US915081A - Railway-traffic-controlling apparatus. - Google Patents

Description

I. L. DODGSON & W. K. HOWE. RAILWAY TRAFFIC ooNTRoLLING APPARATUS. APPLICATION FILED AUG. Z8, 1908.

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APPLIUATIION FILED AUG. 28, 1908.

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Patented Mar. 16, 1909.

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INVENTORS P. L. DODGSON s W. K. HOWE. RAILWAY TRAFFIC CONTROLLING APPARATUS. APPLIGATION FILED AUG. 2s, 1909.

91 5,08 1 A Patented Mar. 16, 1909.

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P. L. DoDGsoN d; W. K. HOWE.

RAILWAY TRAFFIC GONTROLLING APPARATUS. APPLICATION FILED AUG. 28. 190e.

91 5,081'. Patented Mar. 16, 1909.

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UNITED STATES PATENT OFFICE.

FRANK L. DODGSON AND WINTHROP K. HOWE, OF ROCHESTER, NEW YORK, ASSIGNORS TO GENERAL RAILWAY SIGNAL COMPANY, OF ROCHESTER, NEW YORK.

RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

To all whom it 'may concern:

Be it known that we, FRANK L. DoDGsoN and lv/YINTHROP K. Howie, citizens of the United States, and residents of Rochester, in the county of Monroe and State of New York, have invented certain new and useful Improvements in Itailway-Traflic-Controlling Apparatus, of which the following is a specilic/ation.

This invention relates to railway trafiiccontrolling apparatus and particularly to that branch of the art of railway signaling known as route locking for interlocked switches.

The interlocking of one or more signals with one or more switches relating to a possible route over the rails of a multiple-track yard,-

has long been known, and means, such as the well known detector bar, havebeen employed in order to prevent the throwing of a switch when a train is upon it. A modern substitute for the detector bar is a track circuit operating a lock for the apparatus that controls the movement of the rail switch. Gf course, a single track circuit may control several switches and the levers therefor. In ordinary use, the electrical lock in an interlocking tower is operated by an electromagnet which when denergized, causes the lock to engage and to hold the controlling lever for the switch. The operation just described may be called electric detector bar locking of switches.

It has been common practice to provide in interlocking plants, means whereby, when a train has entered, or is about to enter, upon a certain route, all the switches of that route are automatically locked by suitable means,

such, for instance, as electric detector bari locks. The operation just described is termed in the art route locking", and has been brought about by the necessity of providing for the increased speed of trains within the terminal yards of railways. Under the system just described, all the switches of the route remain locked until the train passes off the route, and then all the switches are simultaneously unlocked. But this prevents a second train from entering upon any portion of the route until the first train has passed off. In busy yards, the necessity for a modification of this practice has become necessary, and this invention has been produced in order to make it possible for a route to be locked and to allow any switch of the route Specification o Letters Patent.

Application filed August 28, 1908.

Patented March 16, 1909.

Serial No. 450,752.

to be unlocked automatically, immediately after the train has passed olf the track section containing that switch, thus saving large amounts of time and the attention of the tower man.

This invention, therefore, provides means for unlocking each switch immediately after a train has passed it, and, as will be seen, by means (wires, relays, etc.) that are not too complicated nor prohibitive in cost, and that are capable of use in connection with ordinary electrical detector barlocking. In other words, a yard that is already provided with electrical detector bar locking may be provided with the additional features to which this invention is directed by adding to the plant there in place,` additional mechanism for accomplishing the purposes hereof.

In the drawings: Figure l is a diagrammatic view of a single track line and the lockcircuit apparatus therefor in its simplest form and without the lock-circuit controlling apparatus. Fig. 2 is a diagrammatic view of the lock-circuit controlling apparatus used with the same track and apparatus of Fig. l. Fig. 3 is a diagrammatic view of the lockcircuit apparatus of a two track route apparatus, and Fig. Il is a like view of the controlling circuits and apparatus for said lockcircuit apparatus used with the same track and apparatus of Fig. 3.

Returning to Fig. l, three switches are shown, A, B, and C, in a route governed by the signal S, and composed of three track circuits (t, b and c relating to the respective switches. Each track circuit has its own battery and a track relay 3a, 3b, 3C. A lever la, lb, lo, is provided for each switch, and for each lever there is an electric lock 2a, 2b, 2, consisting in the present embodiment of the invention of an electromagnet controlling an armature having a part that drops into a notch in the corresponding lever la, 1b, l, when the electromagnet is denergized, and thus locks the lever in either the normal or reverse position of the switch. Under ordinary circumstances the track circuit apparatus for each track circuit controls the lock, so that it is disengaged when no train is on that track circuit, and is engaged whenever a train enters the same. A common source of electrical energy M is provided, which carries current by means of a main line wire. A circuit controller 1S is so arran ed that its circuit is broken when the signa S is laced in the clear osition in order to direct or permit a train to enter the route.

