US2169615A - Railway traffic controlling apparatus - Google Patents

Description

Aug. 15, 1939. M. A. PENROD RAILWAY TRAFFIC CONTROLLING APPARATUS 'Filed Dec. 9, 1937 E @Q m ATTORNEY 7' mmmm ms I

Patented Aug. 15, 1939 RAILWAY TRAFFIC CONTROLLING APPARATUS Melvin A. Penrod, Franklin Township, Westmoreland County, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application December 9, 1937, Serial No. 178,977

13 Claims.

My invention relates to railway trafiic controlling apparatus, and has for an object the provision of novel and improved apparatus for safeguarding the operation of a remotely controlled power operated track switch where under certain conditions, local operation is required and, under other conditions, operation of the switch in response to traffic is desired.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims. 7

The accompanying drawing is a diagrammatic view illustrating one form of apparatus embodying my invention.

Referring to the drawing, the reference character TI designates a stretch of single track electrified railway which, at a track switch I, branches into a double track, the twotracks of which are designated T2 and T3. This stretch of railway is formed into insulated track sections AI T, IT, 2T and AZT by the usual insulated rail joints, as will be readily understood by an inspection of the drawing, an impedance bond of the usual type being provided at the insulated rail joints for conducting the propulsion current from one track section to the next but substantially blocking the flow of the track circuit signaling current. These track sections are each provided with the usual track circuits, the track relays of which are designated by the reference character R plus a prefix correspondingto the track section.

Signal 2R governs eastbound-traffic over the switch I, the top mechanism ERA being used when the switch! is in its normal position, that is, in the position illustrated in the drawing,

for trafiic to move to track T2, and the lower mechanism ZRB being used when the switch I is moved to its reverse position, that is, to the posi- I tion opposite that illustrated, for trafiic to move to track T3. The signals ZLA and ELB govern west-bound trafiic for the tracks T2 and T3, respectively. These wayside signals may be of any standard type and are shown conventionally.

The track switch I is operated by a switch power operated mechanism of any standard type such as, for example, an electropneumatic switch movement shown conventionally as EP. The mechanism EP may, for example, be that disclosed in the United States Letters Patent No. 1,713,169, granted May 14, 1929, to J. P. Coleman for Railway traffic controlling apparatus. It is sufiicient for this application to point out that, when. the normal magnet valve NV and lock magnet valve LV of the mechanism EP are both energized, the track switch I is moved to its normal position; when the reverse magnet valve RV and lock magnet valve LV are energized, the switch I is moved to its reverse position; and the mechanism EP is locked except when the lock magnet valve LV is energized.

A controller HI comprising four movable contact members I0, II, I2 and I3 is connected with the track switch by any convenient means indicated by the dash line 29. The arrangement of controller HI is such that contact members It and II engage the respective contacts I4 and i5 only when the switch is locked in its normal position, and at all other times the contact members Ill and II engage the respective contacts It and H. In a similar fashion, the contact members I2 and I3 engage the respective contacts I8 and I9 only when the switch islocked in its reverse position, and at all other times they engage the respective contacts 29 and 2|.

A controller H2 comprising two movable contact members 22 and 23 is connected with the mechanism EP, as indicated by a dash line 25. When the mechanism EP is operated to its normal position, the contact members 22 and 23 engage the respective contacts 25 and 26, and, when the mechanism EP is operated to its reverse position the contact members 22 and 23 engage the respective contacts 21 and 28. The controllers HI and H2 are preferably of standard construction and, in accordance with usual practice, provide, while the track switch is in transit, shunt paths which need not be here described since they form no part of my present invention. The function of controllers HI and H2 will be taken up later on in the description.

The control of the mechanism EP is accomplished remotely by means of a lever IL of an interlocking machine and is accomplished locally by means of a manually operable controller 2A located in the vicinity of the track switch and preferably adjacent the wayside signal ER, and the control is at other times accomplished by traflic governed means which, as here shown, is a trolley contactor TC. Selection between these three different controls is accomplished through the medium of a master lever 3L of the interlocking machine and a push button PB made a part of the controller 2A. These three different control means effect the operation of the mechanism EP through the medium of a normal operating circuit and a reverse operating circuit together with alock circuit, which circuits will be described hereinafter. When the mechanism EP is controlled remotely, its two operating circuits and the lock circuit are governed by the lever IL and a switch indication relay WP, which relay in this instance is an alternating current three-position polarized relay. When the mechanism EP is to be controlled locally, or in response to trafiic conditions, the operating and lock circuits of mechanism EP are controlled by control relays NWR and RWR, as well as by e switch indication relay WP.

