US2227610A - Railway traffic controlling apparatus - Google Patents

Description

Jan. 7,-1941. J. .1. VANHORN RAILWAY TRAFFIC CONTROLLING APPARATUS 2 Sheetsrsneet l Filed Oct, 28, 1939 lll Il., Il.

t@ Pr* INVENTOR JamefJ nlzolfz AES ATTORNEY Patented Jan. 7, 1941 UNITED STATES PATENT OFFICE RAILWVAY TRAFFIC CONTROLLING APPARATUS Application October 28, 1939, Serial No. 301,818

13 Claims.

lilly invention relates to railway trahie controlling apparatus, and particularly to the type known `as traii'ic locking apparatus, which requires joint action by persons at two different control stations for manually controlling traiiic movements in both directions over a stretch of railway track.

More specifically, my invention relates to traiiic locking apparatus in which a manually operable traffic control device, such for example as a lever, free at all times to be moved between normal and reverse control positions, is provided at one of the two control stations, and in which there is provided, at the other of the two control stations, a second manually operable trailic control device, such for example as a. lever, having a normal and a reverse control position and also a normal and a reverse lock position between the normal and reverse control positions, and

equipped with an electric lock which when deenergized prevents movement of the second lever from either of its control positions beyond the corresponding lock position, but which when energized releases the second lever for such movement.

One feature of my invention is the provision ci novel and improved means for requiring proper joint action by persons at the two control stations, when operating these two trac control devices for controlling trailic movements in each direction over the stretch of railway track. Another ieature of my invention is the provision of novel and improved means for signaling from each of the 'two operators to the other.

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

The accompanying drawings, Figs. la and 1b, when placed end to end, with Fig. la on the left,

10 constitute a diagrammatic view showing one form of apparatus embodying my invention.

Referring to the drawings, the reference characters 8 and 8a designate the track rails or a stretch of single track railway over which trai-Tic movements may be made in either direction. Adjacent the left-hand end of this stretch of single track as shown in Fig. la of the drawings, which I shall assume is the west end, is a switch 2W leading to an auxiliary track X. Adjacent the opposite or east end oi the stretch of track,

is a second switch 5W leading to a second auxiliary track Z.

Rails 8 and 8a, are divided by insulated joints lll to iorm a switch section 2T in which switch 2W '55 is located, and to form a second switch section 5T in which switch 5W is located. Between Sections 2T and 5T, rails 8 and 8a. are further divided into other sections. As shown in Fig. la, rails 8 and 8a are divided into only two sections 3T and 6T between sections 2T and 5T, but may be divided into more than two sections if desired. Each track section is provided with a track circuit including a suitable source of current, such as a track battery I2 connected across the rails adjacent one end of the section, and a track rel0 lay, designated by the reference character P.. preceded by the reference character for the associated section, connected across the rails adjacent the opposite end of the section.

Eastbound traiiic movements over the stretch 15 of railway track are governed by signals SRA and 3RB when switch 2W is in its normal position as shown in Fig. la, and are governed by signal 3RC when` switch 2W is reversed. Westbound traflic movements over the stretch of rail- 20 way track are governed by signal liLC when switch 5W is in its normal position, and by signals BLA and GLB when switch 5W is reversed. Other signals may also be located between sections 2T and 5T for governing trac movements 25 in both directions. The signals may be of any suitable type, such for example as position light signals.

Signals 3 are controlled by a manually operable lever or other control device 3V located at a 30 given control station such for example as an interlocking tower adjacent switch 2W, and having a normal position n, a reverse position f to the left for controlling signal 3L, and a reverse posii tion, 1' to the right for controlling signals 3R. 35

A manually operable trailic control lever IV, located in the same control station, is mechanically interlocked with lever 3V as indicated by the dash line I4, so that lever IV must be in its normal position N before lever 3V can be moved tof 40 its reverse position 1, and lever IV must remain in its N position while lever 3V remains in its r position. Lever IV has also a reverse position R, and normal and reverse lock positions B and D, respectively. 45

Lever IV is provided with a lock comprising a locking segment I5, which is mechanically operated by lever IV, and a lock magnet EM which controls a locking dog I6. Whenmagnet IM is deenergized, locking dog I6 engages a projection 50 20 on segment I5 if lever IV is moved to its lock position B or D, thus preventing movement of lever IV from either of its extreme` positions to the other until magnet IM again becomes energized.

I6 bers, each such number having a distinguishing Lever IV operates a plurality of contacts each of which is represented by a circle in which is placed one or two reference characters corresponding to the positions of lever IV at which the corresponding contact is closed. Contact 18, for example, is closed only when lever IV is in its R position, and contact 58 is closed while lever IV is in the N or the D position or in any other position between these two positions.

