US2057543A - Remote controlling apparatus - Google Patents

Description

Oct. 13, 1936. L. E. SPRAY REMOTE CONTROLL ING APPARATUS Filed May 19, 1928 3 SheetsSheet 1 INVENTOR f asp r @Ct. 13, SPRAY REMOTE CONTROLLING APPARATUS Filed May 19, 1928 3 Sheets-Sheet 3 INVENTOR: 1,,5 .Spla y,

Patented Oct. 13, 1936 UNITED STATES PATENT OFFICE REMOTE CONTROLLING APPARATUS Application May 19, 1928, Serial No. 279,062

109 Claims.

My invention relates to remote controlling apparatus, and particularly to apparatus for safely controlling traffic governing devices, such as railway switches and signals, from a distant point.

I will describe three forms of apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. l is a diagrammatic view showing one form of remote con 10 trolling apparatus, embodying my invention, as

applied to a single switch and the signals for governing trafiic over such single switch. Fig. 2 is a fragmentary view showing a modified form of the apparatus of Fig. 1, including a derail in 15 conjunction with the switch shown in Fig. l, and also embodying my invention. Fig. 3 is a fragmentary View showing, in turn. a modified form of the apparatus of Fig. 2, particularly for the control of switch indication means, and also 20 embodying my invention.

Similar reference characters refer to similar parts in each of the three views.

Referring first to Fig. 1, reference characters I and I designate the track rails of a stretch X 25 of railway track connected, by means of a switch F, with a passing siding Y. The switch F is controlled by a motor M, which in the form here shown comprises an armature I28 and a field I34. The track rails I and I of stretch X are divided. 30 by means of insulated joints 2, into a plurality of track sections AB, BC and CD, track section BC containing the switch F. A portion of track rail I of siding Y, adjacent the switch F, is insulated from the rest of siding Y, and from stretch X, by other insulated joints 2 to form section EC and the rail of section EC is electrically connected, in series, with that portion of rail I which is included in section BC. The portion of the other rail of siding Y, which is op- 40 posite to section E-C is not insulated from. rail I of section BC and is therefore in multiple with rail I between points E and C. Sections E--C and BC will therefore be referred to hereinafter, collectively, as section BCC E. Each of the track sections AB, C-D, and B-C-C E is provided with a track relay, designated by the reference character G with a suitable distinguishing exponent and connected across the rails adjacent one end of the corresponding section.

.50 Track circuit current is supplied to the rails of each section by a battery 3, connected across the rails adjacent the opposite end of such section.

Eastbound traffic, that is, traffic moving from 55 left to right, is governed by signals S and S which are mounted on a common mast 213, and which as here shown are of the semaphore type. Westbound traffic, that is, traffic moving from right to left, from siding Y, over switch F reversed,

is governed by signal S Westbound trainc mov- 5 ing on track X, over switch F normal, is controlled by signal S The switch F and signals S S S and S are controlled, in part, by a neutral relay designated by the reference character H, and, in part, by a polarized relay L responsive only to current of a greater magnitude than that required to operate relay H. Relays H and L are, in turn. controlled by a manually operable lever V having six resting positions designated respectively by the reference characters p, n, b, d, r and t. Lever V is equipped with seven contacts 5, 206, II8, I51, I38, 234, and I62. Contacts 5 and I38 are each closed when lever V is in its 1 or t positions or at any point intermediate between these two positions, contacts 286 and 234 are each closed while lever V is in its 11 or p positions or at any point intermediate thereto, contact H3 is closed while lever V is in its n or 2' position or at any point intermediate thereto, and contacts I51 and I62 are closed while lever V is in its 1) or its d positions or at any point intermediate thereto. Lever V may be one of a plurality of such levers grouped together at some central control point, such as a train despatchers office.

Associated with, and controlled in part by, lever V at the control point, is an indication relay 1.

Associated with the control of relays H, I and L, are two asymmetric units designated Z and Z respectively, each of which units may be similar .35 to those disclosed and claimed in Letters Patent of the United States, No. 1,640,335, grantedto L.

O. Grondahl, August 23, 1927.

A slow acting signal stick relay T is so controlled by lever V and relay I, and in turn so controls relays H and L as to effect the non-stick operation of signals S S S and S while lever V is in its n or 1 positions, and to eifect the stick operation of these signals while lever V is in its p or 1. positions.

The reference character W designates a clockwork release of the well known normally latched type. From the instant that contact I2---I2 opens, when release W is unlatched, a measured interval of time elapses before contact I2-I2 closes.

Associated with switch F is a switch locking mechanism, not shown but of a well known type, also operated by motor M so as to lock switch F in its normal or reverse positions. Also associated with switch F is a circuit controller a, comprising seven contacts l9, I13, 2l5, I81, 95, 82, and I32. Contact i9 is arranged to be closed at all times, except for a brief period while the switch locking mechanism is unlocking switch F and for another brief period while the switch locking mechanism is looking switch F; contacts H5 and 95 are closed only while switch F is locked in its normal position; contact I13 is closed only while switch F is locked in its reverse position; contacts I87 and 82 are closed while switch F is locked in either its normal or its reverse position, but are open at all other times; and contact I32 engages a segment I32 at all times except while switch F is locked in its reverse position and similarly engages a segment [32 at all times except while switch F is locked in its normal position.

Associated with track relay G and controlled by a front contact and a back contact thereof, is a repeater relay 9 Similarly associated with track relay G and similarly controlled by a front and a back contact thereof, is a repeater relay g Associated with signals S S S and S and controlled by contacts 62, 6 3, 6D and 58, which are operated by these signals, respectively, and each of which contacts is closed only while the corresponding signal indicates stop, is a signal back locking relay N. It is evident that relay N will be energized only while all of these signals are indicating stop, and that it will become deenergized when the arm of any one of these signals moves away from its stop position.

Controlled in part by track relays G G and G and repeater relays y and g and in part by contacts of circuit controller a, is a directional approach stick relay J, the circuits for which are so arranged that this relay is normally energized, butwill become de-energized by an approaching train entering sections AB or 0-D, and will again become energized when such train enters section BC-C E, and will continue energized while such train is moving away from switch F.

An approach or stick locking relay P is in turn controlled, in part, by relay J in conjunction with a contact of circuit controller a, and is also controlled, in part, by back locking relay N, by track relay G and by control relay L. The circuits are so arranged that relay P will become de-energize-d as soon as either signal S or S is cleared for a move over switch F reversed, and relay P can then, while switch F is reversed, again become energized only by the deenergization of relay G as by a train entering section B--C-C E, or by the operation of clockwork release W to supply current in reverse direction for causing relay L to close its reverse contacts. When either signal S or S is cleared for a move on track X over switch F normal, relay P will not become de-energized until an approaching train de-energizes relay G or relay G A polarized relay R controls the operating current supplied to switch motor M. The direction of energization of relay R is in turn controlled by relays H and L.

At the control point, indicator lamp e, at such times as lever V is in its 1), n, r, or t positions, indicates, by means of a flash, the approach of a train in sections AB or 3-0. While lever V is in its b or 11 positions, lamp 6 will be lighted continuously from the time an approaching train enters section AB or CD. Lamp e also provides a continuous indication when a train occupies section B--CC E while lever V is in its 1), n, r or t positions. During the operation of switch F, lamp e provides a first single flash at the unlocking of switch F, and a second similar flash at the locking of switch F upon completion of its movement.

In Fig. 2, changes in, and additions to, parts of the apparatus of Fig. 1 are shown as required for controlling and indicating the operation of a derail F in conjunction with the switch and signals shown in Fig. 1. Other parts of Fig. l, which are not shown in Fig. 2, are to be understood as operating in conjunction with the parts shown in Fig. 2,,similarly to Fig. 1. The operating current for motor M of derail F is controlled similarly to that for motor M of switch F, by a polarized relay R which is in turn controlled by relay R. Instead of contact l9, shown in circuit controller a of Fig. 1, in the circuit of relays L, H, and I, contact 241 of circuit controller a and contact 239 of circuit controller a are substituted in Fig. 2. Contacts 2 and 239 are closed only while switch F and derail F respectively, are locked in their normal or reverse positions.

A primary indication relay 1 is energized only when both contacts 2M and 239 are closed while both switch F and derail F are locked normal, or while both switch F and derail F are locked reversed. Associated with primary indication relay f, and controlled by a front contact thereof, is a slow acting secondary indication relay K. A front contact of each of these two relays is included in series with each other in the circuit of relays L, H and I. A branch path, around these two front contacts in the circuit of relays L, H and I, includ es a back contact of each of these two relays. Indication relay I is so constructed as to be responsive to the open circuit interval between the opening of contact 250, at its front point 250 and the closing of contact 252, at its back point 252 as well as to the open circuit interval between the opening of contact 250, at its back point 250 and the closing of contact 252, at its front point 252 Fig. 3 differs from Fig. 2 only in the control of primary indication relay 1, which in Fig. 3 is normally deenergized and in Fig. 2 is normally energized. In Fig. 3, circuit controllers a and.

a of switch F and derail F respectively, control relay 1 by means of contacts 2BI and 261 which are closed at all times except while switch F and derail F respectively, are locked in their normal or reverse positions, whereas, contacts 2 and 239, in Fig. 2, are closed only while the switch F and derail F are locked in their normal or reverse positions. I

Having thus described, in general, the arrangement and location of the various constituent parts comprising my invention, I will now proceed to explain the operation of the apparatus.

