

April 18, 1939. P. P. STOKER TRAFFIC CONTROLLING APPARATUS Filed May 2 1935 4 Sheets-Sheet l @QNNN b win 6% eww SQ y 1 if??? E g @T NE L p NAN 7 aw 6$ m e E5 k 114M] H H 8L 5km NNRN Nlw NNE N N wm wS N m6 zgfiw. m2 .U a l w w P m u Qfiwmfi U \Al EN m QQNW Ewm Q 7 11% BMW 3 v vi 1 k TI 5% v N v E HIS ATTORNEY Filed May 2, 1955 4 Sheets-Sheet 2 &

M TTTETYD WAN QWN &

MwN

6mm NQ e N 9% 3 N &

ml E T BY 622W HIS ATTORNEY April 18, 1939. P. P. STOKER TRAFFI C C ONTROLLING APPARATUS 4 Sheets-Sheet 3 Filed May 2, 1935 April 18, 1939. P. P. STOKER TRAFFIC CONTROLLING APPARATUS Filed May 2, 1955 4 Sheets-Sheet 4 INVENTOR Paul PSfOAQP BY Q/Z'W HIS ATTORNEY Patented Apr. 18, 1939 UNITED STATES PATENT OFFICE TRAFFIC CONTROLLING APPARATUS Application May 2, 1935, Serial No. 19,462

16 Claims.

My invention relates to railway traffic controlling apparatus, and more especially to that class of apparatus wherein an operator located at a central dispatching office, or operators located at the respective ends of a controlled stretch of track, direct traffic through the stretch.

An object of the invention is to provide a trafiic locking circuit that controls the intermediate signals of the stretch and consists of but two conductors extending between the ends of the stretch and two additional conductors extending between adjacent signal locations of the stretch. Another object is to so arrange the circuits and apparatus that traffic may be set up in either or both directions from an intermediate point in the stretch.

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

The accompanying drawings, Figs. 1 to 4, inclusive, when placed end-to-end from left to right in the order named, show a diagrammatic view of one form of the apparatus embodying my invention as applied to a stretch of single track from a passing siding Pl shown at the left-hand end of the stretch, to a passing siding P3 shown at the right-hand end of the stretch. By means of the customary insulated rail joints the traffic rails of the stretch are divided up into track sections B4T, IT, AZT, B2'I, IUT, AIOT, BHIT, I2T, AIZT, ST, and AGT with only the lefthand end of the section A4T shown. The sections IT and ST include switches 3.3 IS and 35, respectively, of the associated sidings PI and P3, while one of the intermediate sections IDT includes a switch 28 for the associated siding P2. It is to be understood, however, that the invention is not confined to this 40 particular arrangement of track sections and this arrangement is only one of many convenient ways of dividing a stretch of single track.

Wayside signals are shown located at intervals along the way to govern the trailic. These signals may be of the well-known semaphore type or of any of the well-known light signal types, but for the purpose of this disclosure search light type signals have been employed.

The signals R2, l0, l2 and R4 govern trafilc moving from left to right, and signals L4, [3, I l and L2 govern traffic moving from right to left.

The lamp circuits of the semi-automatic signals located at the respective ends of the stretch are not shown, as the lamps of these signals are assumed to be constantly lighted from a suitable current source. The lamps Ell], Ell, El2, and El 3 of the automatic signals 10 to l3, respectively, located at intermediate points of the stretch are approach lighted under control of approach lighting relays IBER, ER and I 2-l3ER.

Relays BJTR', iTR, AZTR, B2TR, IOTR, AIUTR, BIOTR, I2TR, AIZTR, 3TR, and A4TR are track relays controlled by their respective track circuits in the usual manner.

Relays LZFR, lilFR, HFR, l2l3FR and FR are polarized trafiic relays that govern the direction of traflic by their respective signals. Relays IDNFP, IORFP, IINFP, HRFP, I2I3NFP and l2--l3RFP are neutral repeater relays of the above-identified polarized traffic relays and are merely employed to obtain the required number of contacts without the necessity of overloading the polarized relays.

Relays RZH, LAZH, RAM-I and L4H are polarized home control relays used to control their respective signals. The relays RAZI-IP, RB2I-l'P, LAZHP, RA4HP, LA4I-IP and LBAHP are slowreleasing repeating relays of the above polarized home control relays and are used to bridge the pole-changing period of such relays. The polechanging relays LA2PC, HlPC, IIPC, l2l3PC and RAdPC are slow-acting repeaters of their respective signals. Relays LBZH and RB4H are neutral home control relays of their respective signals. The relays R2GP, L2GP, RAGP and L4GP are repeaters of their respective signals in the stop position.

The relays LZMR, RZMR, L41VR and R4MR are locking relays with automatic track circuit release and are also released, in emergency, by the associated time element relays ZTE and 4TE.