rlhis circuit closer 1S controls a circuit that )revente the deenergization of a relay ls (cL led a stick relay). The circuits and functions oi' these parts will be described below. p

1n order to simplify the description ol' the mechanism, and the understanding ol its functions, reference is now made to Fig. 2, which embodies the structure of Fig. 1, so i'ar as it relates to the circuits and circuit controllers arlecting the operation of the locks. 1n other words, the stick relays and their circuits, the switch actuating mechanism and the locks therefor are omitted. The magnets of the locks are, however, shown in said Fig. 2. Under normal conditions, that is, when no signal ol' a route is set to indicate clear, and when the track circuits of the route are unoccupied, the lock magnets are all energized, and consequently the locks are disengaged from their respective levers and the switches may be moved. Each lock magnet receives its energizing current from two possible directions. For example, the lock 2a may receive current from the battery M through the wire 1, circuit controller 3y, wire 3, front contact ci' track relay 3a, wire 7, magnet of lock 2 a, and wire 2, back to battery. The other circuit above mentioned is from the battery M, wire 1, circuit controller 3S, wire 6, iront contacts olI relay 3, wire 5, front contacts ol' relay 3b, wire 4, front contact of relay 3a, wire 7, magnet of lock 2a, and wire 2, back to battery M. The lock 2b may receive current from two possible directions, as lollows: One may be through wire 1, circuit controller 3y, wire 3, front contacts ol' track relay 3a, wire 4, front contact o'll relay 3b, wire 8, magnet of lock 2b, and wire 2 back to battery. The other circuit 'l'or the magnet 2b is by way of the circuit controller 3S, the contacts of the relay 3C, and a contact of the relay 3b. The two circuits for the lock 2C are, one, by the way of the controller 3y, the front contacts of the relays 3, 3b, 3C; and the other circuit 'lor said lock 2 is by way ol the controller 3S and a front contact of the relay 3C. It will thus be noted that the circuit in one direction through each of these locks passes through the controller 3y, and the circuit in the other direction for-each of these locks passes by way of the controller 3S, consequently, if either one oll these controllers is open, all current for the locks must pass by way of the other controller. Further, the circuit l'or any lock magnet through a closed controller is governed by the relay contacts between that controller and said magnet.

It will be noted that the lock magnets 2, 2b, and 2C (Fig. 2) are translating devices for producing a transformation of energy at desired points; that the said translating devices are connected in multiple between two conductors,`one of which is the wire 2 and the second of which is the wire 4, 5 5 that the source of energy M has one pole connected to the l'irst conductor and has the other pole connected to second conductor 4, 5, by the two feed wires 1-3 and 1.*6; that the ends of the second conductor, so far as function goes, are the points at which the iirst and the last translating devices are connected to it; that the tralic controlling devices of thisiinvention are devices (which may include the said translating devices) Yfor governing tra'lic on a railway, such for instance as, a switch and its lock as shown in Figs. 1-4 or an indicating or signaling device, such as a visual indicator operated by the translating device or used in place of said translating device. 1f, when a train enters 'from the left and is running toward the right in said drawing, and the circuit controller 3S is open, when said train enters track section a, the iront contacts of track relay 3LL are opened, and no current can reach any ot the locks, because the two paths to each lock are all broken, those in one direction being broken at 8S, and those in the other direction being broken at the track relay 3a. 'lhis dencrgizes all the lock magnets and locks all the levers, thus preventing the movement of any switch, either under or in front of the train. As the train moves ofi track section c',y upon track section t, the track relay 3b is deenergized, and its front contacts are opened, but the track relay 3a is renergized, and its front contacts are closed. The closing of one of the front contacts of the track relay 8a closes one of the circuits for the lock 2 a, to wit, the ore through the controller 3y, and said lock 2a is now reenergized, and the switch A is free and can be moved for the accommodation oi a train entering said section. llihen the track relay Sb was denergized, the locks 2b and E@ remained deprived oiE current, and the switches 13 and C therefore remained locked, because both of these locks must receive current under these conditions in one direction (by way of the controller 3y) through the iront contacts of the relay 3b. 1n the other direction, as before stated, the circuit is broken by the controller 3S. As the train proceedes off track section b and upon track section c, the track relay 3b is re; rgized and its front contacts are closed, so that L Lne lock 2b may receive current by way of the controller 3y and the contacts of the track relays 3 and 3b, and thereby the switch is released. The track relay 3C Ais denergized by the presence of the train upon the track section c, and the front contacts of said track relay are opened7 which deprives the magnet of the lock 2C of current from either of its directions of supply, and the switch c slanci remains locked till the train passes off the track section c, whereupon the magnet ci the lock 2C is reenergized by current, as soon as the track relay 3C picks up its contacts. lt is obvious that this construction is capable of inde'linite extension through any number of track sections. For trains moving 'from right to lett over the track section shown in Fig. i5, the circuit controller' 3y is open and the circuit controller 3S is closed, and under these conditions the same operations will occur as have just been described in detail, in the reverse order. lt Will be noted that this system is entirely symmetrical, and is therefore obviously reversible in its operation.