As shown inFig. 1, lever V is in its b position, switch F is normal, all track sections are clear, and all track relays are energized. Since track relay G is energized, repeater relay 9 is also energized by a circuit including battery Q wires 3|, 46 and 41, contact Mi -48 of relay G wire 49, winding of relay g and wires 50, 5| and 52 back to battery Q Since track relay G is energized, relay 9 is also energized, by a circuit controlled by contact 53 -43 of relay G in like manner as relay g is controlled by contact 48*5-48 of relay G With lever V in its b position, relays H and L are tie-energized, and signals S S S and S are at stop. Since all signals are at stop, signal back locking relay N is energized by a circuit including battery Q wires 54, 55, 5B, and 51, circuit controller contact 58 of signal S wire 59, contact 60 of signal S wire 6|, contact 62 of signal S wire 63, contact 64 of signal S wire 65, winding of relay N, and wires 66, 61, 68, 18 and 45 back to battery Q With approach track sections AB and CD unoccupied, therefore, and relays G and G energized, a pick-up circuit of directional approach stick relay J is closed through battery Q wires 3|, 46 and H, contact 12 of relay G wire 13, contact 14 of relay G wires 15 and 16, winding of relay J, and wires 11, 68, 1.0 and 45, back to battery Q A stick circuit of relay J is also closed through battery Q wires 54, 1B, 19 and 8!, contact 82-82 of circuit controller a, wires 83 and 84, contact 85 of relay G wire 86, contact 81 of relay G wires 88 and 89, contact 90 of relay G wire 9|, contact 92 of relay J, wire 93, winding of relay J, and wires 11, 68, 10 and 45 back to battery Q Since switch F is normal and relay J is energized, a pick-up circuit of approach and stick relay P is closed through battery Q wires 54, 18, 19, 8| and 94, contact 95 of circuit controller a, wire 96, contact 91 of relay J, wire 98, winding of relay P, and wires 99, 10 and 45 back to battery Q A stick circuit of relay P is also closed, through contact IOI of relay N, and includes battery Q wires 54, 18 and I00, contact IOI, wire I02, contact I03 of relay P, wires I04 and 204, winding of relay P, and wires 99, 10 and 45 back to battery Q With relays H and L de-energized, and relays P, N and G energized, current is supplied to a stick circuit of relay R from battery Q through Contact I01 --I01 of relay R, wires I08, I09, H and III, contact II2 --II2 of relay H, contact 40 40 of relay L, wire 39, contact 38 -38 of relay G wire 31, contact 36 36 of relay P, wire 35, contact 34 34 of relay N, wire 33, winding of relay R, and wires 32 and SI back to battery Q With lever V in its b position, the pick-up circuit of relay T is closed, through contact II8 of lever V, and includes battery Q wires H4, H5, H6 and H1, contact II8, wire II9, winding of relay T, and wires I2I, I22 and 30, back to battery Q Relay T is therefore energized. On account of the approach track relays G and G being energized, indicator lamp e is unlighted. As shown, release W is latched in its normal position.

I will assume that the despatcher now wishes to reverse switch F, to permit trafiic to move from track X to siding'Y. He therefore moves lever V to its r position, causing current to be supplied by batteries Q and Q in series, to relays L, H and I in the normal direction, and of sufiicient magnitude to operate relay L as well as relays H and I. Current then flows from batteries Q and Q in series, through wire 4, contact 5 of lever V, wires 6 and 1, contact 8 of relay T, wires 9 and I0, winding of relay I, wire II, contact I 2*-I 2 of release W, wire I3, an adjustable resistance I4, wire I5, contact I6 of relay G wires I1 and I8, contact I9 of circuit controller 11, wires 20 and 2|, contact 22 of relay G wires 23 and 24, asymmetric unit Z wire 25, contact 26 of relay G wire 21, winding of relay H, wire 28, winding of relay L, and wires 29 and 30 back to battery Q Relay L, upon closing its contact 40 at front point 40 while its normal contact 42 is closed, completes the reverse pickup circuit of relay R, and current therefore now flows from battery Q through wires 3| and 32, winding of relay R, wire 33, contact 3434 of relay N, wire 35, contact 3630 of relay P, wire 31, contact 3838 of relay G wire 39, contact 40-40 of relay L, wire 4I, contact 42, and wires 43, 44 and 45 back to battery Q Relay R then closes its contacts I30 and I26 at the reverse points I 30 and I26 respectively, whereupon, reverse operating current flows to motor M from batteries Q and Q in series, through contact I24 of relay R, contact I30 I30, wire I29, armature I28 of motor M, wire I21, contact I26I26 wire 209, contact I32 I32 of circuit controller a, wire I33, field winding I34 of motor M, and wires I35, 61, 68, and 45, back to battery Q Just as motor M completes its movement, contact I32 of circuit controller a disengages segment I32 and thereby opens the motor circuit.

The operation of circuit controller a in conjunction with the movement of switch F causes the circuit for relays L, H and I to be interrupted at contact I9 of circuit controller a, for a brief period during the unlocking and also for a brief period during the locking of switch F, causing relay I to close its back contacts for a corresponding brief period. When relay I closes its back contact I4II4I indicator lamp e becomes lighted by current flowing from battery Q through wires H4, H5, H6, I36 and I31, contact I38 of lever V, wires I39 and I40, contact I4I I4I, wire I42, contact I43 of release W, wire I44, filament of lamp e, and wires I45, I22 and 30 back to battery Q The movement of switch F to its reverse position opens the stick circuit, previously traced for relay J through contact 82--82 of circuit con troller a, but by means of contact 82-82 closes another stick circuit for this relay, including battery Q wires 54, 18, 19 and 8|, contact 82--82 wire I46, contact I41 of relay G wire 86, contact 81 of relay G wires 88 and 89, contact 90 of relay G wire 9| contact 92 of relay J, wire 93, winding of relay J, and wires 11, 68, 10 and 45 back to battery Q In the meantime, the pickup circuit for relay J continues closed through contacts 12 and 14 of relays G and G respectively. The movement of switch F, to its reverse position, also opens the pick-up circuit of relay P, previously traced through contact 95 of circuit controller a. The stick circuit of relay P, previously traced through contact IOI of relay N, however, continues closed.

If the despatcher now wishes the signals to continue to indicate stop after switch F has completed its movement to the reverse position, he returns lever V to its 01 position, thereby disconnecting batteries Q and Q from the circuit of relays L, H and I, and thus deenergizing these relays. When relays L and H close their back contacts 40-40 and II2-II2 respectively, a reverse stick circuit of relay R is completed through these contacts, and current flows from battery Q through wires 3I and 32, winding of relay R, wire 33, contact 34-34 of relay N, wire 35, contact 36-36 of relay P, wire 31, contact 38---38 of relay G wire 39, contact 40-40 of relay L, contact II 2I I2 of relay H, wires III, H0, I09 and I08, contact I01-I01 of relay R, and wires I 48, 10 and 45 back to battery Q 1.

If now, an approaching train (ls-energizes relay G contact 4848 will open, thus breaking the pick-up circuit of relay g and contact 48---48 will then close and complete a shunt circuit for relay 9 including contact 48-48 wire 49, Winding of relay g and wires 50, 5| and I49. By means of this shunt circuit, relay g is caused to be slow in opening its front contacts and closing its back contacts. Relay G upon becoming deenergized, opens its contact 12 in the pick-up circuit previously traced for relay J, and also opens its contact 81 in the stick circuits previously traced for relay J. Relay J, thus being de-energized, closes its back contact I52 which completes a circuit, in the reverse direction, through relays L and I of suificient magnitude to operate relay I but not relay L. Current flows from battery Q through wires 30 and 29, winding of relay L, wires 28, I50 and I5I, contact I52 of relay J, wires I53 and I54, asymmetric unit Z wire I55, contact 22 of relay G wires 2I and 20, contact I9 of circuit controller a, wires I8 and I1, contact I6 of relay G wire I5, adjustable resistance I4, wire I3, contact I2I2 of release W, wire II, Winding of relay I, wires I0 and I56, contact I51 of lever V, and wires I58 and I59 back to battery Q Relay I then closes its contact I4II4I thus causing lamp e to become lighted by current flowing from battery Q through wires II4, I I5, II6, I36, I60 and "SI, contact I62 of lever V, wire I63, contact I4I -I4I of relay 1, wire I42, contact I43 of release W, wire I44, filament of lamp 6, and wires I45, I22 and 30 back to battery Q Assuming that it has been some time since the despatcher has reversed switch F, and that in the meantime the despatcher has forgotten the position to which he last operated switch F, it is convenient that he have some means of determining the position of switch F. Such means is provided by the position of lever V which is now in the d position, indicating that the last previous movement of switch F was to its reverse position. Similarly, for operations of switch F to the normal position, lever V is returned to the b position if it is desired to hold all signals at stop. Lever V, then being in its 1) position, indicates that the last previous movement of switch F was to its normal position. Similarly, lever V, when left in its 11. or p positions, indicates that switch F is in its normal position, andlever V, when left in its 1' or t positions, indicates that switch F is in its reverse position.

If, upon the completion of an operation of switch F to its reverse position, the despatcher desires signals S and S to go to clear and to be provided with non-stick operation, he permits lever V to remain in its 1 position. Operating current is now supplied to signal S from battery Q through wires 54, 18, 19 and I64, contact I65 of relay G wire I66, contact I 61--I 61 of relay R, wire I68, contact I69 of relay L, wire I10, contact I1I of relay L, wire I12, contact I13 of circuit controller 11, wires I14 and I15, operating mechanism of signal S and wires I16, 5I and 52 back to battery Q The operating current for signal S flows from battery Q through the circuit just traced for the operating current of signal S as far as wire I14, thence through contact I11 of relay g wire I18, operating mechanism of signal S, and wires I19, I80, ISI, 44 and 45 back to battery Q Upon the clearing of signals S and S contacts 64 and 58 operated by these signals, respectively, are opened and interrupt the circuit for relay N, which then opens its contact IOI in the stick circuit of relay P, thus de-energizing relay P. Relay N, upon becoming de-energized, also opens the reverse pick-up circuit of relay R at contact 34--34 and by contact 3434 closes another reverse stick circuit of relay R, through battery Q wires 3I and 32, winding of relay R, wire 33, contact 34-34 wire I08, contact I01--I01 of relay R, and wires I48, and 45 back to battery Q If, now, while lever V is in its 1? position, an

approaching train de-energi'zes relay G contact I6 of relay G opens, thus breaking the circuit through relays L, H and I until back contact I83 of relay g closes a branch path, including contact I83 and wire I82, around contact I6. this interval, relay I drops, causing lamp 6 to become lighted by the circuit previously traced through contact I4I -I4I. Relay G upon becoming de-energized, also causes relay J to become de-energizecl as previously described.