The relays L2HS and RZHS are operator controlled relays governing traflic over switch I S and the adjacent territory, while relays L4I-IS and RAHS are operator controlled relays governing traffic over switch 38 and the adjacent territory. The operator may, for example, control these relays by means of levers V2 and V3.

In the accompanying drawings the contacts of each relay, whenever possible, are shown directly under that relay, but in each instance Where this is impractical, the contact is labeled with its relay designation and with a numerical sufiix. Separate sources of current are employed at the respective signal locations and for convenience these have been diagrammatically illustrated as comprising batteries DI and D5 having their positive terminal identified by the letter B and their negative terminal identified by the letter C. i

It is believed the invention can best be described by explaining the operations which are performed when the signals are to be cleared for a traffic movement. To clear the signals for a movement from left to right, the operator controlled relay L4HS must be in its released position, all intervening track sections unoccupied with their respective track relays picked up, and the operator controlled relay R2HS energized. A circuit is then completed from a B terminal of the battery D5 through back contact L4HSI; through the front contact LdMR! of locking relay LAMR, to check that the L4 signal has not been cleared and then returned to stop without giving an approaching train sufiicient time to stop before entering the control stretch; the conductor H, the winding of traffic relay l2--l3FR, conductor l2, through contacts bridged by arm ZSI of the circuit controller of switch 2S, conductor I3, the winding of traffic relay HJFR, conductor M, the locking relay front contact R2MRl, through the front contacts RZHSI and RZHSZ in series, conductor IS, the winding of traffic relay LZFR, front contacts l6 and I! of track relays TR and AZTR, conductor l8, front contact IQ of track relay BZTR, conductors 2i and 20a, front contact 2| of relay IOPC and conductor 22a to conductor 23, or, if traffic has been set up for the opposite direction, from conductors 243 and 2%, front contact 6| of relay 1 URFP and conductor 22?) to conductor 23, front contact 24 of track relay IGTR, contacts bridged by the switch circuit controller arm 2S2, conductor 25, conductor 25a, front contact 26 of relay HN'FP to conductor 21a, or, if trafiic has been set up for the opposite direction, over conductors 25 and 25b, front contact 28 of relay I I PC, conductors 21b and 27a, through the winding of traffic relay l IFR, front contact 29 of track relay AHiTR, conductor 30, front contact 3! of track relay BIDTR, front contact 32 of relay l2|3PC, front contact 33 of relay lZTR, conductor 34, front contacts 35 and 36 of track relays AIZTR, and STR, respectively, the winding of traflic relay 4FR, conductor 31, and through the back contact L4HS2 to a C terminal of the battery D5.

With current flow through all of the trafiic controlling relays in the direction traced, they are energized in the normal direction to the left, as illustrated in the accompanying drawings, With the traffic relays in this position, and the operator controlled relay RZHS' energized, a circuit will be completed for clearing one of the R2 signals, as will subsequently be described.

Since the signal RAG at the right end of the stretch is at stop, its distant signal I2 is held in its caution position. The circuit over which the signal I2 is held extends from a B terminal of battery D5 through back contract 53 of relay RA lPC', normal polar contact 52 of relay 4FR, conductor 5!, front contact 55 of relay l2 l3NF'P, conductors 49a and 49, through the normal polar contact d8 of relay l2--l3FR, conductor 41, the winding of the signal l2, conductor 45, normal polar contact 45 of relay l2-l3FR, conductors M2 and 542a, front contact a of relay I2I3N'FP, front contact 43 of track relay IZTR, conductor 42, front contacts ll and .40 of track relays AHZTR and 3TR, respectively, the normal polar contact 39 of relayjFR and through the back contact 38 of relay RA4PC to a C terminal of the battery D5,

On the other hand, if signal RA4 is in the clear or caution position, relay RA4PC is energized over a circuit extending from a B terminal of the battery D5 through R and G, or Y, contacts of the signal RA and through the winding of relay PtA iPC to a C terminal of the battery D5. With the relay RALiPC energized, it will be apparent that the circuit traced through the winding of signal I2 will be in the reverse direction and such signal will accordingly operate to its clear position. With the circuits as illustrated it will be apparent that the relay I2l3NFP is energized over a circuit including the normal polar contact 58 of trafiic relay I2l3FR.

With signal l2 in either its clear or caution position, relay iZ-lSPC is energized over a circuit extending from a B terminal of battery D4 through G, or R and Y, contacts of signal 12, conductor 59, front contact 10 of relay IZI3NFP,

conductor H, conductor "Na, and through the winding of relay l2l3PC to a C terminal of the battery D4.

