US2100791A - Multiple control apparatus - Google Patents

Description

Nov. 30, 1937. H. A. THoMsON MULTIPLE CONTROL APPARATUS 4 sheets-sheet 1 Filed Oct. 20, 1928 NNNNM. www. QNM.

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MNM QN N@ N B Awww. @www Nov.. 30, 1937. H. A. THOMPSON MULTIPLE CONTROL ARPARTUS Filad Oct. 2o, 1923 4 sheets-sheet 2 S ga Pson,

Nov. 30, 1937. H. A. THOMPSON MULTIILE CONTROL APPARATUS Filed ct. 2o,

1928 4 Sheets-Sheet 3 RNE . m NRN NN N QQ Nov. 30, 1937. H. A. THOMPSON MULTIPLE CONTROL APPARATUS 4 sheets-sheet 4 Filed oct. 20,' 192s' Y' |NVENTOR Ha A -T' 0 )TI UNITED STATES PATENT OFFICE MULTIPLE CONTROL APPARATUS Howard A. Thompson,

Edgewood, Pa., assigner to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application October 20, 1928, Serial No. 313,772

11-7 Claims.

My invention relates to multiple control apparatus and is particularly adapted for, though not limited to, the control of the railway track switches and signals in a railway switching or interlocking layout.

One feature of my invention is the provision of means for controlling each of various partly inter-inclusive groups of devices by only one manually operable means. Another feature of my invention is the provision of interlocking control without the use of mechanically interlocked levers.

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

The accompanying drawings, Figs. l to 4, inclusive, are diagrammatic views showing the constituent parts of one form of apparatus embodying my invention.

Referring first to Fig. l, a stretch of railway is shown comprising a portion of main double track road X and a. portion of an auxiliary double track road Y adjacent the junction thereof with`road X. The reference characters A, B, C, D, E and F designate, respectively, the points at which traffic enters or moves out of this stretch of railway. y

The reference characters I, la, 2 and 2a designate the rails of road X and the respective l rails of road Y. 'I'hese rails are divided by insulated joints 3 to form a plurality of track sections act-bb, bb-cc, cc-dd, cid-ee, ff-gg,

etc., section g1ghh of road X being combined with the adjoining section of road Y in one track circuit and these two sections being therefore referred to hereinafter collectively as section 7g-ii. Section hh-mm of road X is similarly combined with the adjoining section of road Y in another track circuit and these two o sections are therefore referred to hereinafter collectively as section ick-mm. n

Each track section is supplied with current by a transformer 4, the secondary winding of which is connected, through a usual impedance 5 device 5, across the rails adjacent one end of the section. The primary winding of each of the transformers 4 is continuously snip-plied with current from terminals :c and o of a suitable source. The transformer for section acl-bb 50 supplies current through a po-le-changing circuit controller 6 which is operated by a signal G adjacent point aa.

Each track section is provided with a track relay designated by the reference character T,

55* with a distinguishing suflix, and connected lla) acros the rails adjacent the opposite end of the section from the respective transformer il. Relay Tl, for section ca -bb, is of the type having a track winding 'l and a local winding 8 so as to be responsive to the direction of current supplied to section aa--bb through polechanger 6 of signal G.

The reference character H, with a suitable distinguishing suffix, designates a switch or a derail each having a normal and a reverse position and located in a track of road X or Y. A crossover, including switches I-Il and I-Ia, permits the movement of traffic from one to the other of the tracks of road X. Switches Hl and H3 join the tracks of road Y with the tracks of road X. Derails Hla, H2 and H5 performv the well known function, of protecting traflic in advance, by derailing any train which attempts to pass while the derail is in its derailing position.

With all switches in the normal position; there are only two routes for directing traffic through the stretch of railway shown, but other routes may be arranged by changing the position of one or more of the switches, a total of six routes being thus provided with the layout of tracks and switches as shown. The two normal routes include the stretches of track between points hb and dd and between points gg and mm, respectively. With switch H3 reversed and switch H4 normal, a third route is provided including the stretch of track between points iz and dd. A fourth route includes switch Hl reversed, switch I-I4a normal, and the stretch of track between points Ick and 1m. A fifth route includes switch H3 normal, switches H4 and Hita reversed, and the stretch of track between points bb and 1m. A sixth route includes switches H3, H4 and I-Illa reversed, and the stretch of track between points ii and 1m. Trafhc can move in either direction, that is, from left to right or from right to left, by each of these routes.

The reference character S, with a suitable distinguishing suffix, designates a signal placed adjacent one end of each route and which as here shown is of the semaphore type. Each of the signals Si and S3 comprise-s a main arm al or a3, respectively, and a call-on arm a2 or a4, respectively. Each main and call-on arm operates a circuit controller having a contact closed only while the respective a'rm is indicating stop as, for example, contacts 2G 332 of arm al of signal SI.

Main arm al provides a proceed indication for traffic to move from west to east, that is,

and

by the route from lclc to 1m, while track relays T8 and T9 for sections Ick-mm and min-1m, respectively, are energized. By means of callon arm a2, a slow speed indication can be provided for a move over this route while either relay T8 or T9 is de-energized. Main arm a3 of signal S3, similarly to arm al, provides a proceed indication for eastbound tralic to move from point gg to nn While relays T5, T8 and T9 are energized. By means of call-on arm a4, a slow speed indication can be given for a move over this route while one orV more of relays TG, T2 and T9 are cie-energized. Signal S5 is provided with a main arm a5, an auxiliary arm a6, and a call-arm al', main arm a5 governing traffic moves from-dd to bb and auxiliary arm a6 governing moves from d'd to iz'. Callon arm al can be used to provide a slow speed indication for either of these two routes while a track relay for a track section within the corresponding route is cle-energized. High signals SI, S3 and S5 govern moves in the normal direction of traffic and'dwarf signals S2, S4 and S6 govern moves in the reverse direction.