As the train proceeds past signal S and enters section BC-C E, relay G becomes de-energized, thus opening the operating circuits of signals S and S at contact I65 and causing these two signals to go to stop. At the same time, relay G opens the circuit of relays L, H and I at its contact 26, thus causing these three relays to become de-energized. Relay I, upon becoming de-energized, again closes its .back contact I4 II 4 I and so completes the circuit for lamp e, which now becomes lighted as before. Lamp e will now continue lighted as long as the train occupies section BCC E, or until the despatcher changes the position of lever V. Relay G upon becoming de-energized, closes its back contact I 9I thereby completing a pick-up circuit for relay J, from battery Q through wires 54, 18, 19, 8I, 94 and I86, contact I81-I81 of.-circuit controller a, wire I88, contact I89b--I89 of relay 9 wire I90, contact I9I of relay G wires I92 and 16, winding of relay J, and wires 11, 68, 10 and 45 back to battery Q At the same time, relay G completes a pick-up circuit for relay P, through contact I94, and relay P now, becomes energized by current flowing from battery Q through wires 54, 18, 19, BI and 94, contact I94 of relay G wires I95 and 98, winding of relay P, and wires 99, 10 and 45 back to battery Q The arms of signals S and S upon returning to the stop position, again close the circuit of relay N, at contacts 64 and 58, respectively, and relay N thereupon opens its contact 34-34 in a stick circuit previously traced for relay R but completes another stick circuit for relay R, through contact 3434 and contact 3838 of relay G and in cluding battery Q wires 3I and 32, winding of relay R, wire 33, contact 3434 of relay N, wire 35, contact 3636 of relay P, wire 31, contact 3838 of relay G wires I85, I09 and I08, contact I01---I01 of relay R, and wires I48, 10 and 45 back to battery Q As the train leaves section BCC E, relay G again becomes energized, closing the circuit of relays L, H and I and causing signals S and S to again display the clear indication, by means of operating circuits previously traced, and without further action on the part of the despatcher. Relay G upon becoming energized, opens the pick-up circuit of relay P through contact I94, and relay N, upon becoming de-energized when signals S and S again display the clear indication,'opens the stick circuit of relay P through contact I0 I, and relay P is therefore de-energized. Relay J, however, continues energized, since its pick-up circuit is closed through contacts 12 and 14 of relays G andG respectively, and its stick circuit is again closed through contact 82--82 of circuit controller a.

1 If, on the other hand, upon the completion of the operation of switch F to its reverse position, the despatcher desires that signals S and S shall indicate clear and be provided with stick operation, he will move lever V to its 25 position, thereby opening the pick-up circuit previously traced for relay T through contact I I8 of lever V. Relay T, however continues energized through During itsstick circuit which includes battery Q wires H4, H5 and 229, contact 239 of relay I, wire 23I, contact 232 of relay T, winding of relay T, and wires I2I, I22 and 39 to battery Q Current will I now continue to flow through the windings of relays L, H and I as before, and signals S and S will clear. If, now, a train approaches and deenergizes relay G the momentary approach indication is'displayed by lamp e as when lever V is in its 1" position. Lamp e also becomes lighted, as before, when a train enters section BCC E. Relay T, being slow acting, does not open its front contacts within the brief period of time during which relay I is de-energized as an approaching train enters section AB, but does become de-energized while the train is moving through section BC-C -E and causing relay I to be de-energized for a longer period. As the train leaves section BCC --E, relay G2 becomes energized, closing its contact 26 in the circuit of relays L, H and I, which circuit, however, continues open at contact 8 of relay T, and cannot again become closed until lever V is returned to its 1' position and thus causes relay T to again become energized. It is thus clear that after a train enters section BC-C -E while lever V is in its t position, action of the despatcher is required, to move lever V, before signals S and S will again display the clear indication.

If, after switch F has been reversed and signals S and 8* have cleared, the despatcher should desire to return switch F to its normal position before a train enters section B-C-C -E, he will first move lever V to its n position. 'I'hereupon, relay L opens its front contact I69, breaking the operating circuits of signals S and 3*, the arms of which then move to the stop position and close contacts 64 and 58, respectively, in the circuit of relay N. Relay N, thus becoming energized, opens the reverse stick circuit, of relay R, which passes through contact 3 l-3 of relay N, but, through contact 34- 3%, relay N now completes a stick circuit for relay R through contact 36-35 of relay P, this stick circuit including battery Q wires 3| and 32, winding of relay R, wire 33, contact 3434 wire 35, contact 3B-36 wires H9, I09 and I98, contact IIi'!----IEI'I of relay R, and wires I48, Ill and 45 back to battery Q In order to open this stick circuit and complete the normal pick-up circuit for relay R, relay P must be energized. While switch F is reversed and relay G2 is energized, relay P can become energized only by its pick-up circuit which passes through front contact 250 and reverse contact 202 of relay L. In order to energize relay L in its reverse direction, release W must close its contact I2I2 Accordingly, the despatcher unlatches release W which thereupon opens its contact I2I 2 and thereby breaks the circuit of relays L, H and I. At the same time, release W opens its contact I43 in the lighting circuit of lamp e, thus preventing the lighting of lamp 6 until release W has again been latched in its normal position. Release W, after a measured interval of time, closes its contact I2---I2 and current is then supplied in reverse direction to relay L, from battery Q through wires 39 and 29, winding of relay L, wires 28,159 and I95, contact I9! of relay P, wire I54, asymmetric unit Z wire I55, contact 22 of relay G wires 2i and 29, contact I9 of circuit controller a, wires I8 and II, contact I6 of relay G Wire I5, adjustable resistance I i, wire I3, contact I2--I2 of release W, and wires I98 and I59 back to battery Q Relay L now closes its front and. reverse contacts, causing relay P to be energized by current flowing from battery Q through wires 54 and 55, contact 200 of relay L, wire 20I, contact 292 of relay L, wires 293 and 204, winding of relay P, and wires 99, ID and 45 back to battery Q The despatcher now returns release W to its latched position, causing relay L to become deenergized. Relay P, however, continues energized by its stick circuit through contact IIlI of relay N. The circuit of relays L, H and I now becomes energized in the normal direction by current of sufiicient magnitude to operate relays H and I but not relay L, such current being supplied by battery Q through a branch path around battery Q and contact 5 of lever V in the circuit previously traced for relays L, H and I, this branch path passing from battery Q through wires H4 and 295, contact 205 of lever V, and

wire 207 to wire I. A pick-up circuit for relay R is now closed through battery Q wire 208, contact I I2 -I I2 of relay I-I, contact 40 -40 of relay L, wire 39, contact 38 -38 of relay G wire 31, contact 36 36 of relay P, wirev 35, contact Mi -34 of relay N, wire 33, winding of relay R, and wires 32 and 3| back to battery Q Relay R thereupon closes its normal contacts I26-I26 and I39-I30 completing the normal operating circuit for motor M, from batteries Q and Q in series, through contact I24 of relay R, contact I26 -I26 of relay R, wire I27, armature I28 of motor M, wire I29, contact I30-I30 of relay R, wire I35, contact I32 I32 of circuit controller a, wire I33, field winding I34 of motor M, and wires I35, 61, 68, T and 45 back to battery Q If the despatcher permits lever V to remain in the n position, signals S and S will clear and will operate as non-stick, when the train moves through section BCC E, in a manner similar to that described when signals S and S are cleared by lever V in its 1" position. The operating mechanism of signal S is supplied with current from battery Q through wires 54, I8, 19 and IE4, contact I65 of relay G wire I66, contact I6'I-I6'I of relay R, wire 2I0, contact 2 of relay H, wire 2I2, contact 2I3 of relay L, wire 2I4, contact 2I5 of circuit controller a, wire 2I6, contact 2|! of relay g wire 2I8, operating mechanism of signal S and wires I16, and 52 back to battery Q The operating mechanism of signal S is supplied with current by the circuit just traced for signal S as far as contact 2I5 of circuit controller a, thence through wire 2I9, contact 220 of relay g wire 22I, operating mechanism of signal S and wires 222, I80, NH, 44 and 45 back to battery Q Relay N becomes de-energized by the opening of contacts 62 and 60, operated by signals S and S respectively. Relay P, however, continues closed by its pick-up circuit previously traced through contact 95 of circuit controller a and contact 91 of relay J. Hence, until an approaching train de-energizes relay J, by first de-energizing either relay G or G the despatcher can change the position of switch F without operating release W. When an approaching train de-energizes relay J, and thereby de-energizes also relay P, the despatcher must operate release W if he then wishes to change the position of switch F before a train enters section BCC --E.

As a train enters section AB, de-energizing relay G relay J becomes de-energized due to the opening of its pick-up circuit through contact 12 of relay G and its stick circuit through contact 8'! of relay G Due to the momentary de-energization of relay I when thetrain enters section A-B, contact I4I-I4I of relay I closes, for a brief period, the lighting circuit for lamp e previously traced through this contact, except 3 that the circuit now passes through a branch path around contact I 38 of lever V, which branch path passes from wire I36, through wire I60,

and contact 234 of lever V to wire I48. Relay G upon becoming de-energized by such a 2'24 of relay 9 wires 225 and I88, contact I89 l89 of relay g wire I90, contact I9I of relay g wires I92 and I6, winding of relay J, and wires I1, 68, I6 and 45 back to battery Q When relay G becomes energized after the train leaves section B-c-C -E, relay J continues energized by a stick circuit which is closed through battery Q wires 54, I8, 79 and EH, contact 82- 82 of circuit controller a, wire 83, contact 226 of relay g wires 22! and 86, contact 81 of relay G wires 88 and 89, contact 99 of relay G wire 9|, contact 92 of relay J, wire 93, winding of relay J, and wires 11, 68, I0 and 45 back to battery Q Relay I-I, having been de-energized when the train de-energized relay G now again becomes energized, without further action by the despatcher, when relay G2 becomes energized. With relays H and G energized, the operating circuit of signal S is closed, causing the arm of that signal to move to the proceed position. Since relay J continues energized, by a stick circuit, while the train is moving through section 0-D, and while signal S is clear, the despatcher can reverse switch F, as soon as relay G has become energized, without having to operate time release W. When the train has moved out of section C-D, relay G becoming energized, closes the operating circuit of signal S causing that signal to again display the proceed indication. It is clear, then, that with lever V in its n position, non-stick operation is provided forsignals S and S With lever V in its p position, stick operation of signals S and S is provided similarly to that of signals S and S when lever V is in its 75 position.

When a westbound train enters section C-D, relay G opens the pick-up circuit of relay 9' and then, by means-of contact 53-53", closes a shunt circuit for relay g similar to that closed for relay g by contact 48-48 of relay G Relay g is then slow in opening its front contacts and in closing its back contacts, and causes the circuit of relays H and I to be open for the interval between the opening of contact 22 of relay G and the closing of a branch path,-around this contact, through contact I84 of relay g Relay G upon becoming de-energized, opens, at contacts I4 and 85, the pick-up and stick circuits, respectively, of relay J. When the trainde-energizes relay G relay J becomes energized by a pick-up circuit which differs from the circuit.

previously traced through contact I8'I-I8'I of circuit'controller a only in that it includes a branch path which passes from wire 223, through contact 224-224 of relay g wire 214, and contact I89e-I89 of relay g to wire I90. As the train moves through section A-B, after leavin section B-C-C -E, relay J is energized by a stick circuit which differs from the stick circuit previously traced through contact 82-82 of circuit controller a, and contact 85 of relay G only in that it includes a branch path which passes through contact 228 of relay 9 If, upon the completion of an operation of switch F to its reverse position, the despatcher returns lever V to its d position before signals S and S clear, relay P continues energized by its V to its n position, without operation of release W. Such operation of switch F to its normal po'-' sition and the subsequent clearing of signalsS and S controlled by the movement of lever'V from its d to its 11. position, is similar tothe op eration of switch F to its reverse position and the subsequent clearing of signals S and S controlled by the movement of lever V from its 12 to its r position as already described.