With traiiic set up as described above, signal it is held in its clear position over a circuit extending from a B terminal of the battery D4 through the R contacts of signal l3 closed in the stop position, and therefore checking that the' ductor 84, back contact of relay IIRFP, conductor 88, front contact 81 of relay IONFP, conductor 88, the winding of signal ll), conductor 89, normal polar contact of relay IUFR, front contact S! of relay lflNFP, front contact 92 of track relay lS'IR, conductor 93, back contact 94 of relay 1 HRFP, front contact 95 of relay IINFP, front contact 95 of track relay AIBTR, conductor 91, front contact 98 of track relay BIOTR, back contact 99 of relay l2l3RFP, conductors 100a, lllil, and through the front contact IOI of relay l2l3PC to a C terminal of the battery'D4.

If signal I2 is at stop due to a train being in section I 2T or Al 2T and with traflic set up as outlined above, the circuit traced through relay l2- IBPC will be interrupted at both the G and Y contacts of signal l2 and relay I2--I3PC will accordingly assume its released position. With relay I2l3PC in the released position, current flow through the circuit traced to signal H] will be in the reverse direction to that traced and signal 10 will accordingly move from its clear to its caution position.

With signal ID in either the clear or caution position, the associated relay lllPC is held energized and completes a circuit for operating the home signal control relay RZH to its normal position. This circuit extends from a B terminal of battery ,D2 through the winding of approach lighting relay HlER, conductor I82, through front contact Hi3 of relay IDPC, conductor I04, back contact 95 of relay IURFP, conductor I06, normal polar contact ID! of relay LZFR, through the winding of relay RZH, conductor I08, normal polar contact MS of relay L2FR, front contacts I I0 and l l l of track relays HR and AZTR, conductor I I2, front contact I I3 of track relay B2TR, back contact N4 of relay HBRFP, conductor H5, and through the front contact I iii of relay IUPC to a C terminal of the battery D2. If signal In is in the stop position, the circuit of relay |0PC will be interrupted at the Y and G contacts of signal It! and the relay IDPC will accordingly be in the release position and accordingly the current flow over the circuit traced to the relay RZH is in the direction for energizing it to its reverse position, opposite to the position in which it is shown.

With relays R2I-l and RBI-IS energized, and with switch is in its normal position, an energizing circuit is completed for the repeating relay RAZHP. This circuit extends from a B terminal of the battery Dl through front contact 54 of track relay lTR, the back contact 2TEI of the time element relayZTE; front contact L2GPl, checking that the opposing signals are at stop; front contact R2HS3 of the energized operator controlled relay RZHS, front neutral contact 56 of relay RZH, circuit controller ISI in its normal position, and through the winding of relay RAEHP to a C terminal of the battery DI. If the switch is is in the reverse position, its circuit controller arm I Si will be in its reverse position and accordingly relay RBZHP will be energized in lieu of RAZHP.

With relays R252 and RAZHP energized, a circuit is closed for energizing signal RA2 effective to move it to a proceed position. This circuit extends from a B terminal of battery DI through the normal polar contact of relay R2H, the winding of signal RAZ, the normal polar contact 58 of relay RZH and through the front contact 59 of RAZHP to a C terminal of the battery DI. If relay R2I-I is energized in the normal direction as illustrated, the current supply to the winding of the signal RA2 is in such direction that it will operate the signal to its clear position; but if relay RZH is in its reverse position, the current flow through signal RAZ will be in the opposite direction and the signal will be operated to its caution position. If relays R2I-I and RB2HP are energized, the signal RBZ, instead of signal RAZ, will be the one which is operated to a proceed position. Since the signal RBZ is controlled by relays REH and RBEHP in the same manner as signal RA2 by the relay R2H and the relay RAEHP, the manner of operating RBZ to its clear or caution position will be apparent.

The energizing circuit of stop position signal repeating relay RZGP extends from a B terminal of the battery D! through the R contacts of signal RA? in series, conductor 6!], through the R contacts of signal RB; in series, and through the winding of relay RZGP to a C terminal of the battery Di. It will be apparent, therefore, that when either signal RA2 or BB2 is removed to a pr ceed position, the circuit of relay RZGP will be interrupted. When the relay R2GP releases, its front contact 52 opens the stick circuit of look ing relay REMR which, in turn, releases, and at its contact R2MRl opens the trafilc locking circuit, thereby preventing the position of the traffic relays being changed when signal RA2 or RBZ,

is in a proceed position. The pick-up circuit for relay REMR, if the signal is operated to its stop position by a train entering the section over a which it governs, extends from a B terminal of the battery DI, through front contact 62 of relay RZGP, conductors 6S and 63a, back contact AZTP-si of track relay A2'IR, through back contact Z'IZl of the track repeating'relay ITZ, con- E ductor 6 3, and through the winding of relay RQMR to a C terminal of the battery DI. If the signal is returned to stop by the operator, the pick-up circuit extends over conductors 63 and 63b through the front contact 2TE2 of the time element relay, conductors 64a and 64. The time element relay Z'I'E operates only when the signal has been returned to stop by the operator. The circuit of the relay ZTE extends from a B terminal of the battery DI, through front contact 62, conductors 63 and 630, back contact 65 of relay RZMR, conductors 66a and 61, front contact ITRI and through the winding of relay 2TE to a C terminal of the battery DI. The stick circuit for relay R2MR comprises the first portion of the operating circuit of relay 2TE, but includes the front contact 65 of relay RZMIR, instead of the back contact.