The lever IL comprises a handle 30 and a plurality of contact members 3I to 38, inclusive. The diagram appearing immediately below the handle 30 indicates the principal positions which may be occupied by the lever IL. These positions are: full normal position N, full reverse position R, normal indication position B, reverse indication position D, and two intermediate positions X and Y. The contact members 3| to 38 are operated by the handle 30 to engage stationary contacts to complete contacts at different positions of the lever. The positions at which the various contacts are closed are indicated by reference characters which correspond to the diagram. For example, the contact member 33 is designated by the reference character RD, which means that the contact is closed when the lever is moved to its reverse indication position, to its full reverse position, and to any position between these two. Again, the reference character NR for contact member 3| means that one contact is closed at the full normal position and another contact is closed at the full reverse position. A lever lock magnet LM is associated with the lever IL. The lock magnet LM comprises a segment 5I actuated by the handle 30 and a magnet 52 having a looking dog 53 controlled thereby. The locking dog 53 cooperates with the segment SI for governing the movement of the handle 30 in the well-known manner and need not be here described in detail.

The interlocking machine of which the switch lever IL forms a part is also provided with a signal lever 2L which comprises a handle 49 and a contact member 50. As indicated by a diagram below the handle 49, the principal positions of lever 2L are: center position C, right position RT and left position LT.

The interlocking machine is also provided with a master lever 3L, which lever comprises a handle 9 and contact members 39 to 48, inclusive. The master lever 3L is movable to a left-hand or normal position, or to a right-hand or reverse position. In the normal position of the master lever 3L, contacts are closed to permit the switch lever IL and signal lever 2L, with which it would be interlocked in the usual manner, to control the operating circuits of the power operated mechanism EP and the wayside signals, respectively. When the master lever 3L is moved to its reverse position, control of levers IL and 2L is taken away and contacts are closed to permit the operating circuits to be controlled by the local controller 2A, or by the traffic governed device TC. That is to say, when the switch I is to be operated from the tower, in which the interlocking machine is located, the master lever 3L is placed in the normal position, and by means of contacts on the lever the controller 2A and traflic governed device TC are bridged or cut out and the switch lever IL is made effective to control the operating circuits for the mechanism EP, and the signal lever 2L to control the signals. When the tower is closed, say, during the night, the master lever 3L is placed at its reverse position, which looks all other levers of the interlocking machine. Contacts operated by the lever 3L in the reverse position bridge around the switch lever IL and signal lever 2L, and control of the switch I and in turn of the wayside signals is placed with the controller 2A or the trafiic governed device TC.

A push button FBI is associated with the signal lever 2L for at times modifying its control over the wayside signals, as will appear later. In like manner, a push button PBE is associated with the controller 2A for at times modifying the control of the wayside signals,

The switch indication relay WP is used to check agreement as to position between the mechanism EP, the track switch I and the controlling device. The local winding 54 of relay WP is continuously energized by being connected to the terminals BX and CK of any convenient source of alternating current, not shown. The other winding 55 of relay WP is provided with a normal and a reverse indication circuit governed in part by the controllers HI and H2. The normal indication circuit can be traced from the BX terminal of the current source over contact 22-25 of controller H2, contact III|4 of controller HI, wire 56, normal contact of contact member '4'! of master lever 3L, the NB contact of contact member 36 of switch lever IL, wire 51, winding 55, wire 58, contact III5 of controller HI and to the OK terminal of the current source. Under this condition, the relative polarity of the current supplied to the windings 54 and 55 of relay WP causes the relay to be energized with its polar contact fingers 59, 65, GI and 81 moved to their normal or left-hand position, as viewed in the drawing. It is to be noted that the normal indication circuit is completed over the front con tact 62 of the control relay NWR when that relay is picked up in a manner to later appear, contact 62 forming a path in shunt with the contacts of levers IL and 3L. When the mechanism EP and the track switch I are moved to their reverse positions in response to operation of the lever IL, or by one of the other control means in a manner to be later described, a reverse indication circuit is formed. This reverse indication circuit extends from terminal BX over contact I3I9 of controller HI, wire 58, winding 55, wire 57, contact RB of contact member 35, normal contact of contact member 46, wire 63, contact I2-I8 of controller HI, contact 2328 of controller H2 and to terminal CX. This time, the relative polarity of the current supplied to the windings 54 and 55 causes the relay WP to operate its polar contact fingers to their reverse or right-hand position. It is also to be noted that this reverse indication circuit is controlled over front contact 64 of the control relay RWR when that relay is picked up in a manner to later appear, contact 64 forming a path in shunt with the contacts of levers IL and 3L.