Lever 3V operates a contact 9| which is represented similarly to the contacts, just described, which are operated by lever IV.

An auxiliary manually operable circuit controller, here shown as a push button IPB which may be spring biased to the normal position in which it is shown` in the drawings, is associated with traic lever IV.

Located at the second control station, is a second manually operable traic control device shown as a lever iV having a normal position n and a reverse position 1' between which lever 4V is movable at all times. Associated with lever V is a second auxiliary manually operable circuit controller 413B shown as a push button spring biased to the normal position. Lever 4V and push button IPB may be used to control portions of the apparatus shown in the drawings through a direct wire system in which the contacts of this lever and push button would be connected directly with the portions of the apparatus controlled, or they may be used to control the portions of the apparatus through a code system in which a single two-wire line circuit is employed.

As shown in the drawings, lever 4V and push button circuitl controller lPB are arranged with other control and indication equipmentJ in the second control station, which may for example be a dispatchers ofce, for controlling and being controlled by, respectively, other apparatus adjacent switch 5W, through code control equipment. I shall assume that this code control equipment is of the time code type shown and described in the United States application for Letters Patent Serial No. 600,786, led March 23, 1932, by L. V. Lewis for Remote control systems.

Ofhce code equipment, in response to manual control equipment including lever 4V and push button IIPB, and also a lever 6V, transmits control code signals, over line conductors YL and ZL, -to eld code equpiment including a delivery relay L, which in turn causes positive energy to appear at its terminals, including terminals 9, Il, I3, I9 and 2|, according to the control code signal transmitted.

Lever 4V thus controls normal and reverse traffic stick relays designated by the reference characters 4NFS and ltRFS, respectively, and push button circuit controller @PB controls an indication stick relay QPBM, through contacts of delivery relay L. Also, lever 6V controls relays GRHSM and GLI-ISM for controlling signals 6R and 6L, respectively.

The eld code equipment, in response to indication energy supplied over contacts of relays adjacent switch 5W to terminals 3, 5, G, l, I7 and I3, transmits indication code signals, over line conductors YL and ZL, to the cnice code equipment, which in turn causes positive energy to be supplied to control the energization of indication lamps e according to the indication code signal transmitted.

The contacts operated by the various relays and other control devices are identified by numprex from which it is separated by a dash when the associated contact is shown apart from the relay or other device by which it is operated. The prex for each of these contact numbers comprises the reference character for the relay or other device by which the associated contact is operated. For example, contact dRFS-ll, shown in the circuit for relay (ITMA adjacent the symbol for this relay, is identified by the number I9 which is separated by a dash from the prefix 4RFS which is the reference character for relay RFS by Which this contact is operated.

A lock relay li'IM is controlled by front contacts of all of the track relays for the stretch of track shown in the drawings.

An indication or lock relay ITMA in the rst control station controls lock magnet IM and a first indication device here shown as a lamp eI. Energization of relay ITMA is effected by the energization of relay IPBM while relay NFS is energized and while auxiliary circuit controller IPB is in its normal position.

When magnet IM is energized, lever IV can be operated from either of its extreme positions to the other for operating pole changing contacts 2l, 28, 65 and 56 which control polarized traffic control relays DSA, DSB and DSD. Relay DSD controls normal and reverse traiTic control relays DSDWM and DSDEM, respectively.

Energization of an auxiliary traffic control relay iTMA is effected by operation of the push button circuit controller IPB while lever IV is in its reverse position and while relay RFS is energized. A stick traffic control relay IITMAS becomes energized when relay ATMA becomes energized while relay DSDEM is energized.

An approach locking stick relay BLKM associated with signals 6L, in addition to being controlled by contact LHSM-ZE as shown in Fig. la, may be controlled in any suitable manner, similarly, for example, to relay L in Letters Patent of the United States No. 1,956,851 granted May l, 1934, to C. A. Brooks and J. M. Pelikan for Railway tralc controlling apparatus.

A switch locking repeater relay EKM is controlled in part by approach locking relay SLKM, and by a second approach locking relay GRKM associated with signal 6R.

A second and a third indication device, for showing traffic direction control, designated by the reference characters e2 and e3, respectively, are controlled through the code equipment by relays 'NFS and liRFS, respectively, and by relays DSD and ATMAS. A fourth indication device or block indicator e4 is controlled by relay 4TM. A normal and a reverse trailic indication device en and er, respectively, are controlled by relays ITM and DSD.

Having described, in general, the arrangement and control of the apparatus shown by the accompanying drawings, I shall now describe, in detail, its operation.