Each of the dwarf signals S2, S4 and S5 is provided with a main arm only which governs traflic over each of the routes beginning at that signal; for example, signal S6, while all switches are normal, governs trac over the route from point mi, to point gg; while switch H4a is normal and switch Hl is reversed, signal S6 governs traic from point im to point Ick; while switches Hlm and H4 are reversed and switch H3 is normal, signal S6 governs traffic from point 1m to point bb; and while switches H4a, H4 and H3 are reversed, signal S6 governs tra'ic from point nn to point The track sections included in each of the routes described are known as detector track sections, whereas, sections Ick-i7' and (Zd-ee in the rear of signals SI and S5, respectively, are known as approach track sections.

Each switch or derail H is operated by a motor designated by the reference character M with a distinguishing suffix. kA circuit controller, designated by the reference character b, with a distinguishing suX corresponding to that of the respective switch, is also operated in conjunction with the switch. Whereas, circuits are shown for operating switches H4 and H411. and derail H only, it is to be understood that circuits similar to those for switches H4 and Ha are provided for operating switch HI and derail Hla, and that circuits similar to those for operating derail H5 are provided for operating switch H3 and derail H2.

Relays h4 and h5, having two windings 4B and 4I, are known as switch indication relays, being so controlled by pole-changers operated by the respective switch circuit controllers b4 and b4a, and b5, as to be energized in a normal direction when the respective switches or derail occupy a normal position, and as to be energized in a reverse direction when the respective switches or derail occupy a reverse position. Relays hl, h2 and h3 are similarly controlled by switch HI and derail Hla, derail H2, and switch H3, respectively.

Relays Nl and N2 are controlled by the circuit controller contacts operated by signal arms a, and are hence known as signal indication relays.

Switches and derails H and signals S are controlled by manually operable circuit controlling devices referred to hereinafter as route levers, and which are grouped together in 4a suitable .from left to right, as shown in the drawings,

control station such as an interlocking tower. One such device is provided for each direction of traiiic through each route and one similar such device, known as a call-on lever, is provided for each call-on arm. These levers may conveniently be mounted, as shown in Fig. 4, on an operating board on which is a track diagram, known as a track model, which shows the relative locations of the switches, derails, and signals, within the stretch of railway of Fig. l. Each call-on lever is mounted on the operating board adjacent the symbol for the call-on signal which it governs. Each route lever is mounted on the operating board adjacent the symbol for the signal which governs in the respective direction over the respective route. The reference callon is painted on the operating board adjacent each call-on lever. Each route lever is distinguished by a suitable designation as to the route which such route lever controls.

Lamps are provided in the track model to indicate the position of each switch or derail. As shown for switch HI, lamp el is lighted continuously, lamp e2 is lighted when switch Hl is normal only, and lamp e3 is lighted when switch Hl is reversed only. Similar lamps for indicating the positions of other switches and derails are similarly controlled. A green or yellow lamp, adjacent each signal diagram on the track model, becomes lighted when a route relay controlled by the respective route lever is energized. A yellow lamp adjacent each call-on signal diagram is lighted while a call-on relay controlled by the respective call-on lever is energized.

Referring now toFig. 2, the circuits directly controlled by each route lever are here shown. A contact operated by each route lever is designated by the reference character K with a suitable distinguishing sulx; for example, contact KEA is operated by the route lever which controls the movement of traic from point F toward point A. Similarly, contact KAF is operated byA the route lever which controls traic in the opposite direction over the same route from point A toward point F.

The relays controlled by such route lever contacts are referred to herein as route relays. The route relays for moves toward the left are designated by the reference character g with distinguishing suffixes, and the route relays for moves toward the right are designated by the reference character r with corresponding suixes. These relays are energized by transformers |19, |84, |81, |96, |99 and 206, each of which is continuously supplied with current from terminals a: and o.

Approach locking is provided for the routes governed by high signals Sl, S3 and S5 only. This is accomplished by means of stick circuits for the respective route relays. The approach locking for each of these routes is released by the opening of the respective stick circuit by means of manually controlled time releasing devices J l or J2, or by means of a detector track circuit relay, in the respective route, being deenergized by a train. Contacts 2|5 and 225 of releases J and J2, respectively, in the approach locking circuits are so constructed as to remain closed for a measured interval of time after the operation of the respective releasing device has been started, whereas, contacts 3|5J1 and 322J1 operated by release J l, and 29252 operated by release J 2, and which are included in the circuits shown in Fig. 1, are so constructed as to open as soon as the operation of the respective releases J E or J2 has begun.

The relays in Fig. 2, which are designated by the reference character P with a distinguishing suX, are hereinafter referred to as neutral switch relays or `as ilrst switch control relays. One such relay is provided for the control of switch H3, one for each of the derails H2 and H5, one for the control of switches H4 and H4a, and one for the control of switch Hl in conjunction with that of derail Hla.

Relays of a type comprising two windings 40 and lli, and designated by the reference character U with a distinguishing sufix, are known hereinafter as first polarized signal relays. Current is supplied to winding 4B of each of these signal relays by a transformer f, which has terminals 283 and 285 and a center tapi on its secondary winding. Current of one polarity is supplied, by this transformer, to each relay U when a respective route relay for governing an eastbound move is energized, and current of the opposite polarity is supplied to each relay U when a respective route relay for governing a westbound move is energized. The primary winding of transformer f is continuously supplied with current from terminals a: and o.

Referring now to Fig. 3, the relays designated by the reference character m and having two windings liti and 4i, are referred to hereinafter as polarized switch relays or as second switch control relays, one of these being provided for each of the irst switch control relays P shown in Fig. 2.v For each switch and derail and each combination of switches or of a switch and a derail for which switch control relays are provided, there is a reverse indication relay designated by the reference character t and a normal indication relay designated by the reference character i, each being provided with a distinguishing suffix, corresponding to that of an associated switch or derail. The relays designated by the reference character Q, and having two windings 40 and 4l, are known as second polarized signal relays or as auxiliary signal control relays, one of these being associated with each rst polarized signal relay U. The circuits for controlling relays Q may be referred to as a route check circuit network since they are also controlled by switch indication relays i and t to check the positions of the various switches of the routes. The circuits shown in Fig. l and which are controlled by relays Q for controlling the signals may be referred to as a signal control circuit network. The relays designated by the reference character n are referred to hereinafter as signal back locking relays, one of these being associated respectively with each of the signal indication relays N shown in Fig. 1. lThe relays designated by the reference characters V and W are known as route locking relays, relays V being provided for eastbound moves and relays W being provided for westbound moves. The relays designated by the reference character R are known as call-on relays, these being controlled by contacts' operated by the call-on levers.