The circuit controllers 3s and 3y may be operated in any suitable manner, even by hand, as long as the following conditions are Vl'ulitilled for the complete protection of all the switches ci a route, viz: The circuit controller 3S must be opened as soon as a train travele ing in the proper direction enters upon the route, and must be kept open as long as that train is upon that route, and i'or this same period the circuit controller 3y must be kept closed. When a train is traveling in the opposite direction, the circuit controller 3y must be opened as soon as the train enters the route and must be kept open so long as the train is upon that route; and the circuit 'controller 3S must remain closed during the same period. lt is to be understood that tliis'arrangement ol' lock actuation is an important part o'l' this present invention, which is not to be limited to any specic means of conA trolling the opening and closing oi' the controllers 3S and 3y. Another part oi' the present invention is a means ol' opening and closing said circuit controllers in the manner and for the periods above mentioned. For this purpose relays commonly called .stick relays are employed. Stick relays are electromagnetic mechanisms in which the current passes through both an electromagnet and a contact, closed when the armature is attracted by the magnet, and inasmuch as the current iioiving in this Way maintains the closure of a contact, the contact is held or stuck. lt is clear that il' this stick circuit is broken, the magnet can not be renergized, unless a separate circuit for energizing it is employed, and such a circuit renergizing the electromagnet, is called the restoring circuit oi the stick relay 5 and as soon as the contact controlled by the electromagnet is closed, the stick circuit automatically holds said contact closed. 'ne mode of using these stick relays for controlling the lock circuits is shown in Fig. 1, in Which the stick circuit and the restoring circuit are shown in somewhat heavier lines than the lock circuits. The said Fig. l embodies precisely the parts and the arrangement of parts shown in Fig. 2 as to the lock circuits. The stick relays, as Well as the lock magnets, receive their current (in the embodiment shown in the figures ol' this application) ironia central source of energy M. rEhe Wire 2 shown in Fig. 2 as a common return 'from the different lock circuits to the battery, is employed as a common return for both the stick circuits and the restoringl circuits oi' the stick relays controlling the circuit controllers 3y and 3S. 'l'he circuit controller 3S is controlled by the stick relay 2S, which operates the stick contact alf/hen the stiel; relay 2's is energized and deonergized, the controller' 3S and the stick contact es operate together. ln like manner the stick relay 2y controls the controller 3y and also the stick contact 41. rl"he stick circuit for the relay 2s is controlled by a switch 1S that must be opened bel'ore a train moving from left to right in Fig. 1 enters the rst track section c of the route to be traveled. ln like manner, a switch 1y operated in a suitable Way serves to control the stick circuit oi the relay 2y, which controls the circuit controller SY. rthe stick circuit for the relay 2s passes from battery M through Wire 1, switch 1S, Wire s, stick contact als, relay coils 2S, and Wire 2 back to battery. The stick circuit for the relay 2y is from battery M through wire 1, through the coils of the relay, stick contact ly, Wire y, switch 1y, and wire 2, back to battery.

Restoring circuits are provided 'for the two stick relays which are controlled by 'iront contacts ol' all the track relays oi the route, in series, so that il any track relay is deenergized and its iront contact is broken, the restoring circuit or" the stick relays cannot be made Yl'or renergization of the stick relay. ln the present embodiment olI this invention, the restoring circuits oi' both stick relays are merged into one and pass from battery M, through Wire 1, coils of relay 2y, Wire 20, iront contact ol' track relay 3a, Wire 21, iront contact of track relay 3b, Wire 22, iront contact ci track relay 3C, Wire 23, coils ol relay 2S, and Wire 2, back to battery.