Referring to Fig. 4, the leaving end of the stretch, the operator clears signal R4 by picking up operator controlled relay R4HS. The polarized home control relay RA lH is energized through circuits controlled by sections extending to the right of the stretch. These circuits have no bearing on the invention and therefore have not been shown. Relay RAQHP, controlled in part by contact 16 of relay RA-tH, checks the track circuit through the section 3T at contact 12 of track relay 3TR, and checks the normal position of switch 3S through the circuit controller contact 3S2 of the switch 33, and, through being controlled by relay RAH, checks the track circuit of section A41 and others so as to prevent opposing moves. Relay RA lHP is a slow releasing repeater of relay RA lH, While the relay RB lH is the home control relay for signal BB4. The controlling circuits for these relays extend from a, B terminal of the battery D5, through contact I2 of track relay 3TR, back contact QTEI of time element relay 4TE, through the front contacts L4GPI and RAHSI; through the circuit controller arm 382 in its upper position, when the switch 38 is in its normal position; the front neutral contact 2'6 of relay RAM-I, and through the winding of relay RAM-1P to a C terminal of the battery D5. If the switch 38 is in its reverse position, a circuit will be completed through relay RBAH in lieu of relay RA IHP.

With relays RA lH and RAtHP energized, a circuit is completed for moving the signal RAG to a proceed position. For example, if the polar home control relay RA tI-I is energized in the normal direction, its polar contacts will be in the position shown and the circuit completed through the winding of signal RA i will be in such direction that it will be operated to its clear position. If the relay RA4H at the time has its polar con tacts in their reverse positions, the current flow through the winding of the signal will be in the reverse direction and it will accordingly move to its caution position. With the relay RB iI-I energized, the signal R34 is operated to its caution position over the obvious circuit completed through the front contact of relay RBGH.

With signal RA l in either the clear or caution position, the relay RAQPC is energized. The circuit for this relay extends from a B terminal of the battery D5 through the R and G or Y contacts of signal RIM and through the winding of relay RA4PC, to a C terminal of the battery D5. The relay R lGP is normally energized over a circuit extending from a B terminal of the battery D5 through the R or stop position contacts of signals RAG and R134 in series. Therefore, if either signal RAd or BB4 is moved to a proceed position, the relay RQGP becomes deenergized. The control and operation of locking relay RAMPu by relay RAGP and by the operator is similar to that described for locking relay RZMR and a description of these operations is therefore believed to be unnecessary.

The operations required to set up tramc from right to left over the stretch by clearing signals L4 and L2 and the control of these signals is similar to that described for signals R2 and R4. The circuits and apparatus at the respective ends of the stretch and comprising Fig. 1 and Fig. 4, respectively, are identical, and therefore in describing the establishment of trafiic from right to left, circuit changes occurring at these locations in the stretch will be readily understood. In order to establish traffic from right to left, the opposite direction to that described, the operator controlled relay RZHS must be deenergized, all intervening track sections clear, and the operator controlled relay L4HS energized. A circuit will then be completed over the traflic circuit from the current source DI through the back contacts R2HSI and R2HS2 instead of from source D through back contacts L4I-ISI and L4HS2; and since the battery DI is connected to the trafiic circuit in opposed relation to the connection of battery D5, the current flow through the trafiic circuit will be in the reverse direction to that formerly traced. The traffic relays when energized will accordingly move their polar contacts to the reverse position, opposite to that shown. Since, as previously stated, the equipment of Fig. 1 and Fig. 4 is alike, the changes occurring at these locations as a result of the operation of traffic relays LZFR and 4FR to their reverse positions will be readily understood.

At the location of signal III, the traffic relay IIIFR, at its polar contact 90, opens a point in the circuit formerly traced through the Winding of signal III, which accordingly moves to its stop position, and at its polar contact I21 opens a point in the circuit to the lamp EIII of this signal. The relay IIlFR. also, at its polar contacts I26, opens the circuit of relay IIINFP and closes the circuit of relay IBRFP.

At the location of signal II, traflic relay I IFR, at its polar contact I28, closes a point in the energizing circuit of signal I I and at contact I29 closes a point in the circuit of the lamp EII of this signal. The relay III' R also, at its contacts I39, opens the circuit of relay IINFP and completes a circuit through the relay II RFP.