In Fig. 2, derail F is shown in its normal 0 i derailing position and switch F, as in Fig. 1, is shown in its normal position. Primary indication relay f is now energized by current flowing from battery Q through wires 23'! and 238, contact 239-239 of circuit controller a contact 24I -24I of circuit controller a, wire 242, winding of relay and wire 243 back to battery Q by current flowing from battery Q through wires 23'! and 245, contact 246 of relay f,-wire 24?, winding of relay K, and wires 248 and 243 back to battery Q If the despatcher now wishes to reverse switch F and derail F to permit trafiic movements to or from siding Y, he will move lever V to its 1' position, and current will flow through relays L, H and I, as previously described in connection with Fig. 1. Relay L, upon becoming'energized, causes relay R to become energized in its reverse direction. Relay R, upon closing its contact IO'I -IOI completesthe reverse pick-up circuit for relay R including battery Q wire 236, winding of relay R wire 235,-

contact ID'I-IDI of relay R, and wires I48, Ill and 45 back to battery Q Relay R, upon closing its reverse contacts, completes the operating circuit previously traced in connection with Fig. 1 for motor M, which then moves switch F to its reverse position. Relay R upon becoming energized by the reverse pick-up circuit traced through contact I O'I -IO'I of relay R, causes the operation of motor M in like manner as relay R causes: the operation of motor M.

As soon as circuit controller 01. opens its con-- tact 24I-24I while switch F is being unlocked, the circuit previously traced for relay f is broken, and relay 1, then becoming de-energized, opens its contact 246, in turn. causing relay K to become de-energized. When switch F and derail F have become locked in their reverse positions, current flows in a portion of the circuit previously traced for relay 1 as far as wire 238, thence through contact 239-239 of circuit controller a contact 24I -24I of circuit controller a, wire 242, winding of relay 1, and wire 243 back to battery Q Contact 250 of relay 7 and contact 252 of relay K are connected in series and are substituted, in the circuit for relays L, H and I, in place of contact I9 of circuit controller a shown in Fig. 1. Indication relay I therefore becomes de-energized for a period lasting from the opening of contact fill-250 until the clos ing of contact 252-252 in series with contact 250-2 50* thus causing lamp e to become lighted for a corresponding period and again for a similar period from the time of opening of contact 256-250", until the closing of contact 252-252 Secondary indication relay K is energized in series with contact 250-250 when switch F and derail F have completed their operation to the reverse position. Contact 256 of circuit controller a closed only while derail F is locked in its reverse position, is inserted in the operating circuit of signals S and S between contact ill of relay L and contact I13 of circuit controller a, thus ensuring that derail F, as well as switch F, has been moved to its reverse position before signals S and S will clear. The operation when switch F and derail F are returned from the reverse to the normal position is similar to that just described and will be readily understood without further description.

In Fig. 3, each part is shown in the same position and state of energization as the similar part of Fig. 2, except that relays f and K are de-energized, whereas, in Fig. 2 they are energized. If, with the arrangement of Fig. 3, the despatcher moves lever V to its 1* position to cause the operation of switch F and derail F to their reverse positions, contact 26l of switch F will first become closed as soon as the locking mechanism of switch F starts to unlock switch F, and primary indication relay 1 will then be energized by current flowing from battery Q through wires 25B and 259, contact 28! of circuit controller a, wires 262 and 263, winding of relay 1, and wire 26:! back to battery Q The pick-up circuit for relay K will then become closed through battery Q wires 258 and 269, contact 270 of relay 1, wire 2', winding of relay K, and wires 272 and 264 back to battery Q Relay 1, upon becoming energized, opens its contact 25!l250 and, after an interval of time, relay K closes its contact 252252 in series with contact 25ll-25l] of relay 1. When the locking mechanism of derail F starts to unlock derail F a branch path will be closed around contact 26! in the circuit just traced for relay 1, this branch path passing from wire 259, through wire 265, contact 261 of circuit controller w and wire 268 to wire 263. During the interval between the opening of contact 25ll-25l and the closing of contact 252252 relay I is de-energized, thus causing lamp e to be lighted for a corresponding period. When switch F and derail F become locked in their reverse positions, contacts 26! and 26'! again open and relay 1 again becomes de-energized, causing relay K to also become de-energized. Relay I is again de-energized for a period from the opening of contact 25l]250 until the closing of contact 252-252 of relay K, causing lamp e to be lighted for a similar period. Relay K is so constructed that a greater time is required for opening its front contacts when its control circuit is broken, than is required for the opening of its back contacts when its control circuit becomes closed. It will therefore be clear that with the arrangement of Fig. 2, lamp e will be lighted for a longer period while switch F and derail F are being unlocked than while they are being locked. Whereas, with the arrangement of Fig. 3, the reverse is true, namely, that lamp 6 will be lighted for a longer period while switch F and derail F are being locked than while they are being unlocked.

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

Having thus described my invention, what I claim is:

1. In combination with a railway traffic governing device, a first control relay, a second control relay responsive only to current of greater magnitude than that required for the operation of said first relay, means for controlling the operation of said device to one position or another according as the front contacts of said second relay are closed or the front contacts of said first relay are closed while the back contacts of the second relay are closed, manually operable means for at times supplying current of one magnitude to the coils of said first relay, and manually operable means for at times supplying current of a greater magnitude to the coils of said second relay.

2. In combination with a railway traffic governing device, a first control relay, a second control relay responsive only to current of greater magnitude than that required for the operation of said first relay, means for controlling the operation of said device to one position or another according as the front contacts of said second relay are closed or the front contacts of said first relay are closed While the back contacts of the second relay are closed, manually operable means for at times supplying current to said first and second relays in series and of sufficient magnitude to operate the first relay but not the second relay, and manually operable means for at times supplying current to said first and second relays in series and of sufficient magnitude to operate the second relay.

3. In combination, a railway trafiic governing device, a first control relay, a second control relay responsive only to current of greater magnitude than that required for the operation of said first relay, means for controlling the operation of said device to one position or another according as the front contacts of said second relay are closed or the front contacts of said first relay are closed while the back contacts of the second relay are closed, a locking mechanism for said device operated in conjunction therewith, a device contact arranged to open for a brief period while said locking mechanism is looking said device and for another brief period while said locking mechanism is unlocking said device, a detector track circuit for said device including a track relay, one or more approach track circuits for said device each including a track relay, a repeater relay for each such approach track relay controlled by a front contact thereof, a snubbing circuit for each of said approach track relay repeaters including a back contact of its approach track relay, a pair of contacts for each of said approach track circuits comprising a front contact of the corresponding approach track relay in multiple with a back contact of its repeater relay, a circuit including one of said pairs of contacts for each of said approach track circuits and a front contact of said detector track relay as well as said device contact and said first and second control relays in series, an indication relay also in series with said contacts and said control relays in said circuit and responsive to the open circuit intervals of said device contact and to the open circuit interval between the opening of the approach track relay contact and the closing of the repeater relay contact of each of said pairs of contacts as well as to the opening of said detector track relay contact, indication means controlled by said indi cation relay, and manually operable means for at times supplying current to said circuit of sulficontrol relay and for at times supplying current to said circuit of suficient magnitude to operate said second control relay as well as saidfirst control relay and said indication relay.

4. In combination, a railway track circuit including a track relay, a signal for governing traffic over said track circuit, a manually operable lever having a normal position and a first and a second control position, means effective when said lever is moved from normal to said second position while said track relay is energized to cause said signal to display a proceed indication,

means causing said signal to continue to display a proceed indication when said lever is moved from said second to said first position while said track relay is energized, means causing said signal to display a stop indication when said track 20 relay becomes de-energized, means effective when said track relay becomes energized while said lever is in said second position to cause said signal to display a proceed indication without further manipulation of said lever, and means effective when said track relay becomes energized while said lever is in said first position to require the lever to be returned to normal or to said second position in order to cause said signal to display a proceed indication.

5. In combination, a railway track circuit including a track relay,'a signal for governing traffic over said track circuit, a control relay, means causing said signal to display its clear indication while said control relay is energized, an indication relay, a signal stick relay, a manually operable lever having a first and a second position, a pick-up circuit for said stick relay controlled by a contact closed while said lever is in said second position, a stick circuit for said stick relay controlled by a contact of said indication relay, a circuit including said control relay and said indication relay as well as a contact of said track relay and a contact of said stick relay in series, and means for supplying current to said circuit through a contact closed while said lever is in said first or said second position or while said lever is in any position intermediate between said first and second positions to energize said control relay and said indication relay.

6. In combination with a railway trafiic governing device, a neutral control relay, a polarized control relay responsive only to current of greater magnitude than that required for the operation of said neutral relay, means for controlling the operation of said device to one position or another according as the front and normal contacts of said polarized relay are closed or the front contacts of said neutral relay are closed while the back contacts of said polarized relay are closed, means for at times supplying current to said neutral and polarized relays in series and of sufiicient magnitude to operate the neutral but not the polarized relay, means for at times supplying current to said neutral and polarized relays in series and of sufiiicient magnitude to operate the polarized relay as well as the neutral relay, one or more approach track circuits for said device and each such approach circuit including a track relay, approach locking means for at times preventing the operation of said device when any one of said approach track relays is de-energized, manually operable means for at times energizing said polarized relay in reverse direction, and means including a front and a reverse contact of said polarized relay for at times nullifying said approach locking means.

7. In combination with a railway traffic governing device, control means for said device supplied with current by a manually operable means, an approach track circuit for said device including a track relay, approach locking means for at times preventing the operation of said device when said approach track relay is de-energized, a release relay for at times nullifying said approach locking means, an indication relay, indication means controlled by said indication relay, a circuit including said indication relay and said release relay in series, manually operable means for at times supplying current to said circuit of sufficient magnitude to operate said indication relay but not said release relay, and manually operable means for at times increasing the current supplied to said release relay to a magnitude sufficient to operate said release relay.