The operation of the mechanism shown in Fig. 1, so far as concerns the control or" the circuit controllers 3y and 3S, is as follows: Before a train enters the first track section a of the route, and is moving from lelt to right, the switch 1S is opened. This breaks the stick circuit of the relay 2s, lut inasmuch as the restoring circuit for this stick relay is complete, its armature 'ill not lie dropped, and the circuit controller 3S and the stick contact es Will not le opened at this time. fis soon as the train enters upon the track section a, the front contact of the track relay 3a is broken, which 1rrr-waits the restoring circuit of the stick relay 2S, which coinpletely deonergizes said relay, and the contacts controlled thereby will le opened. New thel circuit controller 3S is opened, as described with reference to Fig. 2, and it cannot be closed again until all the track relays 3-, 3b and 3 of the route are reenergized and all their contacts are closed. In other words, the stick relay 2S can not be reenergized to close either its stick contact or the controlling contact 3s, until the train is completely o'l'l the route. During the period above described, the stick relay 2y remains energized, because its stick circuit above described remains closed, and the conditions are exactly as described with relierence to the operation of Fig. 2. For trains moving from right to left in' Fig. 1, the switch ly is opened before the train enters the track section c. This breaks the stick circuit through the relay 2y, and as soon as said train enters on the track section c, the

broken at the front contact of the track relay 3, and said restoring circuit remains l; roken at one of the track relays until the train has passed oli the route, and thereupon the stick relay is automatically reenergized and the contacts controlled by it are closed again. For trains moving from right to lelt on Fig. l, the stick relay 2S, remains energized and unaiiected by the passage of the train. Thus all the necessary conditions for the actuation of the circuit controllers 3S and 3y are fullilled by the employment of the stick relay mechanism and circuits above described.

The means for preventing the opening of one stick relay, when the other is open, is the interlocking connection between the levers or controllers for the signals at the ends of a route, whereby both signals cannot be set to safety simultaneously, and the stick relay controllers 1S and ly are so controlled that when one is opened, the opening ol the other is revented.

t is probably best to open the switches ls or ly simultaneously with the setting of the signals S or Y to clear for permitting the train to enter upon the route in the proper direction, but this timing may be varied at will. It is obvious also that the route may be locked from one or more points in advance of the commencement of said route, and from such a distance as may be deemed desirable. This will be obvious if we suppose the switch A in Fig. l to be disabled and disused. Thereupon the track section b becomes the iirst track section of the route and the operations occur with reference to it exactly as have been described. So, too, the switches 1s and 1y may becontrolled from any desired point in advance of the commencement of a route either automatically or otherwise.

The device shown and described above for locking the switch is an ordinary mechanical switch-actuator, provided with an electromechanical lock for said actuator. It will be obvious that any means whereby the movement of the switch is prevented upon a i protected.

change ofthe electrical condition ofthe locks magnet is an equivalent for the specific means herein set forth.

lt will be understood by those skilled in the art of railway signaling that in yards, or other places where interlocking switches are installed, and where this invention is useful, there are, invariably, a large number of routes formed by di'lier'ent combinations of the switches ol which the yard is composed. In applying our invention to such cases, it is not necessary to provide a complete set of apparatus like that shown in Fig. l for each of the possible routes. There will be rovided, however, a switch lock like that described as 2a in Fig. 1 for each of the switches to be protected, and also route lock circuit restoring circuit of the stick relay 2V is controllers like 3y and 3S of Fig. l, for the beginning and end of all of the routes to be There will also be provided means like that shown in Fig. l for operating the lock circuit controllers, and then, by means of circuit controllers operated in correspondence with the various switches, a complete apparatus for a route like that shown in Fig. 1, will be made up as desired; or, in other words, when the switches are moved so as to form a route, there will be an apparatus for that route arranged eX- actly like the apparatus shown in Fig. l. In order to show how this arrangement of route apparatus is made, Figs. 3 and 4 are produced. ln these iigures a small interlocking plant is represented, which consists of two parallel tracks and two sets of switches connecting these two parallel tracks, with the necessary signals for governing the movements of trains over the various routes provided in such an arrangement. The signals shown in these figures govern the movement of trains over all the possible routes leading from those signals. For eX- ample, the signal S governs the movement of a train over the straight track and past the signal Y, or i't governs the movement of a train over the switches A., B and past the signal Z, and governs also the movement of trains over the switches A, l), E and C and so past the signal Y. ln order to simplify the circuits as much as possible, only the lock circuits are shown in Fig. 3, omitting the circuits which operate and control the lock-circuit controllers. In Fig. l are shown only the circuits which operate and control the lock-circuit controllers, omitting the lock circuits. The complete apparatus is composed of the apparatus and circuits shown in both figures. rlhe tracks and switches, however, are the same in both.

In Fig. 3 a switch lock is provided for each of the switches, and lock circuit controllers are provided for the beginning and end of all routes. For example, the lock circuit controller 3y is the circuit controller for all the routes which begin or end at the signal S,

'and the lock circuit controller SZ is the lock circuit controller for all the routes which begin or end at the signal "ill, in like manner the circuit controller 3S is the circuit con troller for all the routes which begin or end at the signal Y, and the circuit controller 3W is the lock circuit controller for all the routes which begin or end at the signal Z.