Before going further in the description, it should be pointed out that in certain instances relay contact fingers are shown remote from the relay magnet which operates them. In each such instance, the contact finger is identified by the reference character of the associated relay plus a distinguishing numeral, and the contact finger is illustrated in the position corresponding to the position of the relay.

I shall now take up the description of the operating circuits and the operations by which the mechanism EP and in turn the track switch I are governed remotely by the lever IL, the master lever 3L being placed at its normal position to 75 would move the switch lever IL to its reverse indi-- cation position, movement of the handle 30 of lever IL away from its normal position being per-- mitted by the fact that the magnet 52 of the lever lock LM is energized over a circuit controlledby the KB contact of contact member 38 and the normal polar contact 59 of relay WP as Well as by a front contact 65 of the track relay ITR. At the reverse indication position of handle 30, the reverse operating circuit for the reverse magnet valve RV is completed as well as a circuit for the lock magnet valve LV. The reverse operating circuit includes the terminal BX, back contacts 66 and S'Iof relays RWR and NWR, respectively, normal contact of contact member 44 of master lever 3L, RD contact of contact member 33 of lever IL, wire 68, winding of magnet valve RV and to the OK terminal. The lock circuit for lock magnet LV is the same up to wire 68, thence over normal polar contact 60 of relay'WP, wire 69-, winding of magnet valve LV and to terminal CX. With the reverse magnet valve RV and the lock magnet valve LV both energized, the mechanism EP is operated as required to move the track switch to its reverse position. When the switch I is unlocked from its normal position, the previously traced normal indication circuit is opened at contacts Ill and II of the controller HI, and

pleted at the back contact 60 of relay WP. When the switch I is locked in its reverse position and :the two controllers HI and H2 are operated to their respective reverse positions, the previously traced reverse indication circuit is closed and relay WP is operated to its reverse position. -The magnet 52 of lock magnet LM is now energized by current supplied from terminal BX over front contact 55 of track relay ITR, reverse polar contact 59 of relay WP, contact YD of contact member 37, winding of magnet 52 and to terminal GK, and magnet 52' on being thusenergized lifts its looking dog 53 so that the usual stroke completing means of the interlocking machine is operative to move the switch lever IL to its full reverse position.

To restore the track switch I to its normal position, the operator would move the lever IL to its normal indication position, movement of the handle 30 away from the full reverse position being permitted due to the fact that magnet 52 is energized over the circuit including contact YD of contact member 31 and the reverse polar wvalve NV and to terminal CX. The lock circuit is the same up to. wire I0, thence over reverse polar contact 60 of relay WP, wire 69, winding of magnet valve LV and terminal CX. With both magnet valves NV and LV energized, the mechanism EP is operated as required to move the track switch I to its normal position. As soon as the switch is unlocked from its reverse position, the contact members I2 and I3 of controller Hi are operated to open the reverse indication circuit and relay WP isdeenergized. While the switch is in transit, the lock magnet LV is retained energized over the back contact 60 of relay WP, the same as before. When the track switch is locked at its normal position and controllers HI and H2 are operated to their corresponding normal positions, the normal indication circuit of relay WP is completed and relay WP is operated to its normal position where a circuit is closed for magnet 52, and which circuit includes front contact 65, normal polar contact 59, and KB contact of contact member 38. With magnet 52 thus energized, it lifts the locking dog 53 to allow the stroke completing means to move the lever EL to its full normal position. It follows that, with the master lever 3L placed at its normal position, the switch I is operated to its normal and reverse positions in response to movement of lever IL to its normal and reverse positions.

I shall next take up the circuits and operations by which the operating circuits of mechanism EP are controlled locally by the controller 2A, the master lever 3L being moved to its reverse position to take away the control from the switch leverIL, and place the control under local controller 2A or under the control of the trafiic governed device TC according to the selection made by the push button PB at the controller 2A.

The controller 2A comprises the common spring return push button PB and a control lever ZAL, both mounted in a suitable housing. The push button PB is used to select between lever ZAL and the device TC as to which one is to control the mechanism EP, and the lever 2AL is manually operable to either a right-hand position, that is, the position illustrated in the drawing, or to a left-hand position, that is, the position opposite that illustrated. The lever ZALis preferably of the type which remains at the position to which it was last moved. When the push button PB is in its normal position, closing the contact 95, the trafiice governed device TC is selected, and, when the push button PB is depressed, closing contact 12, the lever ZAL is selected.