At the location of signals I2 and I3, the trafiic relay I2-I3FR, at its polar contacts 45 and 49, opens points in the circuit formerly traced through the winding of signal I2, which then moves to its stop position, and then closes points in the circuit including the winding of signal I3. The relay I2-I3FR also, at polar contact I4, transfers the connection of the winding of approach lighting relay I2I3ER from conductor I3, heretofore connected to a B terminal of the battery D4 through R contacts of signal I3 to conductor I3I, now connected to a B terminal of battery D4, via the R contacts of signal I2, now in its stop position.

With the relays IURFP, IIRFP and I2-I3RFP energized, and relays IONFP, IINFP and I2I3NFP deenergized, and the signal LA2 in its stop position, circuits are completed for moving signals I I and I3 to caution and proceed positions, respectively. The circuit for signal II extends from a B terminal of battery DI through back contact I38 of relay LA2PC, reverse polar contact I 91 of relay L2FR, conductor I96, front contact I95 of relay IIIRFP, back contact 8'! of relay IORFP, back contact 81 of relay IIINFP, conductor 86, front contact 85 of relay IIRFP, conductor I3'I, through the winding of signal II, conductor I38, reverse polar contact I28 of relay IIFR, front contact 94 of relay IIRFP, conductor 93, front contact 92 of track relay IDTR, back contact SI of relay IBNFP, conductor I35, back contact I34 of relay IIIPC, conductor I33, front contact II4 of relay I ORFP, front contact II3 of track relay BZTR, conductor II2, front contact III of track relay AZTR, and III] of track relay ITR, reverse polar contact I09 of relay LZFR, and through the back contact I32 of relay LA2PC to a C terminal of the battery DI. With current flow through the winding of signal II in the direction traced, the signal I I is moved to its caution position. With the signal II in its caution position, an operating circuit is completed for the polechanging relay II PC. This circuit extends from a B terminal of the battery D3, through R and Y contacts of the signal I I and through the Winding of relay IIPC to a C terminal of the battery D3.

With relay IIPC picked up, the circuit completed through the winding of the signal I3 extends from a B terminal of battery D3, through the winding of approach lighting relay IIER, conductor I 39, front contact I40 of relay IIPC, conductor I4I, through the back contact 8I of relay IINFP, conductor 89, front contact I9 of relay I2-I3RFP, conductors 49b and 49, reverse polar contact 48, through the winding of signal I3. the reverse polar contact 45, conductors I42 and M21), through front contact 99 of relay I2I3RFP, front contact 98 of track relay BIOTR, conductor 91, front contact 96 of track relay AIUTR, back contact 95 of relay IINFP, conductor I43, and through the front contact I44 of relay II PC to a C terminal of the battery D3. It will be readily understood that to clear signal L2 the operator must pick up operator controlled relay L2I-IS and that the operations which follow will correspond to those which followed the picking up of relay R4HS to clear signal R4.

It will be observed that the controlling circuit of signals RA2 and BB2 includes front contact L2GPI of the stop position repeating relay LZGP, thereby checking that the LA2 and LB2 signals are both at stop when one of the R2 signals is being cleared. In a similar manner, the contacts RZGPI of relay RZGP check that signals HA2 and BB2 are in their stop position when one of the L2 signals is cleared. It will be apparent that the same protection is provided for opposing signals located at the opposite end of the stretch.

It will also be observed that at the double intermediate signal location, before signal I2 or I3 can be moved to a proceed indicating position,

trafiic relay I2I3FR will interrupt the operating circuit of the opposing signal at such location; also at the one single intermediate signal location the trafiic relay I I FR must be in its normal position and have opened the circuit to the winding and lamp of signal II and, in addition, traflic relay IIIFR. must be in its normal position before a circuit can be completed for moving signal III to a proceed position. Similarly, both trafii'c relays IIIFR and IIFR, must be in their reverse position before a circuit can be completed through the winding of signal I I.

In the preceding description the operations required to clear the signals for movement of traffic through the stretch in either direction were described without regard to any influence the circuit controllers of switch 28 at an intermediate point in the stretch might have. The circuit controller of switch 28 is employed to control the traffic circuit in such manner that when the switch 2S is moved to the reverse position, traflic will automatically be set up in opposite directions from this switch location.

If, for example, trafiic has been set up for a train movement into the stretch from the right end thereof, and the train entering the stretch is to pick up or leave cars on the siding P2, the operator will release the operator controlled relay L4HS after the train has entered the stretch. This does not alter the trafiic set up because the polar relays in the traffic circuit retain their armatures in their last operated position and the dropping of relay L4I-IS is merely effective to reconnect battery D5 in bridge of the right-hand end of the trafiic circuit in opposition to that already connected to the left-hand end of the circuit. Since no current flows over the circuit under this condition, the polar armatures of the trafiic relays remain in their last operated position.