4A, 4D &c. are circuit controllers which are operated in correspondence with the switches. They are termed in the art selector switches. These selector switches select which wires shall compose a circuit. For eX- ainple, the selector switch 4A, when the switch is in the normal position, connects wires 4 and 4, but when the switch is in the reverse position; the wires 4; and 40 are connected.

Vhen all the switches of Fig. 3 are in their normal position; that is, set for the train to pass over the straight tracks, there are two routes which are independent of each other. It is obvious therefore that in this installation there must be two complete and independent sets of route apparatus like that shown in Fig.` l, one set for the lower track and one set for the upper track. For the sake of simplicity, the set of apparatus for the lower track has been shown the same as that shown in Fig. l, and therefore requires no further explanation. ln the upper track there are two switches D and E, and two track circuit sections d and c. These track circuit sections hare the usual track relays 3d and 3", and the locks 2d and 2e are provided Vfor locking the switches D and E in any desired manner. The lock circuit controllers, as before explained, are 3 and 3W.

As explained with reference to Fig. 2, the locks 2 l and 2e may receive current from two possible directions. For example, thc lock 2d may receive current from the battery M, through the wire l, lock circuit controller SZ, wire 30, selector switch 4D in the normal position, wire 40, front contact of track relay 3 d, wire 10,. coils of lock 2d, and wire 2, back to battery.. The lock may also receive current from wire l, circuit controller 3W, wire 60, selector switch 4E in the normal position, wire 50, front contacts of track relay 3e, wire 45, front contact of relay 3d, wire l0, coils of the magnet 2d, and wire 2, back to battery. The lock magnet 2e may receive current from battery M by the way of lock circuit controller 32, or it may receive current from the battery M by the way of the lock circuit controller 3W. The operation of this lock circuit is identical with the operation of the lock circuit of Fig. l.; that is, supposing a train to be running toward the left under the control of signal Z. iilhen it passes on track circuit c, the lock circuit controller 32 will be opened in the same manner that the lock circuit controller 3S of Fig. 1 was opened when a train passed on the track circuit a of that gure. The track relay 3'e being demagnetized, and its contacts open, both locks 2 d and 2e are deprived of current, but when the train is on track circuit CZ, and entirely off track circuit e, the lock 2e is again magnetized, receiving its current from the battery M by the way of the lock circuit controller 3, and wire 60 @ze Let us assume new that a train is to move from the signal S over switches A and D and on past signal Z. In this case the switches A and D are reversed and the switch E remains in its normal position. The switches to be protected in this route are the switches A, D and E. The switch locks included in this circuit are the locks 2a, 2d and 2e. The track circuit sections included are a, d and c, because these are the track circuit sections over which the train passes in moving over this particular route. The circuit controller at the entrance to the route is 3y, and the circuit controller at the end of the route is 8W, and the circuits for the various locks are as follows: Starting from the battery M, wire 1, circuit controller 3y, wire 3, front contact of track relay 3a, wire 7, to lock 2a, and wire 2, to battery; or through the other contact of track relay 3a, wire 4, selector switch 4A in the reverse position, wire 40, front contact of relay 3d, wire 10, to lock 2d, and wire 2, to battery or through the other contact of track relay 3d, wire 45, front contact of relay 39, wire 11, to lock 2e, and wire 2, to battery. rFliese locks also receive current by the way of the lock circuit controller 3W. lt is thus seen that when the route from the signal S past the signal Z is set up, there is a route locking circuit which includes all the switches that it is necessary to protect, and that such route locking circuit is the same in principle as that shown in Fig. 2, T he operation ot such circuit is, of course, the same, and it is unnecessary to describe it. Sup pose now that a train is to be sent from the signal Y over the switches C, Fi, D and A, out past the signal S. ln this case the switches C, D, E and A are reversed., and the switch locks to be included in the circuit are the locks c, e, d and c. The track circuits over which the train passes in taking this route, are the track circuits c, cl, e and c. The lock circuit controller at the beginning of the route is 3S, and the lock circuit controller at the end of the route is 3f. Under these conditions the lock circuits are as follows: from battery M, wire l, lock circuit controller 3s, wire 6, front contact of track relay SC, wire 9, to lock 20; or through the other contact of track relay 3C, selector switch 4C in the reverse position, wire 50, front contact of track relay 3e, and wire 1l to lock 2e; or through thev other contact of track relay 3", wire 45, front contact of track relay 3d, and wire 10 to lock 2d; or through the other front contact of track relay 3d,

Vwire 40, to selector switch 4^, through that switch in the reverse position, wire 4, front contacts of relay 3a, and wire 7 to lock 2a. This circuit furnishes current for all of the locks involved by the way of lock circuit controller 3S. It will be noted that these same locks may all receive current from the battery M by the way of the lock circuit controller 3y. It will thus be seen that in whatever position the switches may be arranged for the making up of a route, there will be a route locking circuit established which will comprise the proper switch locks, and these switch locks will be controlled by the proper track circuit sections, exactly as shown 1n Fig, 2.