As shown by the drawings, all parts are in the normal condition, that is, switches 2W and 5W are in their normal positions; all signals shown are indicating stop; levers IV, 3V, 4V and 6V, and the auxiliary circuit controllers IPB and IPB are in their normal or rst positions; contacts 2l, 28, 58 and 59 of lever IV are closed, and contacts 65, 65, 'I8 and 8| of lever IV are open; the relays TM, BLKM, SRKM, DSA, DSB, DSD, DSDWM, EKM and flNFS are energized; relays ITMA, llTMA, DSDEM, 4TMAS, GLHSM, GRHSM, IIRFS, L and 4PBM, and lock magnet IM are deenergized; locking dog I6 is in engament with locking segment I5; indication lights eI, c3, ed and er are extinguished; and indication lights e2 and en are energized.

The circuit by which lock relay 4TM is energized passes from terminal B of a suitable source of current, not shown in the drawings, through contacts 22, 23, 24 and 25 of relays ZTR, 3TR, STR and 5TR, respectively, and the winding of relay 4TM to terminal C of the same source of current.

Relay ELKM is energized by a circuit, only a portion of which is shown, including contact 6LHSM-26- Relays DSA, DSB, and DSD are energized, in multiple, by current of normal polarity in a circuit passing from terminal B, through contact 21 of lever IV, the windings of these relays, and contact 28 of lever IV to terminal C. With relay DSD thus energized, relay DSDWM is energized by a circuit passing from terminal B, through contact 29 ci relay DSD, contact 3l! of relay DSD in the left-hand or normal position, and the winding of relay DSDWM to terminal C.

Relay EKM is energized by a circuit, only a portion of which is shown, passing through contact 3I or" relay GRKM, contact 6LKM--32, and the Winding of relay 5KM to terminal C.

Relay NFS is energized by a stick circuit passing from terminal B, through contact 39 of delivery relay L, terminal HI of the field code equipment, contact MBBS-36, contact 'it of relay llNFS, and the winding of relay liNFS to terminal C. A second stick circuit is also closed for this relay, passing from terminal B, through contact DSDWM--3l, contact 38 of relay ANFS, and the winding of relay ANFS to terminal C.

The second or eastbound traiiic direction indication device e2, is energized by a circuit controlled by current supplied from terminal B, through the back point of Contact 4TMAS-39, contact DSD- 49 closed in the normal position, and the front point of contact llNFS-iI to ter minal 5 of the eld code equipment. Normal traffic indication device en is also energized by a circuit controlled by current supplied from terminal B, through the front point of contact 4TM43, front point of contact DSD- 154, and contact DSD-45 closed in the normal position to terminal of the field code equipment.

With the trafiic locking apparatus, including traffic control levers IV and 4V, in the normal condition shown in the drawings, none of the signals 6L can be cleared for a westbound trafo movement by an operation of lever 6V at the second control station, but one of the signals 3R can be cleared for an eastbound traino movement by operation of lever 3V in the rst control station to the r position, without any manual action at the second control station.

I shall assume that the leverman at the second control station desires the direction of traffic movement to be reversed so that a train can move in the Westbound direction over a stretch of track shown. I-Ie will, therefore, depress push button APB, thus closing contact APB-4G and causing relay QPBM to be energized by a pickup circuit passing through the front point of contact 5I of delivery relay L in the field code equipment, terminal 9 of the field code equipment, contact 4TM52, contact dNFS-EEL and the winding of relay liPBM to terminal C. Relay APBM, after thus becoming energized, is retained in the energized position by its stick circuit passing from terminal B, through contact DSD-4`L contact DSD- 48 closed in the normal position, contact APBM-EI), terminal I9 of the field code equipment, back point of contact 5I of delivery relay L, terminal 9 of the eld code equipment, contact 4TM-52, contact 4NFS--53, and the winding of relay IIPBM to terminal C.

Relay PBM, upon becoming energized, completes a circuit for energizing indication relay ITMA in the iirst control station, this circuit passing from terminal B, through contact 54 of approach locking relay BLKM, contact 55 of relay ltTMA, front point of contact 4PBM56, contact ATM-51, front point of the contact of push button circuit controller IPB, contact 58 of lever IV, winding of relay ITMS, contact 59 of lever lV, contact 4NFS-6ll, contact 6I of relay lTMJ-i, and contact 62 of relay GLKM to terminal C. Relay ITMA, upon becoming energized, completes a circuit for energizing the first indication device ei, this circuit passing from terminal Bl, through contact 63 of relay ITMA, and indication device el to terminal C. Relay ITMA, upon becoming energized, also closes a circuit for energizing lock magnet IM, passing from terminal iB, through contact Ell of relay ITMA, and the winding of magnet IM to terminal C".

The energization of indication device eI iniorms the leverman at the rst control station that the leverman at the second control station desires the traffic direction `to be reversed so that a westbound train can proceed over the stretch of track shown.