When the train arrives at switch 28 and this switch is moved to its reverse position, the circuit controller arms 25! and 282 first separate the left and right-hand portions of the traflic circuit from each other and then bridge the respective halves of the circuit with resistors RI and R2, so that the left-half of the traffic circuit is now included in a circuit now open at contacts 24 of track relay IBTR, including battery DI, while the right half is included in a closed circuit including the battery D5. It will be observed that if the train enters the siding P2 and clear of track section I T, the circuit through the left-hand end of the traffic circuit will also be completed, and that in such case the direction of current flow will be the same as when relay L4HS is picked up to set up trafiic from right to left through the stretch. Therefore, the polar contacts of traific relays LZFR and IOFR will remain in their original position as required for traffic movements from right to left. In the case of the right-hand portion of the trafiic circuit, however, the current flow will be in the opposite direction to that originally. set up, and accordingly the traific relays HFR, l2-I3FR and 4FR will move their polar armatures to the opposite position and will accordingly prepare their associated signal circuits for traific movements from left to right. After the necessary switching operations have been performed and the train recedes from the switch back onto the main line, the switch 28 is restored to its normal position and its circuit controller arms 28! and 282 reconnect the two halves of the circuit together. Since the batteries at opposite ends of the traffic circuit are in opposing relation, there will be no resultant current flow over the circuit and, therefore, the polarized traffic relays will not change the position of their polar contacts at this time. The operator may now clear signal L2 to direct the train movement on through the stretch or, if he desires, be may clear signal R4 to enable the train to recede out of the stretch under full signal protection.

In a similar manner, if the signals are cleared for movement of a train into the stretch from the left end, the switch 2S may be reversed after the train has passed it, and if the operator has previously released relay RZHS, current will flow through the right-hand section of the trafiic circuit as soon asthe switch 2S has been reversed in the same direction as when signal R2 is cleared, and accordingly the signals remain set for the direction of trafiic from left to right from the switch location. When the train clears section I 0T, either by entering the siding or by moving on into section AHJT, the track relay HITR will complete the circuit through the left-hand portion of the traffic circuit; and since current supplied to it is from battery Dl instead of D5, the direction of current flow is reverse to that originally set up. The traflic relays LZFR, and NPR, accordingly move their polar armatures to the opposite position, as required in the preparation for traffic movements from right to left. The operator may therefore now direct the movement of the train out of the stretch in either direction.

Under either of the foregoing examples, it will be readily apparent that when the train leaves the stretch the polarized relays included in the left portion of the trafilc circuit will have their armatures in the opposite position to the armatures of the trafiic relays included in the right-hand portion of the traflic circuit. As soon, however, as the operator picks up relay RZHS or HHS to establish trafiic in a given direction, all of the polarized relays in the trafiic circuit will be energized by current flow in the same direction to again establish traffic through the stretch in the direction depending on which of the operator controlled relays has been picked up.

It will be appreciated from the foregoing that the apparatus and circuits herein employed are so arranged that the unoccupied condition of all sections of the stretch and the stop position of all opposing signals are checked before traffic can be set up through the stretch; also, that once the direction of traffic has been established, since polarized relays which retain their armatures in their last operated position are employed, is free from the danger of .a loss of traffic direction. Furthermore, that a novel arrangement has been provided enabling the train to reverse its direction of travel at an intermediate point in the stretch and that full signal protection is provided for such movement.

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

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track over which traffic normally moves in either direction, a normally deenergized directional circuit for the stretch including a directional relay at each end of the stretch and the outgoing and return conductors of which are normally disconnected from each other, a source of current at each end of the stretch normally connected to said circuit, a home signal control relay at each end of the stretch, operator controlled means to selectively disconnect one or the other of said sources of current from said circuit and for connecting the conductors of said circuit together to render the other source at the opposite end active to energize said circuit, and contacts on the directional relay at the end of the circuit from which the source of current has been disconnected to prepare an operating circuit for said home signal relay at its end.

2. A railway signal system for a stretch of railway, a first set of signals located at intervals to govern traffic in one direction through the stretch, a second set of signals located at intervals to govern traffic in the opposite direction through the stretch, a track circuit for each signal responsive to trafiic conditions in advance of the signal, manually controlled means to establish the direction of traffic to cooperate with the track circuits to selectively clear one or the other of said sets of signals; a railway track switch associated with the stretch of railway located at an intermediate point in the stretch having a normal position for directing tramc movements along said stretch and having a reverse position for directing traffic movements to or from said stretch; and means controlled by said track switch in its reverse position for clearing signals of one of said sets for governing traffic movements in the corresponding direction away from said switch while signals of the other set are clear for governing traffic movements in the opposite direction away from said switch.