As before explained, Fig. 4 shows the stick relay circuits for the route lock circuits shown in Fig. 3. It will be remembered that it was stated in relation to Fig. l that the manner in which the lock circuit controller should be operated is as follows: The lock circuit controller at the beginning of the route must be closed and kept closed, while the train is passing over the route; and the lock circuit controller at the end of the route must be opened and kept open, until the train has passed entirely ofi the route. As in Fig. l, the stick relay 2y is made to control the lock circuit controller 3y, and the stick relay 2s is made to control the lock circuit controller 3S. Stick relays 2W and 2Z are provided for controlling the lock circuit controllers ?)W and 37' respectively. lt will be remembered that the stick relays shown in Fig. l, each had what is called a stick circuit, and that these lstick circuits are controlled by circuit controllers operated in correspondence with the signals. For example, the stick circuit for stick relay 2s is controlled by circuit controller ls, which is operated in correspondence with the signal S. In a like manner, the stick relay 2y is controlled by a circuit controller 1y operated in correspondence with the signal Y, It will also be remembered that when a train is to pass over the route under the protection of signal S, the stick circuit for the stick relay 2s is broken, so that that relay opened the circuit controller 3S at the end of the route. This may be said to be one of the principles of operating the stick relay. Each stick relay must have a stick circuit and a restoring circuit, and when a stick relay is acting to control the lock circuit controller at the end of the route, its stick circuit must be broken; and also it is obvious that if this lock circuit controller is not to be closed until the route is free, or rather until the train has passed entirely oil from it, the restoring circuit of this relay must be controlled by all of the track relays of thel track sections composing the route.

Returning now to Fig. 4, the stick relays 2F', 2z, 2W, and 2s are provided for operating the lock circuit controllers 3y, SZ, 3W, and 3s, respectively, and there are also provided circuit controllers ls, 1W, lz, and ly, which are operated in correspondence with the signals S, W, Z, and Y, respectively, and, by means I of selector switches, stick circuits and restoring circuits are formed for these stick relays as they are required. For example, suppose in Fig. 4 a train is to pass from signal S over the straight track by signal Y, The stick relays to be operated are the relays 2y and 2S. The relay to be held closed is the one at the entrance ol the route, which is the relay 2y, and the one to be opened is at the end of the route, or the stick relay 2S. These two relays under these conditions must have stick circuits and restoring circuits. 'lhe stick circuit for the relay 2s must be controlled by the signal S, and the stick circuit for the relay 2y must be controlled by the circuit controller on the signal Y. l/Vith the switches A and C in the normal position (as they would have to be for a route from the signal S to the signal Y) the stick circuit for the relay 2s is as follows: starting from the battery M, to wire l, circuit controller 1S, wire s, selector' 4A in the normal position, wire s, selector 4C in the normal position, wire s, stick contact 4S, coils of relay 2S, and wire 2, back to battery; and the stick circuit for the stick relay 2y is as follows: starting from the battery M, wire l, coils of relay 2y, stick contact 4f", wire y, selector switch 4A in the normal position, wire y, selector switch 4C in the normal position, wire y, selector switch 4C in the normal position, wire y, circuit controller ly, wire 2, back to battery. rllhe restoring circuit for the relays 2y and 2s is as follows: battery M, wire 1, coils of relay 2y, wire 20, front contact of track relay 3, selector switch 4a in the normal position, wire 2, front contact of relay 3b, wire 22, selector switch 4C in the normal position, front contact of relay 3", wire 23, coils of stick relay 2S, and wire 2, back to battery.