Included in the operating circuits of derail motor M5, are four asymmetric units dl, d2, d3 and dil. imilar asymmetric units, designated by the reference letter d with distinguishing suffixes, are shown in the operating circuits of switch mtors Ml and Md. Each of these units may be similar to those disclosed and claimed in Letters Patent of the United States, No. 1,640,335, granted to L. O. Grondahl, August 23, 1927 The operating circuits for switch and derail motors M, including asymmetric units d, form no part of my invention, but were invented by Lester E. Spray. Such circuits are shown, described and claimed in a patent application, Serial No. 323,286 filed December 3, 1928 by said Lester E. Spray for Multiple control apparatus.

In each of the drawings, the contacts operated by the various relays or by the time releases J are identied by numbers, such numbers having suitable distinguishing exponents when such contacts are not shown adjacent the respective relay or release by which they are operated. The

exponent for each of these contact numbers comprises the reference character and sufix of the respective relay or release. For example, the exponent RI, for contact 325R1 shown in the control of arm al of signal Sl in Fig. 1, comprises the reference character R and its suffix i of relay RI, shown in Fig. 3 and which operates contact 325m. Similarly, exponent Ji of contact 322J1 shown in the control of arm al or" signal Sl in Fig. l, comprises reference character J and suffix l of time release J I, shown in Fig. 2 and which operates contact 322m.

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

As shown in the drawings, all parts are in their normal condition, that is, each track section is clear, each switch is in its normal position, each derail is in its normal or derailing position, each signal is indicating stop, each lever on the operating board is in its normal position, and the switch indicating lamps on the operating board are so lighted as to indicate that each switch and derail is normal.

Since all signals are at stop, relays Ni and controlled by circuit controllers operated by the signals, are energized. Current, for energizing relay NI, iiows from terminal r, through contact 22 of signal SE, wire 23, contact 2li of arm afi of signal S3, contact 25 of arm a3 of signal contact 26 of arm ai of signal Si, contact 2i of arm a2 of signal SI, and winding of relay l\ l to terminal o. Current for relay N2 flows from terminal :c through contacts i6, ii and i3 of arms a7, a5 and a5 respectively of signal S5, wire 67:?, contact 2Q of signal S4, contact 2l of signal S2, and winding of relay N2 to terminal o.

Since all switches and derails are in their normal position, polarized indication relays h energized in the normal direction. Current for relay h5 flows from terminal through normally closed Contact Sila-3G of circuit controller winding 4t of relay h5, and normal contact 3l-3Ia of controller b5 to terminal o. Winding @l of each relay h is continuously supplied with current from terminals r and o. The circuits for winding Iii! of relays h2 and h3 are similar to that just described for h5 and are therefore not shown in the drawings. Winding i6 of relay hlt is energized by current flowing from terminal through normally closed contact 33 of circuit controller b4, normally closed contact 34a-34 of circuit controller hda, winding of relay h6, normally closed contact 35-35a of circuit controller bia, and normally closed contact 36 of circuit controller bfi to terminal o. Relay hl is controlled by circuit controllers, operated in conjunction with switch -il and derail I-Ila, in like manner as relay h4 is controlled, as just described, by circuit controllers bl! and bic which are operated in conjunction with switches H4 and Hdd.

Windings 4| of the second switch control relays m, shown in Fig. 3, are now energized by current flowing in their stick circuits in the normal direction through back contacts of the respective first switch control relays. Winding 39 of each relay m is continuously supplied with current from terminals .r and O. The normal stick circuit for relay mi passes from terminal through contact 8311, contact 86 of relay ml, winding 4| of relay mi, and contact 82131 to terminal o. A

normal stick circuit is also closed for each of the other second switch control relays m2, m3, m4 and m5 and, being similar to the circuit just described ior relay mi, will be readily understood from the drawings.

All switches and derails being in their normal position, normal indication relays i are now energized. The circuit for relay i5 passes from terminal x, through normal contacts 651115 and 66115, and winding of relay i5 to terminal o. Relays z'l, i2, i3 and iii are similarly controlled by normal contacts of the respective second switch control relays m and polarized switch indication relays h, and the circuits for relays y l, i2, i3 and id are therefore omitted from the drawings.

Since all route levers are in their normal position and all route relays g and 1' are therefore cle-energized, iirst polarized signal relays Ul and U2 and, in turn, windings di of second polarized signal relays Qi and Q2 are de-energized, Signal back locking relays ni and n2 are therefore energized, the circuit for relay n! passing from terminal cc, through de-energized contact |43 of relay Qi, contact |941, and winding of relay nl to terminal o. Relay n2 is energized by a similar circuit passing from terminal :0, through de-energized Contact |45 of relay Q2, contact |fl6N2, and Winding of relay n2 to terminal o.

Route locking relays V and W are energized, both a pick-up and a stick circuit for each of these relays being closed. The pick-up circuit for relay V l passes from terminal r, through contact T2, contact 53T@ in multiple with contact 5113, and winding of relay Vi to terminal o, The stick circuit of relay Vi is completed through contact 58Q2, which is closed while winding 4| of relay Q2 is either de-energized or is energized in its reverse direction, but which is open while relay Q2 is energized in the normal direction. The pick-up and stick circuits of relay V2 are similar toy those just described for Vi and will be readily understood from the drawings. The pick-up circuit for relay Wi passes from terminal through contacts di and K11-3T3, and winding or" relay Wl to terminal o. A second pick-up circuit, new open, for relay Wi includes contact i3t1 in a branch path around Contact 11219 of the first pick-up circuit. The stick circuit for relay W is completed through Contact 95621, which is closed while winding Iii of relay Qi is either de-energized or is energized in the normal direction, but which is open while relay Q! is energized in the reverse direction. A second stick circuit, now open, for relay W i includes contact 45M in a branch path around contact 35@ of the first stick circuit. The circuits for relay W2 are similar to those just rdescribed for relay W l and will be readily understood from the drawings.