With lock magnet IM energized, thereby permitting operation of lever IV past its normal lock position B, the leverman at the first control station will reverse lever IV, thereby causing relays DSA, DSB and DSD to be energized in the reverse direction by a circuit passing from terminal B, through contact t5 of lever IV, the windings of the relays in multiple, and contact of lever iV to terminal C. Relay DSD, upon thus becoming energized, opens contact DSD- ttl in the normal position, and then closes this contact in the reverse position, thereby completing a circuit path for current to pass from terminal B, through the back. point ci' contact liTMAS-39, contact DSD- dii closed in the reverse position, and the back point of contact tRBS-fl to terminal Il of the iield code equipment which then transmits a code signal to the ofce code equipment which eiiects deenergization of the second or eastbound traiiic direction indication device e2. Relay DSD, upon becoming energized in the reverse direction, also opens the circuit path previously traced for current for controlling energizaticn of normal traflic indication device en, and completes the circuit path for current for effecting energization of reverse traffic indication device er, which is the same as the circuit path previously traced for device en as far as contact DSDwflil, and then passes through contact DSD-d5 closed in the reverse position, to terminal It or" the field code equipment.

Relay DSD, upon becoming energized in the revers-e direction, also opens contact DSD- d closed in its normal position, thereby breaking the stick circuit previously traced for relay @PBM and causing this relay to become deenergized. Relay DSD, upon becoming energized in the reverse direction, opens its contact .-i in the normal position, thereby deenergizing relay DSDWM, and then closes its contact 30 in the reverse position, causing relay DSDEM to become energized by a circuit passing from terminal B, through contact 29 of relay DSD, Contact 30 of relay DSD closed in the reverse position, and the winding of relay DSDEM to terminal C.

When the second traic direction indication device e2 becomes deenergized, and normal trafc indication device en also becomes deenergized, and reverse trafc indication device er becomes energized, the leverman at the second control station will reverse lever 6V, thereby completing a circuit path through contact lV-33 closed in the reverse position, for current to pass to the cnice code equipment which then transmits a code signal over line Wires YL and ZL to elect the closing of a pick-up circuit for relay llRFS, whereby current flows through contact 9D of delivery relay L, terminal I I of the field code equipment, contact DSDEM-Gl, and the Winding of relay 4RFS to terminal C. With relay DSDWM deenergized, the second stick circuit traced for relay IINFS is open, and the rst stick circuit described for relay 4NFS has become opened at contact 89 of delivery relay L, causing relay llNFS to become deenergized. With relay IINFS thus deenergized when relay QRFS becomes energized, a stick circuit is completed for relay ISRFS, passing from terminal B, through contact 89 of delivery relay L, terminal 2| oi the iield code equipment, contact NFS-S3, contact II of relay IIRFS, and the winding of relay ARFS to terminal C. Also, with relay RFS energized, the third or Westbound traic direction indication device e3 becomes energized in response to current passing from terminal B, through the back point of contact 4TMAS-39, contact DSD-4l) in the reverse position, and the front point of contact RFS-M to terminal 'I of the eld code equipment.

The leverman at the second control station will now move lever 6V to its f position, thereby initiating a code, for energizing relay SLI-ISM, by completing a path for current to pass to the oiice code equipment through contact 86 of lever 6V closed in the f position. With relay @LHSM thus energized, relay GLKM will become deenergized by the opening of contact SLHSM-Zl causing relay EKM in turn to also become deenergized and thereby complete a circuit, only a portion of which is shown, for clearing one of the signals 6L, this circuit passing from terminal B,

'through contacts RFS-'l2 and DSDEM-'I3,

back point of contact 'M of relay GRI-ISM, contact 'I5 of relay 5KM, iront point of contact 't6 of relay ELHSM, and thence over the rest of the cir-cuit, not shown.

Also, with relay LKlVI deenergized, a second stick circuit is completed for relay GRFS, passing from terminal B, through contact LKM-l, contact 'II of relay IBRFS, and the Winding of relay IIRFS to terminal C.

If a westbound train now passes signal SLC, causing relay STR to become deenergized, which in turn, at its contact 25, opens the circuit for relay 4TM, causing this relay to also become deenergized, a circuit path Will be completed for current to pass from terminal B, through the back point of contact itTM-i3 to terminal I3 of the field code equipment, and the field code equipment will then transmit an indication code for effecting deenergization of reverse traine indication device cr. At the same time, block indicator c4 becomes energized because of current passing from` terminal B, through .contact itTM-8l' to terminal 3 of the eld code equipment.

With relay BTM deenergized, a third stick circuit is completed for relay lRFS, passing from terminal B through contact 4TM-69, contact II of relay 4RFS, and the Winding of relay IIRFS to terminal C.