8. In combination, a railway switch, manually operable means for controlling the operation of said switch to one position or'the other, normal contacts operated in conjunction with said switch and arranged to be closed while said switch is in its normal position only, reverse contacts operated in conjunction with said switch and arranged to be closed while said switch is in its reverse position only, a detector track circuit for said switch including a track relay, a first approach track circuit adjoining one end of said detector circuit and including a track relay, a second approach track circuit adjoining the opposite end of said detector track circuit and including a track relay, 7

a first approach repeater relaycontrolled by said first approach track relay, a second approach repeater relay controlled by said second approach track relay, a directional approach stick relay, indication means controlled by said stick'relay, a first pick-up circuit for said stick relay controlled by a front contact of said first approach track relay and a front contact of said second approach track relay, a second pick-up circuit for said stick relay controlled by one of said normal switch contacts and a front contact of said first approach repeater relay as well as a back contact of said second approach repeater relay and a back contact of said detector track relay, a third pick-up circuit for said stick relay controlled by one of said normal switch contacts and a back contact of said first approach repeater relay as well as a front contact of said second approach repeater relay and a back contact of said detector relay, a fourth pick-up circuit for said stick relay controlled by one of said reverse switch contacts and a back contact of said second approach repeater relay as well as a back contact of said detector relay, a first stick circuit for said stick relay controlled by one of said normal switch contacts and a front contact of said detector relay as well as a front contact of said first approach track relay and a front contact of said second approach track relay, a second stick circuit for said stick relay differing from said first stick circuit only in being controlled by a back contact of said first approach repeater relay instead of by a front contact of said first approach track relay, a third stick circuit for said stick relay differing from said first stick circuit only in being controlled by a back contact of said second approach repeater relay instead of by a front contact of said second approach track relay, a fourth stick circuit for said stick relay controlled by one of said reverse switch contacts and a front contact of said first approach track relay as well as a front contact of said second approach track relay and a front contact of said detector relay, and a fifth stick circuit for said stick relay differing from said fourth stick circuit only in being controlled by a back contact of said second approach repeater relay instead of by a front contact of said second approach track relay.

9. In combination, a railway switch which in its normal position directs trafiic over a first track only and in its reverse position directs traffic from said first track to a second track or from said second track to said first track, a neutral control relay, a polarized control relay responsive only to current of greater magnitude than that required for the operation of said neutral relay, manually operable means for at times supplying current of normal polarity to said neutral and polarized relays in series and of sufiicient magnitude to operate the neutral but not the polarized relay, manually operable means for at times supplying current of normal polarity to said neutral and polarized relays in series and of sufiicient magnitude to operate the polarized relay as well as the neutral relay, manually operable means for at times supplying current of reverse polarity to operate said polarized relay to the reverse position, normal switch contacts closed only while said switch is in its normal position, reverse switch contacts closed only while said switch is in its reverse position, a detector track circuit for said switch including a track relay, a first approach track circuit adjoining one end of said detector circuit in said first track and including a track relay, a second approach track circuit adjoining the other end of said detector circuit in said first track and including a track relay, a first and a second approach repeater relay controlled respectively by said first and said second approach track relays, a directional approach stick relay controlled by said first and said second approach track relays and by said first and said second approach repeater relays as well as by said detector relay and one or more said normal and one or more said reverse switch contacts, a plurality of signals governing trafiic over said switch, means for controlling said signals by said neutral and polarized control relays, a signal back locking relay energized only when all of said signalsindicate stop, means for controllingthe operation of said switch to one position or the other according as the front and normal contacts of said polarized relay are closed or the front contacts of said neutral relay are closed while the back contacts of said polarized relay are closed, an approach stick locking relay which according to trafiic conditions at times prevents the operation of said switch, a first pick-up circuit for said stick locking relay controlled by a back contact of said detector relay, a second pick-up circuit for said stick locking relay controlled by a front and a reverse contact of said polarized relay, a third pick-up circuit for said stick locking relay controlled by one of said normal switch contacts and a front contact of said directional approach stick relay, and a stick circuit for said stick locking relay controlled by a front contact of said back locking relay.

10. In combination, a railway switch which in its normal position directs trafiic over a first track only and in its reverse position directs traffic from said first track to a second track or from said second track to said first track, a neutral control relay, a polarized control relay responsive only to current of greater magnitude than that required for the operation of said neutral relay, manually operable means for at times supplying current of normal polarity to said neutral and polarized relays in series and of sulfioient magnitude to operate the neutral but not the polarized relay, manually operable means for at times supplying current of normal polarity to said neutral and polarized relays in series and of sufficient magnitude to operate the polarized relay as Well as the neutral relay, manually operable means for at times supplying current of reverse polarity to operate said polarized relay to the reverse position, normal switch contacts closed only while said switch is in its normal position, reverse switch contacts closed only while said switch is in its reverse position, a detector track circuit for said switch including a track relay, a first approach track circuit adjoining one end of said detector circuit in said first track and including a track relay, a second approach track circuit adjoining the other end of said detector circuit in said first track and including a track relay, a first and a second approach repeater relay controlled respectively by said first and said second approach track relays, a directional approach stick relay controlled by said first and said second approach track relays and by said first and said second approach repeater relays as well as by said detector relay and one or more said normal and one or more said reverse switch contacts, a plurality of signals governing traflic over said switch, a signal back look-- ing relay energized only when all of said signals indicate stop, an approach stick locking relay controlled by said polarized relay in its reverse position and by said detector track relay and said directional approach stick relay as well as by said back locking relay and one of said switch contacts, a stick polarized switch relay, a first and a second source for supplying current to the coils of said switch relay, a first pick-up circuit for said switch relay passing from the positive side of said first source through a front contact of said neutral control relay and a back contact of said polarized control relay as well as a front contact of said stick locking relay and a front contact of said back locking relay and also a front contact of said detector track relay in series and then through the coils of said switch relay to negative side of said first source, a second pickup circuit for said switch relay passing from the negative side of said second source through a normal and a front contact of said polarized control relay and a front contact of said stick looking relay as well as through a front contact of said back locking relay and a front contact of said detector relay in series and then through the coils of said switch relay to positive side of said second source, a first stick circuit for said switch relay controlled by a back contact of said detector track relay, a second stick circuit for said switch relay controlled by a back contact of said back locking relay, a third stick circuit for said switch relay controlled by a back contact of said stick locking relay, a fourth stick circuit for said switch relay controlled by a back contact of said neutral control relay and a back contact of said polarized control relay, means including a normal contact of said switch relay for at times supplying current from said first source through any one of said stick circuits in normal direction to the coils of said switch relay, means including a reverse contact of said switch relay for at times supplying current from said second source through any one of said stick circuits in reverse direction to the coils of said switch relay, means for operating said switch to one position or the other according as said switch relay is energized in the normal or reverse direction, means for controlling through a normal contact of said switch relay and a front contact of said neutral control relay as well as a back contact of said polarized control relay and one of said normal switch contacts those of said signals which govern trafiic over said switch in its normal position, and means for controlling through a reverse contact of said switch relay andone of said reverse switch contacts as well as a front and a normal contact of said polarized control relay those of said signals which govern trafiic over said switch in its reverse position.

11. In combination; a railway switch, a neutral control relay, a polarized control relay responsive only to current of greater magnitude than that required for the operation of said neutral relay, means for controlling the operation of said switch to one position or the other according as the front and normal contacts of said polarized relay are closed or the front contacts of said neutral relay are closed while the back contacts of saidpolarized relay are closed, a plurality of normal switch contacts each closed while said switch is in its normal position, a plurality of reverse switch contacts each closed while said switch is in its reverse position, a detector track circuit for said switch including a track relay, one or more approach track circuits for said switch and each such approach circuit including a track relay, a directional approach stick relay, means controlled according to the position of said switch for causing said approach stick relay to be de-energized while one of said approach track relays is de-energized by an approaching train and causing said approach stick relay to become energized while said detector track relay is de-energized by said train and causing said approach stick relay to continue energized while said train is receding from said switch, a plurality of signals governing trafiic over said switch, an approach stick locking relay, means controlled according to the position of said switch for causing said stick locking relay to become de-energized by certain of said signals being operated away from their stop position or by certain others of said signals continuing or being operated away from their stop position while said approach stick relay is de-energized, means for at times controlling said stick locking relay by a reverse contact of said polarized relay, means for selectively controlling said signals by said neutral control relay and by said polarized control relay in its energized normal position according as said switch is in its normal or reverse position, an indication relay, a clockwork release latched normal, a first asymmetric unit through which current can flow in one direction only, a circuit including said neutral and polarized control relays and said indication relay as well as said first asymmetric unit and a front contact of said detector relay and also a normally closed contact of said clockwork release in series, a manually operable lever having a first and a second position as well as a third and a fourth and also a fifth and a sixth position, means including said lever while in said first or second positions or at any point between these two positions for supplying current in a normal direction to said circuit and of sufiicient magnitude to operate said indication and neutral control relays but not said polarized control relay, means including said lever while in said fifth or sixth positions or at any point between these two positions for supplying current in a normal direction to said circuit and of suiiicient magnitude to operate said polarized control relay as well as said neutral control relay and said indication relay, a branch path around that portion of said circuit which includes said neutral control relay and said detector relay contact as well as said first asymmetric unit and said branch path including a back contact of said approach stick relay in multiple with a back contact of said approach stick locking relay and both said approach stick relay contact and said approach stick locking relay contact in series with a second asymmetric unit through which current can flow in reverse direction only to that required for energizing said polarized control relay in its normal direction, means including said lever while in said third or fourth positions or at any point between these two positions for supplying current in reverse direction to the circuit through said branch path and of suflicient magnitude to operate said indication relay but not said polarized control relay, means including a normally closed and a normally open contact of said clockwork release for at times respectively removing said indication relay from said circuit and supplying current in reverse direction to the remaining portion of said circuit through said branch path and of suflicient magnitude to energize said polarized control relay in the reverse direction, and indication means controlled by said lever and said clockwork release as well as by said indication relay.

12. In combination with a railway trafiic governing device, a polarized relay, a control circuit including said polarized relay, means for supplying current of one polarity or the other to said control circuit, a signal for governing traffic over said device, means for opening said control circuit whenever said signal indicates other than stop, means efiective after said control circuit is opened and including a normal or a reverse contact of said polarized relay for supplying current to said polarized relay in the same direction as current was last supplied thereto before said control circuit was opened, means for operating said device to one position or another according as said polarized relay is energized in one direction or the other, and means for controlling said signal.

13. In combination with a railway traffic governing device, a control means for said device, manually operable means for at times supplying current to operate said control means, an approach track circuit for said device including a track relay, means controlled by said approach track relay for causing an indication to be displayed for a brief period when a train approaching said device de-energizes said approach track relay while said manually operable means is in the position for supplying current to operate said control means, and means controlled by said a trol relay, a second control relay responsive only to current of greater magnitude than that required for the operation of said first control relay, means for controlling the operation of said device to one position or another according as the front contacts of said second control relay are closed or the front contacts of said first control relay are closed while the back contacts of the second control relay are closed, a device contact arranged to open for a brief period While said locking mechanism is looking said device and for another brief period while said locking mechanism is unlocking said device, an indication relay responsive to the open periods of said device contact, manually operable means for at times supplying current of different magnitudes over a pair of conductors to said first and second control relays as well as said device contact and said indication relay in series, an approach track circuit for said device including a track relay, means controlled by said approach track relay for opening the circuit through one of said conductors for a period which although brief is of sufilcient duration to cause said indication re lay to respond when said approach relay becomes deenergized, and indication means controlled by said indication relay.