As shown in Fig. 4, lamp el for switch Hl is continuously supplied with current from terminals :c and lo. Lamp e2 is Ylighted by current flowing from terminal through contact 311311, and

lamp e2 to terminal `o. Similar lamps for the other switches and derails are lighted by exactly similar circuits controlled by contacts of the respective indication relays.

I will now assume that the towerman desires to permit a train approaching point E to proceed toward point D. He therefore reverses the lever on the operating board, adjacent the diagram of signal S5, which is distinguished by the designation To D.

Contact KED in the circuit of relay g5, shown in Fig. 2, is thereby closed and relay g5 becomes energized by a circuit passing from the secondary Winding of transformer |99, through contacts 2IJ0g2, 29H2, 202g3, 20313, 294%, 295111, contact KED, winding of relay g5, and contact 268 of relay T5 back to the secondary Winding of transformer |99. Relay g5, upon becoming energized, closes its front contacts 251g5 and 261 in the circuit of rst switch control relay P5. Relay P5 thereupon becomes energized by current owing from the secondary winding of transformer |99, through the circuit of relay g5 as far as contact 20516, thence through the winding of relay P5, contact 25135, wire 286, and contact 261 of relay g5 back to the secondary winding of transformer |99. Relay P5, upon becoming energized, opens its back contacts |3915 and |39P5 in the normal stick circuit of relay m5 and then closes its front contacts |35P5, |33P5 and |4|P5 in the reverse pick-up and stick circuits of relay m5. Relay m5 now becomes energized, in the reverse direction, by current owing in its reverse pick-up circuit from terminal 3:, through contacts IIGTB, II1V1, |3312, |3614, |3115, front contact |38P5, winding 4| of relay m5, and front contact |35p5 to terminal o. Relay m5, upon closing its reverse contact |112, completes its reverse stick circuit passing from terminal 2r, through contact I4 |P5, contact |42, winding 4| of relay m5, and front contact |35P5 to terminal o.

Relay m5, upon becoming energized in reverse direction, closes its lreverse contacts 3331115 and 3381115 in the reverse control circuit of motor M5 of derail H5. Current then flows from battery L, through reverse contact 3331115, armature 334 of motor M5, asymmetric unit d2, field winding 335 of motor M5, contact 331 of circuit controller b5, asymmetric unit d4 and reverse contact 3381115 back to battery L. Motor M5 then operates derail H5 to its reverse or non-derailing position. Just at the completion of this operation of derail H5, contact 331 opens, thereby breaking the motor circuit.

During the movement of derail H5 from its normal to its reverse position, winding 49 of indication relay h5 is shunted through contacts 39e and 3 lc, and is therefore deenergized. Upon the completion of the operation of switch H5 to its reverse position, relay h5 becomes energized in the reverse direction by current flowing from terminal zr, through contact SIb-3 winding lli) of relay h5, and contact 30--30b to terminal o. When relay m5 becomes energized in its reverse direction for an operation of derail H5, as just described, the circuit of normal indication relay i5 is opened at Contact 651115. When relay h5 becomes energized in its reverse direction, the circuit for reverse indication relay t5 becomes closed and current iiows from terminal through reverse contact 651115, contact 61115, and winding of relay t5 to terminal or. When relay i5 becomes deenergized, as just described, the circuit for lamp e2 for derail H5, on the operating board, becomes opened, thereby extinguishing this lamp e2. When reverse indication relay t5 becomes energized, reverse lamp e3 for derail H5, on the operating board, becomes lighted by current flowing through a front contact or^ relay t which completes a circuit for lamp e3 for derail H5, similar to that shown for lamp e3 for switch Hl Relay t5, upon becoming energized, opens the pickup circuit of relay m5, but relay m5 continues energized by its stick circuit through front contacts |35P5 and |4|P5 as long as relay P5 continues energized.

Relay g5, upon becoming energized by the closing of Contact KED, as previously described, closes its contact 24H5 in the circuit of Winding 4| of relay U2 and also closes its contact 282g5 in the circuit of Winding 4U of relay U2. Relay U2 thereupon becomes energized in its reverse direction. The circuit for winding 4| includes the circuit of relay g5 from transformer |99 to Contact 295m", thence through winding 4| of relay U2, contact 241%5, wire 299, and iront Contact 261 of relay g5 back to the secondary winding of transformer |99. The circuit for winding 40 of relay U2 passes from terminal 285 of the secondary winding oi transformer f, throughV contact 282%5, and winding 40 of relay U2 to terminal 284 of transformer f.

With relay U2 thus energized in its reverse direction, the reverse pick-up circuit of relay Q2, through reverse contacts |98U2 and |12U2, becomes completed at contact |69 when relay t5 becomes energized upon the completion of the movement of derail H5 to its reverse position. The reverse pick-up circuit of relay Q2 passes from terminal r, through Contact |6955, contact HGH, reverse contact |12U2, winding 4| of relay Q2, and reverse Contact |68U2 to terminal o. Relay Q2 thereupon becomes energized in its reverse direction, opening the circuit of relay n2 at contact |45.

Relay Q2, upon becoming energized in the reverse direction, completes, at its reverse contact 29 EQ2, the operating circuit oi arm a5 of signal S5, and current then ows from terminal at', through contacts 28?@2, 288B, 239, 298m, reverse Contact 295m, contact 29252, back contact 293m, contacts 294m, 295T2, 29513, and 29'iT1, and the operating mechanism of arm a5 to terminal o. Arm a5 is now operated to its 45 position, and, if relay T| is energized in its normal direction, arm a5 will be further moved to its 90 position by current passing from terminal cc, through contact 23 of relay Ti, wire 29, and the 90 operating mechanism of arm a5 to terminal o.

While relay g5 is energized and relay T| is energized in its normal direction, a green lamp, designated by the letter G and mounted adjacent the diagram or" arm a5 of signal S5, is lighted by its circuit passing from terminal x, through contact Sig, normal contact 359m, and lamp G to terminal o. When relay T! is energized in its reverse direction while relay g5 is energized, a yelv low lamp, designated by the letter Y and mounted adjacent the diagram of arm a5 of signal S5, is lighted by its circuit passing from terminal :12 through contact 94955, reverse Contact 359'11, and lain-p Y to terminal o.