Now supposing a train is to pass from signal S out past signal Y. When the signal S is placed in the clear position, the circuit controller ls is opened, so that the stick circuit lor the stick relay 2s can no longer act. lll/*hen the train enters the track circuit (t, the track relay 3a is den'iagnetized, and the restoring circuit for 2S and 2y is broken, but the stick circuit for stick relay 2y is still made, so that this relay is not demagnetized, and the lock circuit controller 3y is held closed while the lock circuit controller 3S is opened. The stick relay 2S cannot be magnetized again until the restoring circuit is completed, and, as before explained, this restoring circuit cannot be completed until the train has passed entirely off the track circuits involved in the route. 1t will thus be seen that the lock circuit controllers 3y and 3S for this route are controlled under the conditions before described for the operation and control of these circuit controllers. Suppose now that Va train is to pass from the signal S by way of the switches A and D and ut past the signal Z. The circuit controller at the entrance of the route is the circuit controller 3y and the circuit controller at the end of the route is the circuit controller 3W. The stick relays, therefore, to be controlled in this particular route circuit are the relays 2y and 2W, and the stiel; circuit for the relay 2W must be controlled by the circuit controller which is operate l by the signal at the entrance to the route, t-o wit: the circuit controller ls. Under these conditions the switches A and l) are reversed, and the stick circuit tor the sticlr relay 2W is as follows: starting from the battery M, through wire l, circuit controller 1S, wire s, selector switch in the reverse position, wire e w, selector switch in the normal position, wire w, stick contact 4W, magnet of relay 2W, and wire 2, bach te battery. Under these conditions there must be also a stick circuit for the relay 2y, and the circuit must be controlled by the circuit controller operated by the signal Z, to wit: the circuit controller lz. rl'his circuit is as follows: starting from battery M, wire l, coils of relay 2y, stick contact fly, wire y, selector switch 4^ in the reverse position, wire yy s, selector switch 4D in the reverse position, wire z y, wire e, circuit controller lz and wire 2, bacl; te battery. As before explained with reference to Fig. 3, the track circuits wlrich compose this route are the sections a, d and c. lt is obvious, therefore, that the restoring circuit lor these stick relays must be controlled by the track relays cf these track circuit sections. This restoring circuit is traced as fell ows: starting from battery lrl, wire l, coils of relay 2y, wire 20, front centact of relay 3, selector switch 4A in the reverse position, wire 34:., front contact of relay 3d, wire 32, front contact of relay 3", selector switch 4E in the normal position, wire 33, coils of stiel: relay 2W, and wire 2 bach to battery. l/Jhen the signal S is cleared for a train to pass over this route, and the circuit controller ls is opened, the stiel; circuit for the relay 2 can no longer act; consequently that relay will be demagnetized when its restoring circuit is opened by the traclr relay 3a, and, as before ei:- plained, the restoringl circuit cannot be completed again until the track circuits involved in the route, to wit: circuits e, ci. and c are unoccupied. it will thus be seen that as the switches are moved to set up the various routes, there are made at the same time the necessary sticht-relay restoring circuits and stick-relay stick circuits, as well as the necessary loclr cir uits for that particular route, the complete circuit operating in l i 1 i exactly the saine manner explained with reference to the complete circuits of Fig. l.

To anyone skilled in the art and to any skilled electrician, it will be obvious that many changes may be made in the apparatus without departing from the invention. For example, it is obvious that the Aoch-circuits and the stick-relay circuits may employ common conductors; a ground return may be substituted for metallic return in various circuits; and other means may be employed for controlling the loch-circuits and the controllers thereof` Yrlliat we claim is:

l. ln a traffic-controlling apparatus, the combination oli' a series of translating devices connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and its other pole connected to the second conductor by two feed Wires which feed current from opposite directions to each translating device; and a circuit controller for a feed wire.

2. ln a traffic-controlling apparatus, the combination of a series of translating devices connected in multiple between two conductors; a source of energyhaving one pele ccnnected to one of the conductors and its other pole connected to the second conductor by two feed wires which feed current from opposite directions to each translating device; and a circuit controller for each feed wire.

3. ln a trahie-controlling apparatus, the combination of a series of translating devices connected in multiple between. two conductors; a source of energy having one pole connected to one of the conductors and its other pole connected to the second conductor by two feed wires which feed current from opposite directions to each translating device; a circuit controller for a feed wire; and a circuit controller in the branch running to each translating device.

4. In a trailic-controlling apparatus, the

combination of a series of translating devices connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and its other pole connected to the second conductor by two feedl wires which feed current from the opposite directions to each translating device; a circuit controller for the feed wire; a circuit controller in the branch running to each translating device; and a circuit controller in the second conductor operated simultaneously with any one of the last-mentioned circuit controllers.

5. ln a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms; a series of trackcircuit mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; and means for breaking the branch circuit to each lock mechanism by a track-ci cuit mechanism.

6. In a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms; a series of trackcircuit mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; meal s for breaking the branch circuit to each lock mechanism by a track-circuit mechanism; and means for breaking the circuit in the second conductor by any one of said track-circuit mechanisms.

7. In a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms; a series of trackcircuit mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; means for breaking the branch circuit to each lock mechanism by a track-circuit mechanism; and means for breaking the circuits to all of the lock mechanisms by the presence of a train on the first track section of a route.

8. In a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms; a series of trackcircuit mechanisms; an electric lock for each rail-switch mechanism7 the said locks beingl connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; means for breaking the branch circuit to each lock mechanism by a track-circuit mechanism; and means for closing the circuits to the lock mechanisms of a route successively as the train passes off one track-section after another.