The operating circuits of the mechanism EP are governed by the lever 2AL and the device TC through the medium of the normal control relay NWR and the reverse control relay RWR, which relays are themselves controlled by means of two other control relays LW and RW, together with a polar relay -WR. Relay WR is preferably a direct current polar relay of the type in which the polar armature, when the relay is deenergized, remains in the position to which it was last moved. To reverse the track switch I, the operator at the controller 2A would depress the push button PB to select the lever ZAL and would then move the lever EAL to its left-hand position. Under these circumstances, the control relay RW is picked up and the polar relay WR is energized by current of reverse polarity. The circuit for controlling relay RW includes terminal BX, reverse contact of contact member 48 of master lever 3L, wire ll contact I2 of push button PB depressed, contact 73 of lever 2AL, back contact I4 of relay LW, winding of relay RW and terminal CX. When the lever SL is moved to its reverse position to close contact 48, current is supplied to the primary winding of a transformer TL, the secondary winding 16 of which is connected across the input terminals of a full-wave rectifier ll. With relay RW picked up, current flows from the positive output terminal of rectifier Tl over front contact 13 of relay RW, winding of relay WR, front contact 19 of relay RW, front contact Bi) of track relay ITR andto the negative output 75 terminal of rectifier TI, and relay WR is energized by rectified current of reverse polarity, which causes relay WR to operate its polar armature 8| to the reverse position, that is, to the position opposite that illustrated in the drawing. When the reverse polar contact 8| of relay WR is closed, a circuit is formed from terminal BX over contact member 48 of lever 3L in its reverse position, wires 1| and 82, reverse polar contact 8|, back contact 83 of relay NWR, winding of relay RWR and terminal OK, and relay RWR is picked up and remains energized until such time as the polar contact 8| of relay WR. is shifted or the master lever 3L is placed back at its normal position.

When control relay RWR is picked up, closing front contact 84, the reverse operating circuit for mechanism EP is completed and the lock circuit for magnet valve LV is closed. The reverse operating circuit involves. terminal BX, reverse contact of contact member 45 of lever 3L, wire 85, front contact 84 of relay RWR, wire 68, winding of reverse magnet valve RV and terminal CX. The lock circuit is the same up to wire. 68, thence over normal polar contact 68 of relay WP, wire 68, winding of magnet valve LV and terminal CX. With magnet valves RV and LV both energized, the mechanism EP is operated to move the track switch to its reverse position. It is to be noted that while the switch is in transit the indication relay WP is deenergized the same as when lever |L was the control means, but the lock magnet LV is retained energized over the back contact 88 of relay WP. Also, when the switch is locked in its normal position and the controllers HI and H2 are operated to the cor responding position, the reverse indication circuit is completed at front contact 64 of relay RWR. and relay WP is operated to its reverse position.

To indicate to the operator at the controller 2A that the switch has been moved to its reverse position, an indication lamp IR is provided, which lamp is preferably mounted adjacent the controller 2A. The circuit means for illuminating the lamp |R includes a circuit extending from terminal BX over contact member 45 in its reverse position, wire 85, wire 36, reverse polar contact 8! of relay WP, primary winding 98 of a transformer 83 and to the terminal CX, the secondary winding 99 of transformer 88 being connected across the lamp IR.

In the event the operator at the controller 2A now desires to move the switch to its normal position, he would depress the push button PB to select the lever ZAL and then, while the push button is depressed, move the lever 2AL to its right-hand position, closing contact 88. Under these circumstances, the relay LW is energized and the relay WR. is energized with current of normal polarity. The circuit for relay LW involves the terminal BX, contact member 48 in its reverse position, wire 1|, contacts 12 and 89, back contact of relay RW, winding of relay LW and terminal CX. With relay LW picked up, current flows from the positive terminal of the rectifier 11 over front contact 9| of relay LW, winding of relay WR, front contact 82 of relay LW, front contact 80 and to the negative terminal of the rectifier i1, and relay WR is energized with current of normal polarity to shift its polar armature 8| to the normal position. This time, a circuit is formed for the control relay NWR, which circuit involves terminal BX, contact member 48 in its reverse position, wires H and 82, normal polar contact 8|, back contact 93 of relay RWR, winding of relay NWR. and terminal CX. Relay NWR, thus energized, is retained so until such time as the polar relay WR is operated or the master lever 3L is restored to its normal position. Selection of the control relay NWR completes a normal operating circuit for the mechanism EP, as well as a lock circuit. The normal operating circuit involves terminal BX, contact member 45 in its reverse position, wire 85, front contact 94 of relay NWR, wire 10, winding of normal magnet valve NV and terminal CX. The lock circuit branches from wire 16 over reverse polar contact 60 of relay WP, wire 69, winding of lock magnet valve LV and terminal CX. With the normal magnet NV and lock magnet LV both energized, the mechanism EP is operated to restore the switch to its normal position. Again, it is to be noted that when the switch is unlocked the indication relay WP is deenergized, the lock circuit for magnet valve LV being completed at the back contact 68 of relay WP; also, when the switch is moved to its normal position and locked in that position so that the controllers HI and H2 are both moved to their normal positions, the indication relay WP is operated to its normal position, the normal indication circuit being closed at front contact, 62 of relay NWR. To indicate the normal position of the switch to the operator at controller 2A, a normal indication lamp IN is provided and mounted adjacent the controller 2A. When the indication relay WP is operated to its normal position, the lamp |N is illuminated through the medium of the transformer 88 and the reverse polar contact 8'3, as will be readily understood by an inspection of the drawing. It follows that, when the master lever 3L is reversed and the push button PE is depressed, the lever ZAL is effective to control the operating circuit of the mechanism EP through the medium of the control relays NWR. and RWR, the position of the track switch being indicated to the operator at the controller 2A by means of the lamps IR and IN.