Arm a5, upon moving away from its stop position, opens its contact |8 in the circuit of relay N 2 which is thereby cle-energized. Referring to the circuit for relay it is clear that relay n2 Cannot again become energized until relay N2 has become energized when arm a5 has been. returned to its stop position, and until winding 4| of relay Q2 has become cle-energized due to the de-energization oi relay U2, which is in turn deenergized by the de-energization of g5 when contact KED of the respective route lever has been opened. Meanwhile, contact i33n2 is open in the pick-up circuits of relay m5, thus insuring that relay m5 cannot again be energized in its normal direction until relay g5 has been de-energized by the return of its lever to the normal position, and until arm a5 has been returned to the stop position. Upon the energization of relay Q2 in its reverse direction for the clearing of arm a5, contact 5|Q2 in the stick circuit of route locking relay W2 has been opened, thus breaking this stick circuit, but relay W2 continues energized by its pick-up circuit.

I Will now assume that with arm a5 of signal S5 indicating proceed a train approaches and deenergizes relay T4. The stick circuit of relay g5 is thereby completed at contact 228m, and passes from contact 29516 in the pick-up circuit of relay g5, through contact 229 of release J2, contacts 22'i'l`3 and 228, contact 23@ of relay g5, the winding of relay g5, and contact 268 of relay f5 back to transformer |99.

If, now, the towerman .should desire to hold the train at signal S5, he will return to its normal position the lever which operates contact KED, thereby opening this contact. However, relay g5 does not then become de-energized, sinceits stick circuit is closed, and arm a5 of signal S5 therefore continues to indicate proceed and derail H5 cannot be returned to its derailing position. The towerman can, however, de-energize relay g5 b-y the operation of release J 2 which, at the beginning of its operation, opens its contact 292J2 in the circuit of arm c5, thereby causing arm a5 to be at once returned to its stop position, but which does not open its contact 225 in the stick circuit of relay g5 until after the lapse of a measured interval of time following the opening of contact 29272. Hence, derail H5 cannot' be returned to its derailing position until va given interval of time has passed after the return of arm. a5 to its stop position.

If, instead of attempting to hold the train at signal S5, the tovverrnan has permitted the train to proceed by the route from E to D, the train upon entering section cc-dd, de-energizes relay T3, thereby opening, at contact 221, the stick circuit of relay g5 which will then become deenergized as soon as the towerman opens contact KED. The train, upon de-energizing relay T3, also opens, at contact 294', the circuit of arm a5 which then returns to the stop position. It will be noted that each of the relays T3, T6 and T8 is provided with a stick circuit and with a pick-up circuit which includes one or more route relay back contacts. Since the pick-up circuit of relay T3 includes contact l |g5, it is clear that relay T3, after being (ie-energized by a train, cannot again become energized until the towerman has opened lever contact KED and thus `de-energized relay g5. By means of this control of relay T3, stick control of arm a5 of signal S5 is provided. Stick control of arm al of signal Sl, of arm a3 of signal S3, and of arm a6 of signal S5 is provided by contacts |511, |3f4 and |02 in the pick-up circuits of stick track relays T8, TS and T3, respectively.

Relay Q2 being energized in the reverse direction at the time the train de-energizes relay T3, route locking relay W2 becomes de-energized due to the opening of contact 48T3 while contact 5|@Z is open. Relay W2, upon becoming de-energized, opens its contact |92W2 in the pick-up circuits of relay m3, thus preventing the possibility that the tovverman may, by opening contact KED and closing Contact KEB and thereby causing relay g2 and in turn relays P| and P31 to become energized, reverse the direction of energization of relay ml and then of m3 and thereby cause switch H3 to be reversed after the train has passed signal S5. While relay T3 is de-energized by the train, derail H cannot be returned to its derailing position since the pick-up circuits of relay m5 are open at contact |6T3.

I will further assume that while at least one of the relays TI, T2 and T3 is de-energized, as by a train, causing arm a5 of signal S5 to indicate stop, the towerman finds it necessary to send another train into the route controlled by arm a5. He therefore reverses the call-on lever which is mounted adjacent the diagram of signal S5 on the operating board. Contact KE, operated by this call-on lever, is thereby closed and hence call-on relay R2, shown in Fig. 3, becomes energized by current flowing from terminal through contact KE, and the winding of relay R2 to terminal o. Relay R2, upon becoming energized, closes its front contact 293m, completing the operating circuit of call-on arm a1, this operatingcircuit including the operating circuit of arm a5 as far as contact 292W, thence through front contact 293112, contacts 299 and 300 operated by arms a5 and a6 respectively of signal S5, and the operating mechanism of arm a1 to terminal o. Arm a1 is then operated to its calling-on position.

Relay R2, upon becoming energized by its pickup circuit as described, completes its stick circuit passing from terminal m, through contact |1195, contact |18 of relay R2, and the winding of relay R2 to terminal o. With this stick circuit completed, relay R2 will now continue energized although the towerman returns the call-on lever to its normal position thus opening contact KE. Arm a1 will therefore continue to display the calling-on indication until the towerman returns the lever designated To D to its normal position, opening contact KED and thereby de-energizing relay g5. While relay R2 is energized, a yellow lamp, designated by the letter Y and mounted adjacent calling-on arm a1 on the operating board, is lighted by a circuit passing from terminal :12, through contact 352112, and lamp Y to terminal o.

I will next assume that the towerman, after the preceding train has passed out of the stretch of railway shown in Fig. l, desires to permit a second train to move from point E toward point B. He therefore reverses the lever designated To B and mounted adjacent the diagram of signal S5 on the operating board, thereby closing contact KEB which completes the circuit of relay g2 passing from the secondary winding of transformer |84, through contacts |85g3, |8513, |92g4, |93, |94g5, |95f5, 204%, 205, and KEB, winding of relay g2, and back contact 252 of relay T2 to the secondary winding of transformer |84. Relay g2, upon becoming energized, closes its front contacts 255g2 and 26| in the circuit of relay P5 which then becomes energized by current flowing in the circuit of relay g2 as far as contact 2051's, thence through the winding of relay ?5, contact 255g2, wire 286, and front contact 25| 'of relay g2 to the secondary winding of |84. Winding 4| of relay m5 then becomes energized in its reverse direction, causing the operation of derail H5 to its reverse position as previously described.