15. In combination, a railway traffic governing device and a locking mechanism for said device operated in conjunction therewith, a first control relay, a second control relay responsive only to current of greater magnitude than that required for the operation of said first control relay, means for controlling the operation of said device to one position or another according as the front contacts of said second control relay are closed or the front contacts of said first control relay are closed while the back contacts of the second control relay are closed, an indication relay. a first conductor extending from a remote point to a point adjacent said device, a second conductor of similar extent as said first conductor, a circuit including said first and second control relays as well as said first and second conductors in series, a signal for governing the movement of trafiic over said device, an ap-- proach track circuit for said signal including a track relay, a detector track circuit for said device including a track relay, a manually operable lever for at times supplying current to said circuit of sufiicient magnitude to operate said first control relay but not said second control relay and for at times supplying current to said circuit of sufiicient magnitude to operate said second as well as said first control relay, means for controlling said signal according to the energization of said first and second control relays, means controlled by said lever and said indication relay for so controlling said first and second control relays as to provide non-stick control for said signal while said lever is in one position and stick control for said signal while said lever is in another position, and means for so controlling said indication relay over said first and second conductors as to cause a momentary indication to be displayed while said locking mechanism is unlocking said device and again while said locking mechanism is looking said device andanother momentary indication when said approach relay becomes de-energized while said lever is in a position for clearing said signal as well as a continuous indication while said detector relay is de-energized or while said approach relay is deenergized while said lever is in a position for keeping said signal at stop.

16. In combination, a railway traffic governing device and a locking mechanism for said device operated in conjunction therewith, a neutral control relay, a polarized control relay responsive only to current of greater magnitude than that required for the operation of said neutral control relay, means for controlling the operation of said device to one position or another according as a front and a neutral contact of said polarized control relay are closed or a front contact of said neutral control relay is closed while a back contact of said polarized control relay is closed, an indication relay, a first conductor extending from a remote point to a point adjacent said device, a second conductor of similar extent as said first conductor, a circuit including said neutral and polarized control relays as well as said first and second conductors in series, a signal for governing the movement of traific over said device, an approach track circuit for said signal including a track relay, a detector track circuit for said device including a track relay, a manually operable lever for at times supplying current of normal polarity to said circuit of sufiicient magnitude to operate said neutral control relay but not said polarized control relay and for at times supplying current of normal polarity to said circuit of suificient magnitude to operate said polarized control relay in its normal direction, auxiliary manually operable means for at times supplying current of reverse polarity to said circuit of suflicient magnitude to operate said polarized control relay in its reverse direction, means for controlling said signal according to the energization of said neutral and polarized control relays, means controlled by said lever and said indication relay for so controlling said neutral and polarized control relays as to provide non-stick control for. said signal while said lever is in one position and stick control for said signal while said lever is in another position, approach locking means for at times preventing the operation of said device while said approach relay is de-energized, means including a front and a reverse contact of said polarized control relay for releasing said approach locking means, means for so controlling said indication relay over said first and second conductors as to cause a momentary indication to be displayed While said locking mechanism is unlocking said device and again while said locking mechanism is looking said device and another momentary indication when said approach relay becomes de-energized while said lever is in a position for clearing said signal as well as a continuous indication while said detector relay is de-energized or while said approach relay is deenergized while said lever is in a position for keeping said signal at stop, and means for so supplying current to said circuit that one of said conductors can be used as a common conductor for providing controls and indications in connection with one or more additional devices.

17. In combination, a plurality of railway traffic governing devices, a locking mechanism for each of said devices operated in conjunction therewith, a normal and a reverse contact for each of said devices so arranged that said normal contact will be closed only while the respective device I is locked in its normal position and said reverse contact will be closed only while said respective device is locked in its reverse position, a first indication relay, a first control circuit for said first indication relay controlled by said normal contact of each of said devices, a second control circuit for said first indication relay controlled by said reverse contact of each of said devices,

a second indication relay controlled by a front contact of said first indication relay, control means for said devices, a first conductor extending from a remote first point to a second point adjacent said devices, a second conductor also extending from said first to said second point, a circuit including said control means and a front contact of said first and of said second indication relay as well as said first and second conductors in series, a branch path including a back contact of said first and of said second indication relay in series and said branch path being in multiple with that portion of said circuit which includes said front contacts of said first and second indication relays, manually operable means for supplying current to said circuit, and indication means responsive to the open periods of said circuit caused by said front and said back contacts of said first and second indication relays.

18. In combination, a plurality of railway traffic governing devices and a contact operated in conjunction with each of said devices, a first indication relay controlled by each of said contacts, a slow release second indication relay controlled by a front contact of said first indication relay, control means for said devices supplied with current by a pair of conductors from a remote point, and indication control means also supplied with current by said pair of conductors and so controlled by said first and second indication relays as to cause an indication to be displayed for a certain period of time when any of said locking mechanisms starts unlocking the corresponding device after all the said devices have been locked and to cause an indication to be displayed for a longer or a shorter period of time when any of said locking mechanisms completes locking its device while all the other said devices are completely locked.

19. In combination, a relay for controlling a railway trafiic governing device, a second relay for controlling said device, a circuit including said two relays in series, means for controlling said first relay, means for controlling said second relay, means controlled by a front contact of said first relay for putting said device into a given condition, and means controlled by a front contact of said second relay for'putting said device into a second condition.

20. In combination, a relay, a second relay, means for selectively controlling said two relays in series by current of a given polarity, a railway track switch, means controlled by said first relay for operating said switch to a given position, and means controlled by said second relay for operating said switch to a second position.

21. In combination, a relay, a second relay, means for selectively controlling said two relays in series, a railway track switch, means controlled by said first relay for operating said switch to a given position, and means controlled by said second relay for operating said switch to a second position. I

22. In combination, a relay, a second relay, a circuit including said two relays, means for selectively controlling said two relays, a railway track switch, means controlled by. said first relay for operating said switch to a given position, and

means controlled by said second relay for operating said switch to a second position.

23. In combination, a railway track switch, a polarized relay, means for controlling said relay in normal and reverse directions, means controlled by a normal polar contact of said relay for controlling said switch, locking means for preventing operation of said switch, and means controlled by a reverse polar contact of said relay for releasing said locking means.

24. In combination, a neutral relay, a polarized relay, means for controlling said two relays, a railway track switch, means controlled by said neutral relay for controlling said switch, means controlled by a normal polar contact of said polarized relay for controlling said switch, locking means for preventing operation of said switch, and means controlled by a reverse polar contact of said relay for releasing said locking means.

25. In combination, a railway trafiic governing device, a second railway traffic governing device, a polarized relay, means for controlling said relay in normal and reverse directions, means controlled by a normal contact of said relay for controlling said first device, locking means for preventing operation of said second device, and means controlled by a reverse contact of said relay for releasing said locking means.

26. In combination, a railway signal, a track switch over which traflic movements are governed by said signal, a polarized relay, means for controlling said relay in normal and reverse directions, means controlled by a normal contact of said relay for controlling said signal, locking means for preventing operation of said switch, and means controlled by a reverse contact of said relay for releasing said locking means.

27. In combination, a railway traific governing device, a second railway traffic governing device, a polarized relay, means for energizing said relay in the normal direction, means controlled by a normal polar contact of said relay for controlling said first device, a manually controllable time element device, means controlled by said timeelement device for energizing said relay in the reverse direction upon the lapse of a measured interval of time after said relay has been energized in the normal direction, and means controlled by a reverse polar contact of said relay for controlling said second device.

28. In combination, a railway track switch, a

.polarized relay, means for energizing said relay by current of normal polarity, means controlled by a normal polar contact of said relay for controlling said switch, a manually controllable time element device, means controlled by said time element device for energizing said relay in the reverse direction upon the lapse of a measured interval of time after said relay has been energized in the normal direction, and means controlled by a reverse polar contact of said relay for controlling said switch.

29. In combination, an indication relay which becomes energized or deenergized as controlled by a railway trafiic governing device, an indication means, means controlled by said relay for energizing said indication means for a given period when said relay becomes energized, and means controlled by said relay for energizing said indication means for a different period when said relay becomes deenergized.

30. In combination, an indication relay controlled by a railway track switch, a slow-release relay controlled by said indication relay, an indication means, and means controlled by said indication relay and by said slow-release relay for controlling said indication means.

31. In combination, a railway track circuit including a track relay, a signal for governing traffi-c movements over said track circuit, a manually operable lever having a normal position and a first and'a second control position, a contact controlled by said lever and closed when said lever is in its first position, a second contact controlled by said lever and closed when said lever is in its second position, means controlled by said first lever contact and by a contact of said track relay for causing said signal to display a proceed indication while said lever is in its first position, a stick relay controlled by said second lever contact and by a contact of said track relay, and means controlled by said stick relay for causing said signal to continue to display a proceed indication when said lever is moved from its first to its second position.

32. In combination, a railway track circuit including a track relay, a signal for governing traffic movements over said track circuit, a manually operable lever having a normal position and a first and a second position, a first and a second contact controlled by said lever, each of which is closed when said lever is in its first position, a third contact controlled by said lever and closed when said lever is in its second position, a stick relay, a pick-up circuit for said relay controlled by said first lever contact, a stick circuit for said relay controlled by a contact of said track relay, a nonstick control circuit for said signal controlled by a contact of said track relay and by said second lever contact, and a stick second control circuit for said signal controlled by said third lever contact and by a contact of said stick relay.

33. In combination with a section of railway track, a switch in said section, a track relay for said section, a signal governing traific over said switch, a control circuit for controlling said signal from a distant point, a manually controlled device, a stick relay at said distant point controlled by said device and by said signal control circuit, a second stick relay adjacent said switch controlled by said first stick relay and by said track relay, and means controlled by said second stick relay for controlling said switch.

34. In combination, a railway track switch, a polarized switch relay for controlling said switch, a track circuit for said switch including a track relay, a normal and a reverse pick-up circuit for energizing said switch relay, and a stick circuit for said switch relay including one of its own polar contacts and a back contact of said track relay for retaining said switch relay in an energized condition as long as said track relay remains deenergized.

35. In combination, a railway track switch, a polarized switch relay for controlling said switch, a track circuit for said switch including a track relay, a normal and a reverse pick-up circuit controlled by a front contact of said track relay for energizing said switch relay, and a stick circuit for said switch relay including one of its own polar contacts and controlled by a back contact of said track relay for retaining said switch relay in an energized condition as long as said track relay remains deenergized.