In a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms and a series of track-circuit mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; and means for operating each lock mechanism independently by a particular track-section of a route.

10. In a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms, an electric lock for cach rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a loch-circuit controller in each feed wire; and means for preventing the opening of one lock-circuit controller so long as the other is open.

11. In a trafic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms, an electric lock foreach rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; means for opening` one of said lock-circuit controllers lz-y the entrance of a train on 'he 'first track-section of a route; and means for preventing the closing of said lock-circuit controller while the train is on said route.

l2. ln a trahie-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and thc other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; and means for breaking and keeping broken the lock-circuit controller for the end of a route While a train is on the route.

13. In a traffic-controlling apparatus; a route-control mechanism comprising a series of rail-switch mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to 'each lock mechanism; a lock-circuit controller in each feed wire; means for breaking and keeping broken the lock-circuit controller for the end of a route while a train is on the route; and means for closing and keeping closed the lock-circuit controller for the beginning of said route while a train is on said routeu 14. In a traffic-controlling apparatus, a route-control mechanism comprising a series of rail-switch mechanisms; a series oftraclrcircuit mechanisms; an electric loclr for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors and the other pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lool -circuit controller in a feed wire; and means for operating said lock-circuit controller comprising a relay having two circuits, one controlled by the track-circuit mechanism of a route, and the other by the relay itself; and a circuit controller in the last-mentioned circuit.

15. In a traffic-controlling apparatus, a route-control mechanism comprising" a series of rail-switch mechanisms; a series of trackcircuit mechanisms; an electric lock for each rail-switch mechanism, the said locks being connected in multiple between two conductors; a source of energy having one pole connected to the second conductor by two feed wires which feed current from opposite directions to each lock mechanism; a lock-circuit controller in each feed wire; and means for operating each lock-circuit controller comprising a relay having two circuits, one controlled by the track-circuit mechanism of a route, and the other by the relay itself; and a circuit controller in the last circuit.

16. ln a traffic-controlling apparatus, a route-control mechanism comprising two series of rail-switches, two series of traclccircuit mechanisms; an electric loch for each rail-switch mechanism, the locks of each series being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors of each series and having the other pole connected to the second conductor of cach series by two feed wires which feed current from opposite directions to each loclr mechanism of the series; a lock-circuit controller in each feed wire; means for operating the lock-circuit controllers; and means for connecting the second conductors of each series to operate locks of both series in combination.

17. ln a trahie-controlling apparatus, a route-control mechanism comprising two se ries of rail-switches; two series of track-circuit mechanisms; an electric loclr for each rail-switch mechanism, the locks of each series being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors of each series and having the other pole con- 1 nected to the second conductor of each series by two feed wires which feed current from opposite directions to each loclr mechanism ofthe series; a loch-circuit controller in each feed wire; means for operating the lock-circuit controllers; means controlled by the rail-switch mechanisms of a route for connecting the second. conductors of each series to operate locks of both series in combination corresponding to the route.

18. In a traffic-controlling apparatus, a route-control mechanism comprising two se ries of railswitches, two series of traclccircuit mechanisms; an electric lock for each rail-switch mechanism, the locks of each series being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors of each series and having the other pole connected to the second conductor of each series by two feed wires which feed current from opposite directions to each lock mechanism of the series; means for connecting the second conductors of each series to o erate locks of both series in combination; a coli-circuit controller in each feed wire; means for operating each lock-circuit controller, comprising a relay having two circuits, one controlled by the traclccircuit mechanisms of a route, and the other by the relay itself; a circuit controller in the last mentioned circuit of each relay; and means for connecting the circuits of different relays to control lool;- circuit controllers in combination.

19. in a traffic-controlling apparatus, a routecontrol mechanism comprising two series of rail-switches; two series of track-circuit mechanisms; an electrical lock for each rail-switch mechanism, the locks of each series being connected in multiple between two conductors; a source of energy having one pole connected to one of the conductors of each series and having the other pole connected to the second conductor of each series by two feed wires which feed current from opposite directions to each lock mechanism of the series; means for connecting the second conductors of each series to'operate lockt of both series in combination; a loclccircuis controller in each feed wire; means for operating each lock-circuit controller, comprising a relay having two circuits one controlled by the track-circuit mechanisms of a route, and the other by the relay itself; a circuit controller in the last-mentioned circuit of each relay; means controlled by the switch mechanisms of a route for connecting the circuits of different relays to control lock-circuit controllers in combination corresponding to said route.

FRANK L. DODGSON. vWNTHROP K. HOWE.

TWitnesses:

S. M. DAY, R. BALCONER.

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