Relay g2, upon becoming energized, also closes its front contact 24|g2 as wellas its front contact 26| in the circuit of relay P3. Relay P3 then becomes energized by a circuit which includes the circuit of relay g2 as far as contact 205m, thence through the winding of relay P3, contact 24|g2, wire 286, and contact 26| to transformer |84. Contact IOBtl is, however, open in the reverse pick-up circuit of relay m3 which, therefore, cannot be energized in its reverse direction until after switch HI has been reversed thus causing relay rl to become energized. However, relay g2 upon becoming energized closes its contact 353g2 as well as front contact 25| in the circuit of relay PI.

Relay PI then becomes energized by current flowing in the pick-up circuit of relay g2 as far as contact 205m, thence through the winding of relay Pl, contact 353W, wire 286, and contact 26| to transformer |84. Relay Pl, upon becoming energized, completesthe reverse pick-up circuit of relay ml which then becomes energized in its reverse direction by this circuit which is similar to that previously traced for relay m5 and which can therefore be readily understood from the drawings.

Relay ml, upon becoming energized in its reverse direction, causes the operation of switch H| and derail Hla, to their reverse positions similarly to the manner in which relay m5, upon becoming energized in its reverse direction, causes the operation of derail H5 to its reverse position as previously described, the operating circuits for switch HI and derail Hla being, however, in multiple as shown for switches H4 and H411. Upon the completion of the operation of switch Hl and derail I-Ila to their reverse positions, rclay hl becomes energized in its reverse direction by a circuit which is similar to the reverse control circuit which will hereinafter be traced for relay h4. Relay tl then becomes energized, closing its contact |05!t1 and thereby completing the reverse pick-up circuit of relay m3. Relay m3 now causes the operation of switch H3 to its reverse position, similarly to the manner in which relay m5 causes the operation of derail H5 to its reverse position as previously described.

Relay g2, upon becoming energized, causes the reverse energization of relay U2 by its contacts 245g2 and 28|f=2 which are in multiple with contacts 24'|g5 and 282%5, respectively, in the circuits previously described for relay U2. The circuit Vfor winding 4| of relay U2, however, instead of including a portion of the pick-up circuit of relay g5 as previously traced, now includes the portion of the pick-up circuit of relay g2 from transformer |84 to contact 205m, and, from wire 28S, passes through contact 26| of relay g2 to transformer |84. Relay g2, upon becoming energized, also closes its contact 35H2, thus causing a green lamp, designated by the letter G and mounted adjacent the symbol of arm a6 of signal S5 on the operating board, to become lighted by its circuit, shown in Fig. 4, passing from terminal 1L', through contact 35| g2, and lamp G to terminal o.

After the energization of relays t3 and t5, due to the operation of switch H3 and derail H5 to their reverse positions, and the subsequent reverse energization of relay Q2, the operating circuit for arm a6 of signal S5 becomes closed through contacts 298t3 and 289t5 as well as through reverse contact 29|Q2, relay Q2 having been energized in its reverse direction upon the closing of contacts |G9t5 and |'||f3. Current now flows from terminal through contacts 281622, 23813, 289'55, 290, reverse contact 29|Q2, contact 292, back contact 293m, contacts 294'13, 29512 and 298, and the operating mechanismof arm a to terminal o. Arm a6 thereupon becomes operated to its proceed position.

Approach locking of the switches and derail in the route governed by arm 'a6 is effected by means of a stick circuit for relay g2 in a manner similar to that by which approach locking is accomplished by the stick circuit previously described for relay g5. The stick circuit of relay g2 includes the pick-up circuit of relay g2 as far as contact 2f, thence through Contact 226 of release J2, contacts 22'IT3 and 223, contact 229 or" relay g2, the winding of relay g2, and contact 22 of relay r2 to transformer |84.

The train, upon de-energizing relay T3, opens the stick circuit of relay g2, and the towerman can now de-energize relay g2 by returning the lever designated To B to its normal position, thus opening contact KEB. Relay g2, upon becoming de-energized, opens, at its contacts 24l2 and 25532, the circuits of relays P3 and P5 respectively. Relay P5, upon becoming de-energized, completes the normal pick-up circuit of relay m5 passing from terminal 3:, through contacts iliiT, liiVl, 33112 and iSv/515, back contact i3d, windin r di or" relay m5, and back contact 38P5 to terminal o. Relay m5, upon becoming energized in its normal direction, completes, through its normal contact Mii, its own normal stick circuit.

Relay upon becoming energized in its normal direction, also completes the normal operating circut for motor M5 of derail H5, this circuit passing from battery L, through normal contact Zit-W5, asymmetric unit di, field wind- 335 of motor M5, Contact 336 of circuit controller asymmetric unit d3, armature 334 of motor M5, and normal contact 333m5 back to battery L. With derail HE again in its normal position, relay h5 becomes energized again in its normal direction and relay i5 then again becornes energized as previously described.

By the de-energization of relay PS, switch H3 is caused to return to its normal position similarly to the manner in which derail H5 is caused to return to its normal position by the de-energization of relay P5.

l will now assume that, with all parts again in their normal condition, the towerman desires to permit a train, approaching point B, to move toward point F. He therefore reverses the lever which is adjacent the diagram of signal S2 on the operating board and which is designated To F. He thus closes contact KEF, completing the circuit of relay r3 which passes from transformer i8?, through contacts lgl, l 8911, QtgZ, i9lf2, iiigl, ISBN, lllg, H95, lllgs, 2ll5r6 and EBF, winding of relay r3, and back contact of relay g3 to transformer i3?. Relay r3, upon becoming energized, causes the operation of switch H3 to its reverse position in a manner similar to that already described as due to the energization of relay g2.

Relay r3, upon becoming energized, also closes the circuit of relay P4, which includes the pick-up circrut of relay T3 as far as contact 2051's, thence through the winding of relay Pil, Contact 22.52r3, wire i236, and front contact 2&4 of relay r3 to transformer l'l. Relay P4, upon becoming energized, closes the reverse pick-up circuit of relay m which then becomes energized in its reverse direction. Relay m4, upon becoming energized its reverse direction, causes current to be supplied to the motors Md and Mdc of switches H4 and Hilo, respectively, which then become operated to their reverse positions. Upon the completion of the operation of switches H4 and Hta to their reverse positions, switch indication relay h4 becomes energized in its reverse direction by current iiowing from terminal fr, through contact 38 of circuit controller bil, Contact 35h- 35 o circuit controller blica, winding it of relay hlt, contact Sil-34h of circuit controller blia, and contact 13T-31a of circuit controller b4 to terminal o.