I shall next assume that the leverman at the first control station Wishes the direction of traific movement to be restored to the normal condition, after the stretch of single track becomes unoccupied, to permit an eastbound train movement. He will therefore depress push button IPB, thus completing a circuit for energizing auxiliary traino control relay LlTMA, this circuit passing from terminal B, through contact 'I'I of indication relay ITMA, contact 78 of lever IV,

back point of the contact of push button IPB, contact 4TM-5'I, back point of contact llPBM-SE, contact #ERES-1, winding of relay 4TMA, contact llRFS-B, contact 8l of lever IV, and contact 82 of relay ITMA to terminal C.

With relay llTMA thus energized While relay DSDEM is still energized, a pick-up circuit is completed for energizing stick trailic control rclay llTMAS, this circuit passing from terminal B, through contact 83 of relay DSDEM, cont-act dTMA-, and the Winding of relay IlTMAS to terminal C. Relay 4TMAS, upon becoming cnergized, completes a stick circuit including its contact 85 instead of Contact TMA- in the pick-up circuit just traced.

With relay 4TMAS thus energized, a circuit path is completed for current to flow for eiecting deenergization of the third or Westbound traffic direction indication device e3, this circuit path passing from terminal B, through the front point of contact 4TMAS-39, and terminal I'I of the eld code equipment.

After push button IPB is returned, either manually or by some biasing means, to its normal position, the leverman at the rst control station will move lever IV from its reverse position R to its reverse lock position D, at which dog I6 will engage projection 2l] on segment I5 and interrupt further movement of lever IV.

When the westbound traffic direction indication device e3 becomes deenergized, the leverman at the second control station will return lever 4V to the normal position, thereby causing current to pass through contact lV-33 closed in the normal position, to the oce code equipment, which then transmit-s a control code signal to the eld code equipment for eiecting energization of relay 4NFS by its pick-up circuit passing through contact 88 of delivery relay L, terminal I3 of the iield code equipment, contact 4TMAS-35, and the Winding of relay 'INFS to terminal C.

The leverman at the second control station Will also now return lever 6V to its normal position, thereby effecting deenergization of relay ELI-ISM. Relays SLKM and SKM will then become energized.

With relays 4NFS again energized, a second pick-up circuit will be closed for energizing relay 4PBM, this circuit passing from terminal B, through contact DSD-41, contact DSD-48 closed in the reverse position, contact IlTMAS- 49, Contact WFS-53, and the Winding of relay GPBM to terminal C. In this Way, relay IPBM becomes energized without operation of push button APB, thereby again completing the circuit previously traced for energization of relay ITMA.

Relay ITMA, upon becoming energized, again completes the circuit previously traced for energizing the rst indication device eI which again informs the leverman at the first control station that lever IV is now free to be moved back to the normal position. The leverman at the rst `control station Will therefore return lever IV from the D to the N position, thereby completing the normal control circuit previously tra-ced for relays DSA, DSB and DSD.

Contact DSDWM-l is used in multiple with 5 contact tTMAS-- in the pick-up circuit for relay flNFS so that if both relays NFS and 4RFS should become vdeenergized at the same time, means would be available for reenergizing one of them. l The second stick circuit for relay fiNFS, which includes contact DSDWM-l, is lor the purpose of preventing a change in the condition of relay llNFS until the leverman at the first Acontrol station reverses traflic control lever IV. i5 The two stick circuits for relay IIRFS including contacts MTM-69 and 6LKM-1ll, respectively, lare for the purpose of retaining relay llRFS in the energized condition if the leverman at the second control station should inadvertently send a code to restore the normal direction of trafiic while one of the signals EL is clear or the stretch of track is occupied between signals EL and 3R.

From Ithe foregoing description and the accompanying drawings, it follows that, in apparatus embodying my invention, I have provided traflic locking apparatus with novel and improved indication means for signaling between two control stations, and with novel and improved means requiring joint action by levermen in the two control stations for changing the direction of traino movements over a given stretch of railway track, while employing at one of the control stations a traffic control lever which is at times locked against operation from either of two control positions to the other, and using at the second control station a traflic `control device which i can be manually operated at all times between its two control positions.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that Various changes and modications 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:

l. In combination, a stretch of railway track, a manually movable trailic control lever associated with a rst end of said stretch having a. normal and a reverse extreme position and also having a normal and a reverse lock position between said extreme positions, a lock for said lever which when energized releases said lever for movement between said extreme positions but which when deenergized while said lever is in said normal or said reverse extreme position locks said lever against movement past said normal and reverse lock positions respectively, a first auxiliary circuit controller having a first and a second control position, a second manually operable traflic control device having a normal and a reverse position associated with the opposite end of said stretch, an auxiliary traffic control relay, a second auxiliary circuit controller biased toward a rst position but manually operable to a second position, a pair of conductors, a circuit including said pair of conductors controlled by said first auxiliary circuit controller in its rst position and by said second auxiliary circuit controller in its second position and also by said trafiic control lever in its normal lock position for elfecting energization of said lock, a second circuit including said pair of conductors controlled by said traffic control lever in the reverse position and by `7:; said iirst auxiliary circuit controller in its second position and also by operation of said second traflic control device to its reverse position for energizing said auxiliary trafic control relay, i means controlled by said traiiic control lever in the reverse lock position and by said second traf- 5 lic control device in the normal position and also by said auxiliary traffic control relay in the energized condition for also closing said rst circuit for eiecting energization of said lock, means controlled by said traliic control lever in the normal 10 position for controlling tiaiiic movements in a first direction over said stretch, and means controlled by said traiiic control lever and by said second traffic control device both in the reverse positions for directing traflic movements in the 15 opposite direction over said stretch.

2. In combination, a stretch of railway track, manually movable traffic control lever associated with a first end of said stretch having a normal and a reverseposition, a first manually 20 operable auxiliary circuit controller having a first and a second control position, a' first indication device, a second manually controllable traffic control device having a normal and a reverse position associated with the opposite end of said stretch, 2.5 a second manually operable auxiliary circuit controller, an indication stick relay, a pick-up circuit for said indication stick relay controlled by said second auxiliary circuit controller in a manually operated position, a stick circuit for said 30 indication stick relay controlled by said traffic control lever and by said second traffic control device both in their normal positions, an auxiliary traflic control relay, a second indication device, a circuit controlled by a back contact of said auxiliary trahie control relay and by a iront contact of said indication stick relay and also by said first auxiliary circuit controller in its Erst position for energizing said iiist indication device, a circuit controlled by said traffic control au lever in its reverse position and by said first auxiliary circuit controller in its second position and also by a back contact of said indication stick relay and by said second traffic control device in its reverse position for energizing said auxiliary 45 traiiic control relay, means controlled by said traiiic control lever and by said second trafc control device both in their reverse positions for energizing said second indication device, and means controlled by a front contact of said aux- 50 iliary traffic control relay for deenergizing said second indication device.

3. In combination, a stretch of railway track,

a manually controllable traine lever associated with one end of said stretch having a normal 55 position .for governing traffic movements in a rst given direction over said stretch and also having a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions 60 to the other but which when deenergized prevents such movement of said lever, an auxiliary circuit controller having a first and a second position, a second manually controllable trai-lic device having a iirst and a second position associated with 65 the opposite end of said stretch, a second auxiliary circuit controller biased toward a first position but manually operable to a second position, a stick relay, a pick-up circuit for said stick relay controlled by said second auxiliary circuit 70 controller in its second position, a stick circuit for said stick relay controlled by said traffic lever in the normal position, an indication device, means controlled by a front contact of said stick relay and by said first auxiliary circuit controller in said rst position for energizing said lock and said indication device, a second indication device, means controlled by said trailc lever in the normal position and by said second traic device in its first position for energizing said second indication device, a third indication device, means controlled by said trafc lever in the reverse position and by said second traffic device in its second position for energizing said third indication device and for energizing means for directing traiiic movements over said stretch in a second or opposite direction, and means controlled by said rst auxiliary circuit controller in its second position and by a back contact of said stick relay and also by said traffic lever in its reverse position and by said second traic device in its second position for deenergizing said third indication device.

4. In combination, a stretch of railway track, a manually controllable traflic lever associated with one end of said stretch having a normal position for governing traflic movements in a rst given direction over said stretch and also having a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions to the other but which when deenergized prevents such movement of said lever, a second manually controllable trafc device operable at any time to a first and a second position associated with the opposite end of said stretch, a first and a second manually operable auxiliary circuit controller associated with said traic lever and said second traffic device respectively, means controlled by operation of said second auxiliary circuit controller for effecting energization of said lock to permit movement of said traffic lever to the reverse position, means controlled by said traffic lever in its reverse position and by said second traffic de- Dfvice in its second position for directing traffic movements in a second or opposite direction over said stretch, and means controlled by' operation of said rst auxiliary circuit controller and by operation of said traffic lever to its reverse posi- 4154 tion and also by operation of said second trafc device to its second position followed by operation of said second trafc device to its rst position for effecting energization of said lock to permit movement of said traic lever to the normal 50 position.