I shall next describe the circuits and operations by which the operating circuits for the mechanism EP are governed by the traffic governed device TC in response to traflic approaching the track switch the master control lever 3L being set at its reverse position and the push button PB being in its normal biased position. The traific governed device TC governs the control relays NWR and RWR for selecting the operating circuits, the relays RWR and NWR being in turn controlled by relays LW and WR, which latter relays are then governed by two relays P and KL associated with the trafiic governed device or trolley contactor TC. The device TC is located at a selected point to the left of the signal 2B, and in this instance its construction is that of standard practice for a trolley contactor, so that it is deemed sufficient for this application to point out that when a 1000- motive passes under the contactor TC with power on the motors both relays P and KL are energized; when a locomotive coasts past the contactor TC, relay P is energized and KL remains dee-nergized; and when a locomotive passes under the contactor moving to the left as viewed in the drawing the interlocking feature between the relays P and KL prevents relay P from picking up. It is to be understood, of course, that my invention is not limited to a trolley contactor as the traffic governed device, but that the trolley contactor will serve to illustrate the many well-known forms of trafiic governed devices.

For example, the trafiic governed device may be a light sensitive unit located along the track and effectively influenced by light beams projected from a passing locomotive. Again, such device may be a wayside magnet effected inductively by train carried elements.

Assuming the track switch I is in its normal position and that an eastbound train approaches which desires to move to the track T3 so that it is necessary that the switch I be set at its reverse position, the engineman would coast under the trolley contactor to cause the relay P to be picked up and the relay KL to remain deener gized. With relay P picked up and relay KL down, a circuit is closed for relay RW which extends from terminal BX over contact member 48 in its reverse position, wire I I, normally closed contact 95 of push button PB, front contact 96 of relay P, back contact 9? of relay KL, back contact 74 of relay LW, winding of relay RW and terminal CX. With relay RW picked up, closing front contacts I8 and I9, current of reverse polarity is supplied to polar relay WR, and that relay is operated to shift its polar armature 8| to the right-hand position. When polar relay WR is operated to its right-hand or reverse position, the control relay RWR isselected in the manner previously described, and that relay on picking up, closing front contact 84, completes the reverse operating circuit for magnet valve RV and the lock circuit for lock magnet valve LV, which circuits are the same as described in connection with the control of lever EAL. The mechanism EP is now operated to move the track switch I to its reverse position where the indication relay WP is operated to its reverse position, completing a circuit at its reverse polar contact 8'! for the indication lamp IR. The lamp IR would preferably be mounted adjacent the controller 2A so as to be visible not only to the operator at the controller 2A but also visible to an approaching train.

In the event the track switch I is at its re:- verse position and an eastbound train approaches which desires to move to the track T2, the engineman would pass under the trolley contactor TC with power on the motors to cause both relays P and KL to be picked up. Under these circumstances, the relay LW is picked up and the relay WR is energized with current of normal polarity. The circuit for relay LW includes terminal BX, contact 48 in its reverse position, wire 'II contact 95 of push button PB, front contact 96 of relay P, front contact I of relay KL, back contact all, winding of relay LW and terminal CX. Relay LW on piclnng up, closing front contacts 9| and 92, causes relay WR to be energized by current of normal polarity; relay WR on closing its normal polar contact 8| com- :pletes the circuit for control relay NWR; and relay NWR on picking up, closing its front contact B l, completes the normal operating circuit for magnetvalve NV and the lock circuit for lock magnet valve LV, the operating circuit and the lock circuit being the same as described in connection with the control by lever 2AL. When the switch is moved and locked in its normal position, the indication relay WP is operated to its normal position and the indication lamp IN is illuminated to indicate to the approaching train the normal position of the switch.