36. In combination with a railway track switch, a polarized switch relay for controlling said switch, a manually controllable pole-changer, a track circuit for said switch including a track relay, a pick-up circuit for said switch relay including a front contact of said track relay, means including said pole-changer for supplying said pick-up circuit with current of normal or reverse polarity, and a stick circuit for said switch relay including one of its own polar contacts and a back contact of said track relay for retaining said switch relay in an energized condition as long as said track relay remains deenergized.

37. In combination with a railway track switch, a polarized switch relay for controlling said switch, a manually controllable pole-changer, a signal for governing the movement of tramc over said switch, a pick-up circuit for said switch relay which is closed when and only when said signal is controlled for indicating stop, means including said pole-changer for supplying said pick-up circuit with current of normal or reverse polarity, and a stick circuit for said switch relay including one of its own polar contacts and closed when said signal is controlled for indicating proceed.

38. In combination, a stretch of railway track, a signal for governing trafiic movements in a given direction over said stretch, a second signal for governing traific movements in a second direction over said stretch, a control relay for said first signal, a time releasing device, a time releasing contact controlled by said device and which at times becomes closed upon the lapse of a measured period of time after the beginning of an operation of said device, a stick relay, a pick-up circuit for said stick relay including a contact operated by said control relay and a contact controlled by said first signal as well as by said time releasing contact, a stick circuit for said stick relay including a contact operated by said control relay and a contact controlled by said first signal, and a signal control circuit including a contact of said stick relay for controlling said second signal.

39. In a system for safely controlling a distant switch machine and receiving distinctive indications of train progress and switch machine operation; the combination with a distant switch machine for operating a track switch, an approach locking relay at said switch machine, a control relay at said switch machine for controlling said switch machine only if said approach locking relay is energized, a lever at a local office for controlling said relay, a line circuit connecting said relay and lever, signal means at said ofiice for indicating opening of said circuit at the relay end of said line circuit, a detector track circuit associated with said track switch, and means at the relay end of said line circuit for opening said line circuit continuously so long as said detector track circuit is occupied.

40. In combination, a stretch of railway track, a control relay, a second control relay, a polarized relay, normal and reverse control circuits for said polarized relay one of which is controlled by a front contact of said first relay but not by a front contact of said second relay and the other of which is controlled by a front contact of said second relay but not by a front contact of said first relay, two signals controlled by said polarized relay for controlling traffic movements over said stretch, and means for clearing one signal or the other according as said polarized relay is energized by its normal or its reverse control circuit.

41. In combination, a railway track switch, a relay having a front and a back contact, a second relay having a front and a back contact, a polarized relay, a normal control circuit for said polarized relay including the front contact of said first relay, a reverse control circuit for said polarized relay including the front contact of said second relay, a stick circuit for said polarized relay including the back contacts of said first and second relays, and means controlled by said'polarized relay for operating said switch to its normal or its reverse position according to the direction of energization of said polarized relay.

42. In combination, two railway signals governing the movement of traflic over conflicting routes, a control relay, a second control relay, a polarized relay, normal and reverse control circuits for said polarized relay controlled by said first and second control relays respectively, stick circuits for said polarized relay controlled by both said first and second control relays, and means controlled by said polarized relay for clearing one signal or the other according as said polarized relay is energized in the normal or the reverse direction.

43. In combination, a stretch of railway track, a control relay, a second control relay, a polarized relay, normal and reverse control circuits for said polarized relay controlled by said first and second control relays respectively, normal and reversesstick circuits for said polarized relay controlled by normal and reverse contacts respectively of said polarized relay as well as by both of said control relays, two conflicting signals for controlling traffic movements over said stretch, and means for clearing one signal or the other according as said polarized relay is energized in the normal or the reverse direction.

44. In combination, a stretch of railway track, a control relay, a second control relay, a polarized relay, normal and reverse control circuits for said polarized relay one of which includes a front contact of said first relay and the other of which includes a back contact of said first relay and a front contact of said second relay, a stick circuit for said polarized relay including a back contact of said first relay and a back contact of said second relay, two conflicting signals for controlling traffic movements over said stretch, and means for clearing one signal or the other according as said polarized relay is energized in the normal or the reverse direction.

45. In combination, a section of railway track containing a switch, an approach section adjoining said switch section, a second approach section adjoining said switch section, an approach locking relay, a circuit controlled by traffic conditions in said first approach section for controlling said relay, a second circuit controlled jointly by tramc conditions in said switch section and in said second approach section for controlling said relay, and means controlled by said approach locking relay for controlling said switch.

46. In combination, a section of railway track containing a switch, an approach section adjoining said switch section, a second approach section adjoining said switch section, an approach locking relay, a switch section relay controlled by trafiic conditions in said switch section, an approach relay controlled by traflic conditions in said first approach section, a second approach relay controlled by trafii'c conditions in said second approach section, a circuit including a front contact of said first approach relay for controlling said approach locking relay, a second circuit including a back contact of said switch'section relay in series with a back contact of said second approach relay for controlling said approach looking relay, and means controlled by said approach locking relay for controlling said switch.

4'7. In combination, a section of railway track containing a switch, an approach section adjoining said switch section, a signal for governing trafiic movements through said switch section into said approach section, an approach locking relay, a pick-up circuit for said relay controlled by trafiic conditions in said switch section and said approach section, a stick circuit for said relay controlled by said signal, and means controlled by said approach locking relay for controlling said switch.

48. In combination, a stretch of railway track including a first and a second section as well as a track switch, approach locking means for at times preventing operation of said switch when a train approaches said switch, and means controlled jointly by trafiic conditions in said first section and by traffic conditions in said second section for releasing said switch.

49. In combination, a stretch of railway track including a first and a second section as well as a track switch, locking means controlled by trafiic conditions in said stretch for at times preventing operation of said switch, and means controlled jointly by traffic conditions in said first section and by traffic conditions in said second section for releasing said switch.

50. In combination, a section of railway track including a switch, a second section adjacent said switch section, locking means for at times preventing operation of said switch, and means for releasing said locking means if said switch section and said second section are both occupied by a train.

51. In combination, a section of railway track including a switch, a second section adjacent said switch section, locking means for at times preventing operation of said switch, and means for releasing said locking means if said second section is occupied by a train.

52. In combination, a railway track switch, a polarized switch relay for controlling saidswitch, a track circuit for said switch including a track relay, a normal and a reverse pick-up circuit for F energizing said switch relay, and a stick circuit for said switch relay including one of its own polar contacts and a back contact controlled by said track relay for retaining said switch relay in an energized condition as long as said track relay remains deenergized.

53. In combination, a railway track switch, a polarized switch relay for controlling said switch, a track circuit for said switch including a track relay, a normal and a reverse pick-up circuit controlled by a front contact controlled by said track relay for energizing said switch relay, and a stick circuit for said switch relay including one of its own polar contacts and controlled by a back contact controlled by said track relay for retaining said switch relay in an energized condition as long as said track relay remains deenergized.

54. In combination with a railway track switch,

a polarized switch relay for controlling said,

switch, a manually controllable pole-changer, a track circuit for said switch including a track relay, a pick-up circuit for said switch relay including a front contact controlled by said track relay, means including said pole-changer for supproaching the switch, and means for energizing said stick relay after a time interval only if said signals indicate stop and said approach relay is energized.

56. In a railroad trailic controlling system, a track switch, a switch machine for operating said track switch, a two-position circuit controller for governing said switch machine, a remotely controlled relay, operating circuits for said two-position circuit controller governed by said remotely controlled relay, holding circuits for said twoposition circuit controller governed by said remotely controlled relay, a detector track section, means opening the operating circuits of said twoposition circuit controller when said detector track section is occupied, and means preventing operation of said remotely controlled relay when said detector track section is occupied.

57. In a railroad traflic controlling system, a track switch, a switch machine for operating said track switch, a two-position circuit controller for governing said switch machine, a remotely controlled relay, operating circuits for said twoposition circuit controller governed by said remotely controlled relay, holding circuits for said two-position circuit controller governed by said remotely controlled relay, a detector track section, means opening the operating circuits of said two-position circuit controller when said detector track section is occupied, and means preventing the opening of said holding circuits for said two-position circuit controller when said detector track section is occupied.

58. In an approach locking system; a track switch; a lock relay which if deenergized prevents operation of said switch; a signal governing traffic over said switch; a detector track relay associated with said switch; an approach relay; and an energizing circuit for said lock relay including a contact closed when said signal is at stop, a back contact of said detector track relay and a front contact of said approach relay.

59. In combination, a railway switch, an approach track section remote from the switch, a detector track section adjacent to the switch, an approach control relay, a normally closed stick circuit to normally energize said relay, a track relay for said approach track section to rupture said stick circuit in response to a train traversing said approach track section, a track relay for the detector track section, a pick-up circuit for said approach control relay controlled jointly by the track relays of the two mentioned track sections, efiective to energize said approach control relay only when the track relay of the approach track section is energized and the track relay of the detector track section is deenergized, and means to control the operation of the switch rendered ineffective as long as the approach control relay remains deenergized.

60. In-combination, a railway switch, an approach track section remote from the switch, a detector track section adjacent to the switch, an approach control relay, a normally closed stick circuit to normally energize said relay, a track circuit including a track relay for said approach track section to rupture said stick circuit in response to a train traversing said approach track section, a track circuit including a track relay for the detector track section, a pick-up circuit for said approach control relay controlled jointly by the track relays of the two mentioned track circuits effective to energize said approach control .relay only when the track relay of the approach track circuit is energized and the track relay of the detector track circuit is deenergized,

and means to control the operation of the switch rendered inefiective as long as the approach control relay remains deenergized.

61. In combination, a railway switch, a trafiic governing relay adapted to permit traffic over the switch when moved to one position and to stop trafiic when moved to a second position, a normally energized approach control stick relay, a

track circuit to deenergize said stick relay in response to a train approaching said switch, a pick-up circuit, means for reenergizing said stick relay efiective only after the train has advanced beyond the track circuit and the trafiic governing relay is moved to its second mentioned position, and means to control the operation of the switch rendered effective when the approach control stick relay is energized.

62. In combination, a railway switch having a normal and a reverse position, a switch control ling relay having a normal and a reverse position to select the respective positions of the switch, despatcher controlled means to select the respective positions of the switch controlling relay, a detector track circuit adjacent the switch, an approach track circuit remote from the switch, a track relay for each of said track circuits, a normally energized approach stick relay controlled by the track relay of the approach track circuit, and circuit means controlled jointly by the stick relay and the track relay of the detector track circuit arranged to prevent, under certain trafiic conditions, the despatcher controlled means from changing the position of the switch controlling relay once a train has entered the approach track circuit until said train advances through said approach track circuit and said detector track circuit.