Relay r3, upon becoming energized, completes, at its contacts 2145r3 and 254, the circuit of winding 4l of relay U2, and alsol closes the normal circuit for winding 4S of relay U2, this circuit passing from terminal 283 of transformer through contact t'l, and winding lill of relay U2 to terminal 284 of transformer f. Relay U2 then closes its contacts in the normal direction. Relays t3 and te being energized, and relay Q2 being energized in its normal direction, the operating circuit of signal S2 is now completed and passes from terminal x, through contact 365621, wire 354, contact 333, wire 3%2, contacts 358W and 309Q2, and the operating mechanism or signal S2 to terminal o. Signal S2 is thereby cleared for a move over the route between points ii and 7m( Route locking of switches H4 and Hfla. is accomplished by means of route locking relay V! which becomes de-energized when a train, upon passing signal S2, de-energizes relay TB which then opens contact 56T6.

From the foregoing descriptions of typical eX- amples of operation, the controls for the remaining routes and directions of trai'hc will be readily understood by reference to the drawings.

From the examples of operation cited, it is clear that, in order to arrange any route and clear a signal for a given direction of traffic over such route, the towerrnan has only to reverse one route lever.

It is also clear that, when any route relay g or r is energized by the operation of the respective route lever to the reverse position, no other route relay can be energized 1for arranging a conflicting route or for causing a conicting movement of any switch or derail within the route or for clearing the opposing signal for the route. My invention further provides that certain switches and derails cannot be operated to a given position until certain other switches and derails have been operated to a certain given position, and that no signal can be cleared until each switch and derail within the route governed by the signal is in the correct position.

As has been described, my invention provides approach and detector track circuit locking of switches and derails and also signal indication looking of switches and derails.

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

Having thus described my invention, what I claim is:

l. In combination with a plurality of devices each of which is capable of responding in a given manner to current of one polarity and in a given different manner 'to current of the opposite polarity, a polarized relay for each of said devices, means for supplying each of said devices with said current of one polarity or the other according as the contacts of the respective said polarized relay are closed in their normal or their reverse direction, a neutral relay for each of said polarized relays, means for energizing each of said polarized relays in Vits normal or its reverse direction according as its neutral relay is energize-d or de-energized, a plurality of control relays, a manually operable contact for each of said control relays, means including the respective manually operable contact for energizing each of said control relays while certain others of said control relays are de-energized, and means for energizing each of said neutral relays while any one of a respective group of said control relays is energized.

2. In combination with a plurality of devices each of which is capable of responding in a given manner to current of one polarity and in a given diilercnt manner to current of the opposite polarity, a polarized relay for each of said devices, means for supplying each of said devices with said current of one polarity or the other according as the contacts of the respective said polarized relay are closed in their normal or their reverse direction, a plurality of control relays, a manually operable contact for each of said control relays, means including the respective manually operable contact for energizing each of said control relays while certain others of said control relays are de-energized, means for energizing each of said polarized relays with current of one polarity while any one of a respective group of said control relays is energized, and means for energizing each of said polarized relays with current of the opposite polarity while all relays in said respective group are de-energized.

3. In combination with a plurality of devices each of which is capable of responding in a given manner to current of one polarity and in a given different manner to current of the opposite polarity, a plurality of control relays, a manually operable Contact for each of said control relays, means including the respective manually operable contact for energizing each of said control relays while certain others of said control relays are de-energized, means for supplying each of said devices with current of one polarity while any one of a respective group of said control relays is energized, and means Vfor supplying each of said devices with current of the opposite polarity while all relays in said respective group are fle-energized.

Li. In combination with a plurality of devices each ci which is responsive to electric current, a plurality of polarized relays each of which while energized in one direction permits current to be supplied to a respective group of said devices and while energized in the reverse direction permits current to be supplied to a second respective group of said devices, a plurality of control relays, a manually operable contact for each of said control relays, means including the respective manually operable contact for energizing each of said control relays while certain others of said control relays are de-energized, means for energizing each of said polarized relays by current of one polarity while any one of a iirst respective group of said control relays is energized, and means for energizing each of said polarized relays by current of opposite polarity while any one of a second respective group of said control relays is energized.

5. In combination with a plurality of devices each of which is capable of responding to a suitable form of energy and in a manner according to the manner of application of said energy thereto, a plurality of control relays, a manually operable means for each of said control relays, means including the respective manually operable means for energizing each of said control relays while certain others of said control relays are de-energized, means` for supplying each of said devices with energy applied in a given manner while any one of a respective group of said control relays is energized, and means for supplying each of said devices with energy applied in a given different manner while all control relays in said respective group are de-energized.

6. In combination, a stretch of railway track, a plurality of traino governing devices for directing traffic over said stretch of track and each of which devices is capable of responding to a suitable form of energy and in a manner according to the manner of application of said energy thereto, a plurality of control relays, a manually operable device for each of said control relays, means including the respective manually operable device for energizing each of said control relays while certain others of said control relays are de-energized, means for supplying each of said governing devices with energy applied in a given manner while any one of a respective group of said control relays is energized, and means for supplying each of said governing devices with energy applied in a given different manner while all control relays in said respective group are deenergized.

7. In combination, a stretch of railway track, a plurality of track switches for directing trac over said stretch of track, a plurality of signals for governing traic over said stretch of track, a plurality of control relays, a manually operable device for each of said control relays, means including the respective manually operable device for energizing each of said control relays while certain others of said control relays are de-energized, means for operating each of said switches to one position while any one of a respective group of said control relays is energized, means for operating each of said switches to the opposite position while all the control relays of said respective group are de-energized, and means for clearing each of said signals while a respective said control relay is energized.