3. A railway signal system for a stretch of railway, a first set of signals located at intervals to govern trafiic in one direction through the stretch, a second set of signals located at intervals to govern trafiic in the opposite direction through the stretch, a control circuit for each signal responsive to traffic conditions in advance of the signal, a manually controlled directional means cooperative with the control circuits to selectively clear one or the other of said sets of signals, and means at an intermediate point in the stretch operable to cooperate with said manually controlled directionalmeans for clearing signals of one of said sets to the rear of a train occupying such intermediate point to enable such train to recede out of the stretch under full signal protection.

4. A railway signal system for a stretch of railway, a first set of signals located at intervals to govern trafiic in one direction through the stretch, a second set of signals located at intervals to govern traflic in the opposite direction through the stretch, a control circuit for each signal responsive to traffic conditions in advance of the signal, manually controlled directional means adapted to cooperate with the control circuits to selectively clear one or the other of said sets of signals, and means at an intermediate point in the stretch operable to cooperate with said manually controlled directional means while there is a train occupying said stretch at such point to clear signals in the rear of the train for directing traffic movement in the direction opposite that under which the train entered the stretch.

5. A railway signal system for a stretch of railway, a first set of signals located at intervals to govern traffic in one direction through the stretch, a second set of signals located at intervals to govern trafiic in the opposite direction through the stretch, a control circuit for each signal responsive to traffiic conditions in advance of the signal, manually controlled directional means adapted to cooperate with the control circuits to selectively clear one or the other set of signals; and a device cooperating with said manually controlled directional means for clearing signals of one set in the rear of a train at an intermediate point in said stretch while said manually controlled directional means is in condition for clearing signals of the other set in advance of the train.

6. In combination, a stretch of railway over which trafiic normally moves in either direction, a directional circuit for the stretch extending between the ends thereof and including a source of current at each end of the stretch normally connected in said circuit in opposed relation to the corresponding current source at the opposite end, .a bridge at each end of the stretch, operator controlled means to selectively disconnect one or the other of said current sources from said circuit and for temporarily substituting the associated bridge therefor to render the source of current located at the end opposite that of the selected bridge active to energize said circuit, polarized relays included in said circuit and operated to set up traffic through said stretch in a direction depending on the source of current from which said relays have been energized, and means for separating the circuit at an intermedi ate point in the stretch and for then bridging the separated portions at such point to prepare the respective portions for energization from the connected current sources to operate the polarized relays in the respective portions of the original circuit to set up traflic in opposite directions from such intermediate point.

'7. In combination with a stretch of railway, a normally closed directional trafilc circuit extending between the ends of the stretch and irrcluding in series polarized signal control relays at respective signal locations along the stretch, a. source of current at one end of the stretch included in said circuit, a second source of current at the other end of the stretch also included in said circuit but connected in opposing relation to said first current source so that no current normally flows through said circuit, means for removing one or the other of said current sources from said circuit and for directly connecting the conductors together at such point to enable the circuit and the relays therein to be energized by current flow in a direction depending on the source of current remaining connected in said circuit to enable said relays to selectively determine the direction in which traific is to be set up through the stretch, and means for enabling different portions of said circuit to be energized from the connected current sources so that the relays of one portion will become energized by current flow in the opposite direction to that last flowing through such relays to enable the establishment of trafiic in the portion of the stretch served by such portion of the traflic circuit in the opposite direction to that last established through the entire stretch.

8. In combination, a stretch of railway over which trafiic normally moves in either direction, a directional circuit for the stretch, a source of current at each end of the stretch normally con nected to said directional circuit in opposing relation to each other so that normally there is no current flow over the circuit, a directional relay at each end of the stretch, an operator controlled means at each end of the stretch each adapted when energized to disconnect the source of current at its end of the stretch from the directional circuit and to substitute therefor a direct current bridge to enable the energization of the associated and distant relay in one direction by current supplied at the opposite end of the stretch in the direction required to enable the establishment of traflic in a given direction through the stretch depending on the current source employed in the energization of said relays, and means for separating the respective ends of the circuit and for closing together such separated ends to efiect energization of each di rectional relay from the associated current source to operate them in opposite directions to establish opposite directions of traffic through the stretch from the point of separation of the circuit.

9. In combination, a stretch of railway over which trafiic normally moves in both directions, a first set of signals located at intervals to govern the passage of trains through the stretch in one direction, a second set of signals located at intervals to govern the passage of trains through the stretch in the opposite direction; operator controlled means, including a series of polarized directional relays selectively energized in one direction or the other for selectively clearing either the first or the second set of signals to direct the movement of a train through the stretch, means controlled by a train as it passes signals of the set cleared to cause their return to stop, and means at an intermediate point in the stretch which can be operated to enable a selected portion of said relays to be energized in the proper direction to enable an operator to clear opposing signals passed by a train entering the stretch to direct the movement of a train receding out of the stretch.