5. In combination, a stretch of railway track, a manually controllable traflic lever associated with one end of said stretch having a normal position for governing traic movements in a 55 first given direction over said stretch and also having a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions to the other but which when deenergized prevents 50 such movement of said lever, a second manually controllable trafc device operable at all times to a first and a second position associated with the opposite end of said stretch, a iirst and a second manually operable auxiliary circuit controller as- 65 sociated with said traflic lever and said second traiflc device respectively, an indication device, means controlled by operation of said second auxiliary circuit controller for effecting energi'zation of said indication device and for eiecting ener- 70 gization of said lock to permit movement of said traflic lever to the reverse position, means controlled by said traflic lever in its reverse position and by said second traffic device in its second position for directing traffic movements in the op- 75 posite direction over said stretch, a second and a third indication device, means controlled by said tra-flic lever in the normal position and by said second traiiic device in its rst position for energizing said second indication device, means controlled by said traflic lever in the reverse position and by said second traic device in its second position for energizing said third indication device, means controlled by operation of said rst auxiliary circuit controller while said traiic lever is in its reverse position and while said second trac device is in its second position for deenergizing said third indication device, and means controlled by the subsequent return of said second trafc device to its rst position for eiecting energization of said lock to permit movement of said traic lever to its normal position.

6. In combination, a stretch of railway track, a manually controllable traic lever associated with one end of said stretch having a normal position for governing traflic movements in a rst given direction over said stretch and also having a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions to the other but which when deenergized prevents such movement of said lever, a second manually controllable trafiic device operable at all times to a first and a second position associated With the opposite end of said stretch, a rst and a second manually operable auxiliary circuit controller associated with said trafc lever and said second traffic device respectively, means controlled by operation of said second auxiliary circuit controller for effecting energization of said lock to permit movement of said traflic lever to the reverse position, means controlled by said traic lever in its reverse position and by said second traflic device in its second position for directing traflic movements in the opposite direction on said stretch, a stick relay, a pick-up circuit for said stick relay controlled by operation of said first auxiliary circuit controller while said second traic device is in its second position, a stick circuit for said stick relay controlled by said traiiic lever in its reverse-position, and means controlled by said stick relay in its energized condition and by said second traiiic device in its first position for effecting energization of said lock to permit movement of said traffic lever to the normal position.

'7. In combination, a stretch of railway track, a manually controllable trafli'c lever associated with one end of said stretch having a normal position for governing traiic movements in a rst given direction over said stretch and also having a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions to the other but which when deenergized prevents such movement of said lever, a second manually controllable trafc device operable at all times to a rst and a second position associated with the opposite end of said stretch, a rst and a second manually operable auxiliary circuit controller associated with said traffic lever and said second traffic device respectively, a stick relay, a pick-up circuit for said stick relay controlled by operation of said second auxiliary circuit controller, a stick circuit for said stick relay controlled by said trafc lever in the normal position, means controlled by a front contact of said stick relay for energizing said lock to permit movement of said traiiic lever to the normal or the reverse position, means controlled by said traffic lever in the reverse position and by said second traic device in aeevgcio its second position for governing traic movements in the opposite direction on said stretch, and a second pick-up circuit for said stick relay controlled by operation of said rst auxiliary circuit controller and by operation of said traffic lever to its reverse position and also by operation of said second traffic device to its second position followed by operation of said second trafiic device to its first position.

8. In combination, a stretch of railway track, a manually controllable traffic lever associated with one end of said stretch having a normal position for governing traffic movements in a first given direction over said stretch and also having a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions to the other but which when deenergized prevents such movement of said lever, a second manually controllable raffle device operable at all times to a first and a second position associated with the opposite end of said stretch, a rst and a second manually operable auxiliary circuit controller associated with said traiiic lever and said second traffic device respectively, a stick relay, a pick-up circuit for said stick relay controlled by operation of said second auxiliary circuit controller, a stick circuit for said stick relay controlled by said traffic lever in the normal position, means controlled by said trafiic lever in the reverse position and by said second traffic device in its second position for governing traffic movements in the opposite direction on said stretch, a second stick relay, a pick-up circuit for said second stick relay con trolled by operation of said first auxiliary circuit controller and by operation of said second traliic device to its second position, a stick circuit for said second stick relay controlled by said traflic lever in its reverse position, a second 40 pick-up circuit for said rst stick relay controlled by said trafiic lever in its reverse position and by said second stick relay in the energized condition, and means controlled by said first stick relay in the energized condition and by said second traf- 45 fic device in its first position for energizing said look to permit movement of said traffic lever to its normal or its reverse position.