63. In combination, a railway track switch, a signal for governing trair c movements in a given direction over said switch, a control relay, a circuit including a front contact of said relay for controlling said signal, a switch relay, a stick circuit for said switch relay including a back contact of said control relay, an approach stick relay, a stick circuit for said approach stick relay controlled by a train approaching said signal in said given direction, a pick-up circuit for said approach stick relay including a back contact of said control relay, a pick-up circuit for said switch relay controlled by said approach stick relay, and means controlled by said switch relay for controlling said switch.

64. In a railroad traffic controlling system, a track switch, a switch machine for operating said track switch, a two-position circuit controller for governing said switch machine, a remotely controlled relay, operating circuits for said twoposition circuit controller governed by said remotely controlled relay, holding circuits for said two-position circuit controller governed by said remotely controlled relay, a detector track section, means opening the operating circuits of said two-position circuit controller when said detector track section is occupied, and means preventing a particular operation of said remotely controlled relay when said detector track section is occupied.

65. In a railroad traffic controlling system, a track switch, a switch machine for operating said track switch, a two-position circuit controller for governing said switch machine, a remotely controlled relay, operating circuits for said two-position circuit controller governed by said remotely controlled relay, holding circuits for said twoposition circuit controller governed by said remotely controlled relay, a detector track section, means opening the operating circuits of said twoposition circuit controller when said detector track section is occupied, and means effective when said detector track section is occupied to prevent the operation of said remotely controlled relay which completes one said operating circuit for said two-position circuit controller.

66. In a system of the character described, a power-operated track switch, two track circuits at the switch, one in the main track and the other in the turnout track, a lock relay controlling the operation of said switch, an energizing circuit for said relay closed only when said two track circuits are shunted, and means for rendering said circuit effective to energize said relay when the switch is in the reverse position.

67. In combination, a traffic route for a railway arranged into a first, a second and a third track section, a second railway intersecting the second track section of the first mentioned railway, a route locking circuit so'co-ntrolled as to prevent a train on the second railway from proceeding over the intersection when a train occupies the first track section; and a circuit means to release the route locking circuit by two subsequent steps, one of which is accomplished as the train in the first track section advances into the second track section, while the second step is accomplished as the train advances from the second track'section into the third track section.

68. In combination, a first, a second and a third track section for a railway track forming a traffic route over which trafiic may move in either direction, a second railway track intersecting the second track section, a route locking circuit so controlled as to prevent a train on the second railway track from proceeding over the intersection when a train enters either the first or the third track section, circuit means to release the route locking circuit when a train enters the first track section and then subsequently occupies the second and third section or when a train enters the third section and then subsequently occupies the second and first track section.

69. In combination, a trafiic route for a railway arranged into a first, a second and a third track section, a second route having a portion common with the second track section of the first mentioned route, a route locking circuit so controlled as to prevent a train on the second route from proceeding over the common portion when a train occupies the first track section; and a circuit means to release the route locking circuit by two subsequent steps, one of which is accomplished as the train in the first track section advances into the second track section, while the second step is accomplished as the train advances from the second track section into the third track section.

'70. In combination, a first, a second and a third track section for a railway track forming a traffic route over which trafiic may move in either direction, a second railway track having a portion common to the secondv track section, a route looking circuit so controlled as to prevent a train on the second railway track from proceeding over the common portion when a train enters either the first or the third tracksection, circuit means to release the route locking circuit when a train enters the first track section and then subsequently occupies the second and third section or when a train enters the third section and then subsequently occupies the second and first track section.

'71. Switch locking means for looking a track switch against operation comprising, a normally energized stick relay which is deenergized if a signal governing traffic over the track switch indicates clear while there is a train approaching such signal, a locking circuit permitting operation of said track switch including a contact closed when said signal is at stop and said stick relay is energized, and means for restoring said stick relay if two adjacent track circuits associated with said track switch are shunted simultaneously.

'72. Switch locking means for looking a track switch against operation comprising, a normally energized stick relay which is deenergized if a signal governing traffic over a track switch indicates clear while there is a train approaching such signal, a locking circuit permitting operation of said track circuit including a contact closed when said signal is at stop and said stick relay is energized, and means for restoring said stick relay if two adjacent track circuits associated with said track switch are shunted simultaneously and said track switch assumes the proper position.

'73. In switch locking means, in combination with a stretch of track, a turn-out, a switch at the turn-out, and means for operating the switch, a lock means for the switch operating means, means for making the lock means efiective upon clearing a signal controlling trafiic over the switch, and means maintaining the lock means effective only if a train is approaching the signal at the time the signal is cleared. 74. In switch locking means, in combination with a stretch of track, a turn-out, a switch at the turn-out, and means for operating the switch, a lock means for the switch operating means, means for making the lock means effective upon clearing a signal controlling traffic over the switch, and means maintaining the lock means effective only if a train is approaching the signal at the time the signal is cleared, and means automatically removing the locking, and requiring the simultaneous occupancy of two adjacent track sections, provided the signal is put to stop.

75. In an interlocking system for railroads, a railroad track switch, means for operating said track switch, a signal governing trafiic over said track switch said signal being manually operable to indicate clear or stop, approach locking means preventing operation of said track switch a predetermined time after said signal is manually caused to indicate stop whenever a train is approaching said track switch, means automatically causing said signal to indicate stop upon the passage of a train over said track switch, and'means rendering said approach locking means ineffective when said signal is caused to be automatically put to stop, said means being effective only until said signal is again manually governed.

'76. In an interlocking system for railroads, a railroad track switch, means for operating said track switch, a'signal governing traffic over said track switch said signal being manually operable to indicate clear or stop, approach locking means preventing operation of said track switch a predetermined time after said signal is manually caused to indicate stop Whenever a train is approaching said track switch, means auto-- matically causing said signal to indicate stop upon the passage of a train over said track switch, and means rendering said approach locking means inefiective when said signal is caused to be automatically put to stop, said means being effective until said signal is again manually governed.

77. In an interlocking system for railroads, a railroad track switch, a switch machine for operating said track switch, a signal governing trafiic over said track switch said signal being manually operable to indicate clear or stop, approach locking means preventing operation of said switch machine, releasing means for releasing said approach locking means a predetermined time after said signal is manually caused to indicate stop whenever a train is approaching said track switch, means automatically causing said signal to indicate stop upon the passage of a train over said track switch, and other means for releasing said approach locking means when said signal is caused to be automatically put to stop, said other means being efiective continuously until said signal is again manually governed.

78. In an interlocking system for railroads, a railroad track switch, a switch machine for operating said track switch, a free and unlockable lever for controlling said switch machine, a signal for governing trafiic over said track switch said signal being manually operable to indicate clear or stop, approach locking means preventing operation of said switch machine in response to a change in the position of said lever if said signal indicates clear, releasing means for releasing said approach locking means a predetermined time after said signal is manually caused to indicate stop whenever a train is approaching said track switch, means automatically causing said signal to indicate stop upon the passage of a train over said track switch, and other means for immediately releasing said approach locking means when said signal is caused to be automatically put to stop, said other means being efiective continuously until said signal is again manually governed.

'79. In combination, a section of railway track including a track switch, a control relay for operating the switch, a detector track circuit for the section having a track relay, a line circuit including said control relay, manually controllable contacts located at a point remote from the switch for controlling the line circuit, means controlled by said track relay for opening the line circuit continuously as long as the detector track circuit is occupied, and means associated with said manually controllable contacts for indicating when the line circuit is open.

80. In combination, a section of railway track including a track switch, a control relay for operating the switch, a detector track circuit for the section having a track relay, manually controllable contacts located at a point remote from the switch for controlling said relay, an indication relay at said remote point, a line circuit including said control relay, said indication relay and said contacts, means controlled by said track relay for opening the line circuit continuously as long as the detector track circuit is occupied, and indication means controlled by the indication relay for indicating when said line circuit is open.

81. In combination, a section of railway track including a track switch, a control relay for operatingthe switch, a detector track circuit for the section'having a track relay, manually controllable contacts located at a point remote from the switch for controlling said relay, an indication relay at said remote point, a line circuit including said control relay, said indication relay and said contacts, means controlled by said track relay for opening the line circuit continuously as long as the detector track circuit is occupied, other means adjacent the switch for momentarily opening the line circuit, and means controlled by the indication relay for distinctively indicating the continuous or momentary opening of said line circuit.

82. In a system of approach locking for poweroperated switches, the combination with a stick relay which must be energized to permit power operation of a railway track switch, of means for energizing said stick relay including a circuit closed only upon simultaneous shunting of two different but adjacent track circuits.

83. In a system of approach locking, the combination with a power-operated switch, of signals for governing traflic over said switch, a stick relay which must be energized to permit power operation of said switch, and a circuit for efiecting the energization of said relay which becomes closed in response to the movement of a train past one of said signals provided two different track circuits adjacent the switch are simultaneously shunted.

84. In a system of the character described, a power-operated track switch over which trafiic may move in opposite directions, a stick relay for controlling the operation of said switch, a detector track circuit, track circuits adjacent to said detector track circuit on each side thereof, two energizing circuits for said stick relay each closed when the detector track circuit and an adjacent track circuit in advance thereof are shunted, and means dependent upon the direction of train movement toward the switch for rendering one or the other of said circuits effective to control said stick relay.

85. In a system of the character described, a power-operated track switch, two track circuits at the switch, one in the main track and one in the turnout track, a relay for at times controlling the operation of said switch, an energizing circuit for said relay closed only when said two track circuits are shunted, and means for rendering said circuit efiective to energize said relay when the switch is in the reverse position.

86. In a system of approach locking for a power operated track switch, the combination with a lock relay of the stick type which must be ener gized to permit operation of the switch, signals for governing the movement of trafiic over the switch, a pickup circuit for said lock relay which becomes closed in response to the movement of a train past one of said signals provided two difierent track circuits adjacent the switch are simultaneously shunted, and a stick circuit for said lock relay including its own front contact and closed if said signals are at stop.

87. In a system of approach looking for a power-operated track switch, a stick relay for controlling the operation of the switch, a detector track circuit associated with the switch, two approach track circuits including one in advance and one in the rear of said detector track circuit, and two pickup circuits for said stick relay one including contacts closed when the detector track circuit and the approach track circuit in advance are simultaneously shunted and the other including contacts closed when the detector track circuit and the approach track circuit in the rear are simultaneously shunted.

88. In combination, a railway signal, an approach track circuit for said signal including a track relay, a second and a third track circuit, each of which includes a track relay, an approach locking stick relay, means for energizing said approach locking relay including a front contact of

Images