10. In combination, a stretch of railway over which traffic normally moves in both directions, a first set of signals located at intervals to govern the passage of trains-through the stretch in one direction, a second set of signals located at intervals to govern the passage of trains through the stretch in the opposite direction; operator controlled means, including a series of polarized directional relays selectively energized in one direction or the other for selectively clearing either the first or the second set of signals to direct the movement of a train through the stretch, means controlled by a train as it passes signals of the set cleared to cause their return to stop, and means at an intermediate point in the stretch which can be operated to enable a selected portion of said relays to be energized in the proper direction to enable an operator to clear opposing signals passed by a train entering the stretch to direct the movement of a train receding out of the stretch irrespective of the end of the stretch via which it entered.

11. In a signaling system wherein a group of polarized relays of the type which retain their polar contacts in their last operated position are energized by current passed through all of them in one direction or the other to set up trafiic in one direction or the other, the provision of means enabling a circuit to be completed through a portion of such relays with the current fiow in the reverse direction to that last passing through all of the relays toreverse the position of their contacts with respect to the position of the contacts of the polarized relays not included in such portion and accordingly the direction of traffic only over that portion of the stretch over which they exercise control.

12. In combination, a circuit including two polarized trafi'ic governing relays respectively associated with the'opposite ends of a stretch of railway track over which trafiic is to move in either direction, a current source at each end of the circuit normally connected thereto for supplying current to said circuit, a remotely controlled relay associated with each end of the circuit, means governed by each relay when energized to exclude the associated current source from said circuit to enable the traflic governing relays therein to be energized from the source at the opposite end of the circuit, signals governed by the trafiic governing relays to permit traflic to move through the stretch in a direction determined by the end at which said circuit is supplied with current, and means at an intermediate point of the stretch operable to enable the reconnection of the disconnected source to the circuit to be effective to energize the trafiic relay at its end to permit trafiic to move from such intermediate point out of the stretch in either direction.

13. In combination, a stretch of railway track, a plurality of signals spaced along said stretch for governing trafiic movements in a given direction over said stretch, other signals spaced along said stretch for governing trafiic movements in the opposite direction over said stretch, a trafiic direction circuit, a contact at each signal location included in said trafiic direction circuit and controlled by a signal at the same signal location and arranged to be closed only when that signal is directing a train to proceed, means for energizing said traffic direction circuit by current of either polarity, means controlled by said traific direction circuit when energized by current of a given polarity for clearing said plurality of signals, and means controlled by said traffic direction circuit when energized by current of the opposite polarity for clearing said other signals.

14. In combination, a stretch of railway track, a signal located at a given point for governing traffic movements in a given direction on said stretch, a second signal located at a second point for governing traffic movements in the opposite direction on said stretch, a traffic direction circuit, means for energizing said traffic direction circuit by current of either polarity, means controlled by said trafiic direction circuit when energized by current of a given polarity for clearing said first signal, means controlled by said traflic direction circuit when energized by current of the opposite polarity for clearing said second signal, a contact in said trafiic direction circuit closed by said trafilc direction circuit upon becoming energized by current of said given polarity, a second contact in said traffic direction circuit closed by said trafiic direction circuit upon becoming energized by current of said opposite polarity, a third contact in multiple with said second contact closed by said first signal while directing a train to proceed, and a fourth contact in multiple with said first contact closed by said second signal while directing a train to proceed.

15. In combination, a stretch of railway track, a signal located at a given point for governing trafiic movements in a given direction on said stretch, a second signal located at a second point for governing traffic movements in the opposite direction on said stretch, a trafiic direction circuit including a first and a second polarized control relay for said first and second signals respectively, means for energizing said traific direction circuit by current of either polarity, a neutral relay energized by a circuit including a normal contact closed by said first polarized relay when energized by current of a given polarity, a second neutral relay energized by a circuit including a reverse contact closed by said second polarized relay when energized by current of the opposite polarity, means controlled by a normal contact of said first polarized relay and by a front contact of said first neutral relay and also by a back contact of said second neutral relay for clearing said first signal, and means controlled by a reverse contact of said second polarized relay and by a front contact of said second neutral relay and also by a back contact of said first neutral relay for clearing said second signal.

16. In combination, a stretch of railway track, a signal located at a given point having a lamp cooperating with a mechanism operable to a stop position and also to a second position for directing trafiic movements in a given direction on said stretch, a second signal located at a second point having a lamp cooperating with a mechanism operable to a stop position and also to a second position for directing traffic movements in the opposite direction on said stretch, a traiiic direction circuit, means for energizing said traflic direction circuit by current of either polarity, means controlled by said trafiic direction circuit when energized by current of a given polarity for operating the mechanism of said first signal to its second position and also for lighting the lamp of said first signal when a train approaches said signal, and means controlled by said trafiic direction circuit when energized by current of the opposite polarity for operating the mechanism of said second signal to its second position and also for lighting the lamp of said second signal when 10 a train approaches said second signal.

PAUL P. STOKER.

Images