In the event an eastbound train approaches the switch to pass over the switch in its normal position when the switch is already in its normal position, the .engineman would pass under the trolley contactor TCwith current on the motors so as to cause both relays P and KL to be picked up. Control relay LW is now energized and relay WR is supplied with current of normal polarity which holds it in its present position, with the result that the control relay NWR remains picked up and the mechanism EP is not operated. Again, in the event the switch I is in its reverse position and an eastbound train desiring to move to track T3 approaches, the engineman would coast under the contactor TC so that relay P is picked up and relay KL remains down. This time, the relay RW is picked up to supply current of reverse polarity to the relay WR, and that relay is held in its reverse position so that the control relay RWR remains picked up and there is no movement of the mechanism EP.

I shall now describe the circuit network by which. the wayside signal 2R is controlled by the signal lever 2L when the master lever BL is positioned normally to select lever IL for controlling the switch I, and also the circuit network for governing the signal when the lever 3L is reversed to select controller 2A or device TC for controlling the switch I.

The mechanisms ERA and 2RB of signal 2R are governed by the signal control relays ZRAH and 2RBI-I, respectively. The operating circuits controlled by these relays for governing the position of the respective signal mechanisms are not shown for the sake of simplicity since they would be in accordance with standard practice andform no part of my invention. It is tobe pointed out, however, that relay ZRAI-I, when deenergized, causes signal mechanism ZRA to display a stop signal, and, when picked up, it causes the mechanism to display a proceed signal. In like manner, relay ZRBI-I, when deenergized, causes mechanism ZRB to display a stop signal, and, when energized, causes the mechanism to display a proceed signal. According to standard practice, the mechanism ZRA governs traffic moving to track T2, and mechanism 2RB governs traffic moving to track T3.

When the master lever 3L is normal, movement of lever 2L to its right position RT selects relay ZRAH or ZRBH according to the position of the switch lever IL and the position of the switch I as reflected through the medium of the indication relayWP. With the lever IL and the switch I both normal and signal lever 2L operated to its RT position, a control circuit for relay ZRAH is formed which involves the following elements: terminal BX, contact member 43 in its normal position, the N contact of contact member 32, normal polar contact 6| of relay WP, contact member 59 of lever 2L at its RT position, contact II]! of push button PBi, front contact I02 of track relay ITR, the N contact of contact member 3|, contact member M in its normal position, wire I03, front contact Hi4 of track relay ZTR, back contact I05 of relay ZRBH, winding of relay ZRAH and terminal CX. In the event switch lever IL and the switch I are in their reverse positions and signal lever 2L is operated to its RT position, the relay 2RBH is selected over a circuit which involves the following I08 of relay ZRAH, winding of relay ZRBH and terminal CX.

The push button PBI modifies the control of lever 2L and provides the usual call-on circuit for relay ZRBH, which circuit is effective to pick up that relay at such time as there is a failure of a track circuit or some other unusual trafiic condition. This circuit includes terminal BX, contact member 43, either the N or R contact of contact member 32, and the corresponding normal or reverse polar contact 6|, contact member 50, normal position of contact member 40, contact I09 of push button PBI depressed, wire I ll, back contact I08 and winding of relay ZRBH to the OX terminal.

Taking up next the circuits for controlling the relays ZRAH and ZRBH by the control relays NWR and RWR when the master lever 3L is operated to its reverse position to select control of switch I by controller 2A or device TO, the circuit for relay ZRAI-I involves terminal BX, contact member 43 in its reverse position, front contact IIO of relay NWR, normal polar contact 6|, contact member 39 in its reverse position, contacts I0! and I02, front contact III of relay NWR, wire I03, front contact I04, back contact I05, winding of relay ZRAH and terminal CX. In the event the reverse control relay RWR is selected, then a circuit is provided for relay ZRBH which involves terminal BX, contact member 43 in its reverse position, front contact II2 of relay RWR, reverse polar contact SI of relay WP, reverse position of contact member 39, contacts I0! and I02, front contact II3 of relay RWA, wire I06, front contact I01, back contact I08, winding of relay ZRBH and terminal CX. To provide the relay 2RBH with a call-on circuit, when the master lever 3L has been reversed to select control of switch I by the controller 2A or device TC, the push button PBZ is provided and would preferably be located at the controller 2A. This call-on circuit for relay ZRBH involves the same elements described above for the circuit of relay ZRBH up to the contact member 39 in its reverse position, thence the circuit extends over wire IM, back contact II 5 of track relay AITR, contact II6 of push button PB2 depressed, back contact I08, winding of ZRBH and to the terminal OK. It is to be noted that a front contact II8 of relay ZRBH completes a shunt around the push button PBZ so that the relay 2RBH would be retained energized subsequent to the release of the push button.