9. In combination, a stretch of railway track, a manually controllable traffic lever associated 50 with one end of said stretch having a normal position for governing traffic movements in a first given direction over said stretch and also having a reverse position, a second manually controllable traflic device having a rst and a second position 55 associated with the opposite end of said stretch, a first and a second manually operable auxiliary circuit controller associated with said traffic lever and said second traffic device respectively, an indication device, means controlled by operan 60 tion` of said second auxiliary circuit controller and by said tramo lever in the normal position for energizing said indication device, means oon trolled by said traffic lever in its reverse position and by said second traffic device in its second position for governing traino movements in the on posite direction on said stretch., a second and a third indication device, means controlled by said trafiic lever in Ithe normal position and by said second traflic device in its first position for energizing said second indicaticndevice. means controlled by said traffic lever in the reverse tion and by said second traffic device in its second position for energizing said third indication device, and means controlled by operation cf said 'E5 iirst auxiliary circuit controller and by said traffic soT a reverse position, a lock for said lever which when energized releases said lever for movement from each of its extreme positions to the other but which when deenergized prevents such movement of said lever, a second manually controllable traffic device operable at all times to a rst and a second position associated with the opposite end of said stretch, a first and a second manually operable auxiliary circuit controller associated with said traflic lever and said second traffic device respectively, a normal traffic stick relay, a reverse traic stick relay, means controlled by operation of said second auxiliary circuit controller and by a front Contact of said normal stick relay for effecting energization of said lock, means controlled by said traffic lever in its reverse position and by said second traffic device in its second position for governing traffic movements in the opposite direction on said stretch, a stick traffic control relay, a pick-up circuit for said stick traffic control relay controlled by operation of said rst auxiliary circuit controller and by a front contact of reverse trafiic stick relay, a stick circuit for said stick traiiic control relay controlled by said trafc lever in` its reverse position, a pickup circuit for said normal ftraflic stick relay controlled by said second traiiic device in its first position. and also controlled by a front contact of said stick traic control relay in multiple with a Contact closed by said traiiic lever in its normal position, a pickup circuit for said reverse traflic stick relay controlled by said traflic lever in its reverse position and by said second rtrafc device in its second position, a stick circuit for each of said normal and reverse traflic stick relays controlled by a back contact of the other, a second stick circuit for said normal traic stick relay controlled by said traffic lever in the normal position, a second stick circuit for said reverse traffic stick relay controlled by a train on said stretch, and other means controlled by front contacts of said normal traffic stick relay and said stick traiiic control relay for effecting energization of said lock.

11. In combination, a stretch of railway track, a manually movable tramo control lever associated with a first end of said stretch having a normal and a reverse extreme position and also having a reverse lock position between said extreme positions, a lock for said lever which when deenergized prevents movement of said lever past said reverse lock position toward said normal position but which when energized releases said lever, an auxiliary circuit controller having a first and a second control position, a second manually operable traffic control device having a normal and a reverse position associated with the opposite end of said stretch, an auxiliary traffic control relay, a circuit controlled by said tfiic control lever in the reverse position and by said auxiliary circuit controller-in its second position and also by operation of said second traffic control device to its reverse position for energizing said auxiliary trafiic control relay, a second circuit controlled by said traffic control lever in the reverse lock position and by said auxiliary circuit controller in its first position and by operation of said second traffic device to its normal position and also by said auxiliary traf-lic control relay first in the energized condition and then in the deenergized condition for effecting energization of said lock, and means controlled by said traiiic control lever and by said second traic control device in the normal and reverse positions for directing trac movements in a first direction and in the opposite direction respectively over said stretch.

l2. In combination, a stretch of railway track, a manually controllable traffic control device associated with a first end of said stretch having a normal and a reverse position, an auxiliary circuit controller biased toward a rst position but manually operable to a second position, a second manually controllable traiic control device having a normal and a reverse position associated With the opposite end of said stretch, a stick traffic control relay, an indication device, a pick-up circuit for said stick traiiic control relay controlled by said auxiliary circuit controller in its second position and by said second traiiic control device in its reverse position, a stick circuit for said stick traffic control relay controlled by said first manually controllable trafc control device in its reverse position, means controlled by said iirst and second manually controllable traiiic control devices both in the re- `verse position for energizing said indication device, means controlled by a front contact of said stick traffic control relay for deenergizing said indication device, and means controlled by said rst and second traic control devices in the normal and reverse positions for governing traffic movements in both directions over said stretch.

13. In combination, a stretch of railway track, a manually controllable traic lever associated with one end of said stretch having a normal position for governing traffic movements in a iirst given direction over said stretch and also having a reverse position, a lock for said lever which when deenergized prevents movement of said lever from the reverse to the normal position but which when energized releases said lever for such movement, a second manually controllable trailic device operable at any time to a rst and a second position associated with the opposite end of said stretch, a manually operable auxiliary circuit controller associated with said trafc lever, means controlled by said traiiic lever in its reverse position and by said second traiiic device in its second position for directing traic movements in a second or opposite direction over said stretch, and means controlled by operation of said auxiliary circuit controller and by operation of said traic lever to its reverse position and also by operation of said second traffic device to its second position followed by operation of said second traiic device to its rst position for energizing said lock to permit movement of said traffic lever to the normal position.

i JAMES YJ. VANHORN.

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