The control circuits for the wayside signals 2LA and ZLB would be in accordance with standard practice and are not shown in order to not unduly complicate the drawing, since they are not required to illustrate my invention.

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

Having thus described my invention, what I claim is:

1. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, 2. normal and a reverse operating circuit for said mechanism, a first manually operated device located remote from the switch, a second manually operated device located along the track adjacent the switch, a third device including trackway apparatus located at a point in ad- Vance of the switch effectively influenced by train carried elements, said three devices each operative to control said operating circuits for moving the switch, a master selector operative to select said first device to control the switch or to take away the control of the first device and place the control under either the second or third device, and another selector located adjacent the switch operative to select between the second and third devices.

2. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, a normal and a reverse operating circuit for said mechanism, a switch lever located at a remote tower, a manually operable controller located adjacent said track switch, trackway means disposed along the track to one side of said switch operable by an operator on a train, a master control lever located at the tower having a normal and a reverse position, a push button associated with said controller, contacts closed at the normal position of the master lever to associate the switch lever with said operating circuits for remotely controlling the switch, contacts closed at the reverse position of the master lever and said push button depressed to associate said controller with the operating circuits for 10- cally controlling the switch, and contacts closed at the reverse position of the master lever and the push button released to associate said track way means with said operating circuits for controlling the switch from an approaching train.

3. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, 2, normal and a reverse operating circuit for said mechanism, a switch lever located at a remote tower, a manually operable controller located adjacent said track switch, trackway means disposed along the track to one side of said switch operable by an operator on a train, a master selector having a first and a second position associated with said switch lever, another selector having a first and a second position associated with said controller, contacts closed only at the first position of the master selector to as sociate the switch lever with said operating circuits for control of the switch by an operator at the tower, contacts closed only at the second position of the master selector and the second position of said other selector to associate the controller with said operating circuits for control of the switch by an operator at the switch, and contacts closed only at the second position of the master selector and the first position of said other selector to associate said trackway means with said operating circuits for control of the switch by an operator on a train.

4. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, a normal and a reverse operating circuit for said mechanism, a switch lever located at a remote tower, a manually operable controller located adjacent said track switch, trackway means disposed along the track to one side of said switch operable by an operator on a train, a master selector having a first and a second position associated with said switch lever, another selector having a first and a second position associated with said controller, contacts closed only at the first position of the master selector to associate the switch lever with said operating circuits for control of the switch by an operator at the tower, contacts closed only at the second position of the master selector and the second position of said other selector to associate the controller with said operating circuits for control of the switch by an operator at the switch, contacts closed only at the second position of the master selector and the first position of said other selector to associate said trackway means with said operating circuits for control of the switch by an operator on a train, indication means associated with said switch lever to indicate agreement as to position between the mechanism and the switch to the'operator at the tower, and other indication means associated with said controller by the second position of the master selector to indicate agreement as to position between the mechanism and the switch to the operator at the switch and to the operator on the train.

5. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, a normal and a reverse operating circuit for said mechanism, a remote manually operable lever having normal and reverse contacts for respectively closing said normal and reverse operating circuits, a normal and a reverse control relay having front contacts for respectively closing said normal and reverse operating circuits, a local manually operable lever having normal and reverse contacts for governing respectively said normal and reverse control relays, a master manually operable lever having a normal position and a'reverse position, means controlled by the normal position of said master lever to ren der said remote lever effective to govern said operating circuits and said local lever inefiective to govern said relays, and other means controlled by the reverse position of said master lever to render said remote lever ineffective to govern said circuits and saidlocal lever effective to govern said relays.

6. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, a normal and a reverse operating circuit for said mechanism, a remote manually operable lever having normal and reverse contacts for respectively closing said normal and reverse operating circuits, a normal and a reverse control relay having front contacts forrespectively closing said normal and reverse operating circuits, a local manually operable lever having normal and reverse contacts for governing respectively said normal and reverse control relays, trackway apparatus disposed at a point to one side of the switch operable to either a first or a second position when a train passes said point, means controlled by the first and second positions of said apparatus for governing respectively said normal and reverse relays, a first selector having a first and a second position for selecting either said local lever or said traokway apparatus for governing said relays, a master selector having a normal and a reverse position, means controlled by the normal position of the master selector to render said remote lever efiective to govern said operating circuits and said first selector ineffective to select either the local lever or the trackway apparatus, and means controlled by the reverse position of the master selector to render said remote lever ineffective to govern the operating circuits and the first selector efieotive to select either the local lever or the trackway apparatus to govern said relays.

7. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, a normal and a reverse operating circuit for said mechanism, a switch lever at the switch having a normal and a reverse position for selectively controlling said operating circuits, trackway means disposed to one side of the switch operable to a first or a second position by an operator on a passing train, circuit means governed by the first and second positions of the trackway means for selectively controlling said operating circuits, a selector having a first and a second position, contacts closed at the first position of said selector to associate the switch lever with said operating circuits, and contacts closed at the second position of said selector to associate the trackway means with said operating circuits.

8. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, trackway means disposed along the track to one side of the switch selectively responsive to a train passing said means under power and a train coasting past the means, a polar relay, means governed by the trackway means to supply an impulse of current of normal polarity to the polar relay when a train passes under power and to supply an impulse of current of reverse polarity to the relay when a, train coasts by, and means controlled by said polar relay for governing said mechanism.

9. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, trackway means disposed along the track to one side of the switch selectively responsive to a train passing said means under power and a train coasting past the means, a manually operable lever located along the track having a first and a second position, a polar relay, means governed by the trackway means to supply to the relay an impulse of current of normal polarity or of reverse polarity according to a train passing under power or coasting by, other means governed by said lever to supply to the relay current of normal polarity or of reverse polarity according to the lever placed at its first or second position, means controlled by said polar relay for selectively governing said mechanism, and a manually operable selector for selecting either the trackway means or the lever for control of the relay.

10. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, trackway means disposed along the track to one side of the switch selectively responsive to a train passing said means under power and a train coasting past the means, a manually operable lever located along the track having a first and a second position, a polar relay, means governed by the trackway means to supply to the relay an impulse of current of normal polarity or of reverse polarity according to a train passing under power or coasting by, other means governed by said lever to supply to the relay current of normal polarity or of reverse polarity according to the lever placed at its first or second position, means controlled by said polar relay for selectively governing said mechanism, a manually operable selector for selecting either the trackway means or the lever for control of the relay, and indication means governed by said switch and said mechanism to indicate at said lever and to an approaching train agreement as to position between the switch and the mechanism.

In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions, trackway means disposed along the track to one side of the switch selectively responsive to a train passing said means under power and a train coasting past the means, a manually operable lever located along the track having a first and a second position, a polar relay, means governed by the trackway means to supply to the relay an impulse of current of normal polarity or of reverse polarity according to a train passing under power or coasting by, other means governed by said lever to supply to the relay current of normal polarity or of reverse polarity according to the lever placed at its first or second position, means controlled by said polar relay for selectively governing said mechanism, a manually operable selector for selecting either the trackway means or the lever for control of the relay, indication means governed by said switch and said mechanism to indicate at said lever and to an approaching train agreement as to position between the switch and the mechanism, another manually operable lever located at a remote tower operative to govern said mechanism, and another manually operable selector at the tower operative to render the first mentioned selector ineffective and to select the tower lever for governing the mechanism.

12. In combination with a railway track switch provided with a power operated mechanism for moving the switch to its normal and reverse positions and a wayside signal for governing traffic over the switch, a normal and a reverse control relay, trackway apparatus disposed in advance of the signal operable to a first or a second position by an operator on a passing train, a manual- 1y operable lever located adjacent the switch having a first and a second position, circuit means governed either by the first position of the trackway apparatus or the first position of the lever to operate said normal relay, other circuit means governed either by the second position of the trackway apparatus or the second position of the lever to operate said reverse relay, operating circuits selectively controlled by said relays for operating said mechanism, other operating circuits selectively controlled by the relays and said switch for operating the signal, and a selector for selecting either the trackway apparatus or the lever for operating said relays.

13. In combination with a railway track switch provided witha power operated mechanism for moving the switch to its normal and reverse positions and a wayside signal for governing trafiic over the switch, trackway apparatus disposed in advance of the signal operable to a first or a second position by an operator on a passing train, a manually operable controller located adjacent the switch having a first and a second position, a switch lever having a first and a second position located at a tower remote from the switch, a normal and a reverse operating circuit for said mechanism, means governed by the first position of the trackway apparatus or the first position of the controller or the first position of the lever to close said normal operating circuit, means governed by the second position of the trackway apparatus or the second position of the controller or the second position of the lever to close said reverse operating circuit, a signal lever located at the tower, control circuit means governed by said signal lever or said trackway apparatus or said controller for governing the signal, a master lever at the tower operative to a first position to place the control of the switch and signal under said switch and signal levers and operative to a second position to place the control of the switch and signal under either said trackway apparatus or said controller, and means located at the controller to select between said trackway apparatus and said controller.

NIELVIN A. PENROD.

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