8. In combination, a stretch of railway track in which are included 4a. plurality of track switches each having a normal and a reverse position, a plurality of routes by any one of which traiiic can move in either direction through said stretch of track, a plurality of signals for governing trail'ic in either direction over said routes, a route relay for each traflic direction of each of said routes, a manually operable device for each of said route relays, means including the respective manually operable device for energizing each of said route relays while certain others of said route relays are de-energized, meansfor operating each of said switches to its reverse position when a route relay is energized for any route which includes said switch in such position, means for restoring each of said switches to its normal position upon t-e de-energization of all route relays which cause said switch to be operated to its reverse position, and means for clearing each of said signals when the route relay for the associated route and traiiic direction is energized.

9. In combination, a stretch of railway track in which are included a plurality of track switches each having a normal and a reverse position, a plurality of routes by any one of which traine can move in either direction through said stretch of track, a plurality of signals for governing trac in either direction over said routes, a route relay for each traiic direction of each of said routes, a manually operable device for each of said route relays, means including the respective manually operable device for energizing each of said route relays while certain others oi said route relays are lie-energized, means for continuing the energization of each of several said route relays independently of the respective manually operable device while a train is approaching the respective signal, means for operating each of said switches to its reverse: position when a route relay is energized for any route which includes said switch in such position, means for restoring each of said switches to its normal position upon the de-energization of all route relays which cause said switch to be operated toits reverse position, and means for clearing each o1" said signals when the route relay for the associated route and traffic direction is energized.

10, In combination, a stretch of railway track in which are included a plurality of track switches each having a normal and a reverse position, a plurality of routes by any one of which traffic can move in either direction through said stretch of track, a plurality of signals for governing trafic in either direction over said routes, a route relay for each trac direction of each of said rou es, a manually operable device for each of said route relays, means including the respective manually operable device for energizing each of said route relays while certain others of said route relays are de-energized, means for continuing the energization of each of several said route relays independently of the respective manually operable device while a train is approaching the respective signal, means for de-energizing each of said several route relays after a measured interval of time when such route relay is being energized by an approaching train, means for operating each of said switches to its reverse position when a route relay is energized for any route which includes said switch in such position, means for' restoring each of said switches to its normal position upon the de-energization of all route relays which ca.use said switch to be operated to its reverse position, and means for clearing each of said signals when the route relay for the associated route and traffic direction is energized.

1l. In combination, a stretch of railway track in which are included a plurality of track switches each having a normal and a reverse position, a plurality of routes by any one of which traiiic can move in either direction through said stretch of track, a plurality of signals for governing trafic in either direction over said routes, a route relay for each traic direction of each of said routes, a manually operable device for each of said route relays, means including the respective manually operable device for energizing each of said route relays while certain others of said route relays are de-energized, a control relay for each of said switches, means for energizing each of said control relays while a said route relay is energized for any route which includes the respective said switch in its reverse position, means for operating each of said switches to its reverse position while the respective control relay is energized, means for restoring each of said switches to its normal position while the respective control relay is de-energized, and means lor clearing each oi said signals when the route relay for the associated route and traiiic direction is energized.

12. In combination, a stretch of railway track in which are included a plurality of track switches each having a normal and a reverse position, a plurality of routes by any one of which tramo can move in either direction through said stretch of track, a plurality of signals for governing trafno in either direction over said routes, a route relay for each trafic direction of each of said routes, a manually operable device for each of said route relays, means including the respective manually operable device for energizing each of said route relays while certain others of said route relays are cle-energized, a control relay for each of said switches, means for energizing each of said control relays while a said route relay is energized for any route which includes the re. spective said switch in its reverse position, a second control relay for each of said switches and each of said second control relays having a normal and a reverse position, means for operating each of said second control relays to its reverse or its normal position according as the respective first control relay is energized or deenergized and when all said signals governing over said switch are indicating stop and track conditions are satisfactory, means for operating each of said switches to its reverse or its normal position according as the respective second control relay is in its reverse or its normal position, and means for clearing each of said signals when the route relay for the associated route'and traiic direction is energized.

13. In combination, a stretch of railway track in which are included a plurality of track switches each having a normal and a reverse posit on, a plurality of routes by any one of which tralc can move in either direction through said stretch of track, a plurality of signals Lor governing traffic in either' direction over said routes, a route relay for each traic direction of each of said routes, a manually operable device for each o said route relays, means including the respective manually operable device for energizing each of said route relays while certain others of said route relays are de-energized, means for operating each of said switches to its reverse position when a route relay is energized for any route which includes said switch in such position, means for restoring each of said switches to its normal position upon the de-energization of all route relays which cause said switch to be operated to its reverse position, a plurality of signal control relays each having a normal and a reverse position, means for operating each of said signal control relays to its normal or its re- Verse position according as a route relay of a respective group for governing trafilc in one direction is energized or a route relay of a respective group for governing traiiic in the opposite direction is energized, an auxiliary signal control relay for each of said first signal control relays, each said auxiliary signal control relay having a normal and a reverse position, means ior operating each said auxiliary signal control relay to its reverse or its normal position according as the respective said iirst signal control relay is in its reverse or its normal position and when all the switches of a respective route are properly arranged, and means for clearing each of said signals when the respective auxiliary signal control relay occupies the proper normal or reverse position and when each of the switches of the associated route is in the proper position.

14. In combination, a stretch of railway track in which are included a plurality of track switches, a plurality of routes by any one o1 which trafic can move in either direction through said stretch of track, a signal adjacent each end of each such route for governing traino through said route in the one direction or the other respectively, an approach track circuit for each ci several said signals each including a track relay, a detector track circuit for each route each including a track relay, a route relay for each traffic direction of each 'of said routes, a manually operable lever for each said route relay, means including the respective manually operable lever for energizing each of said route relays while the route relay for governing in the opposite direction over the same route and the route relays for all routes which conflict with said route are cle-energized, means for continuing the energization of each of several said route relays independently of its control lever while the respective approach track relay is de-energized, a time releasing device for opening the control circuit of the signal associated respectively with each of said several route relays and for de-energizing each of said several route relays upon the subsequent lapse oi a measured interval oi time and while the associated lever is in a position for not energizing said route relay, a contact of the respectivedetector track circuit relay ior the route controlled by each of said several route relays for de-energizing the respective route relay while the associated lever is in a position for not energizing said route relay, and means including said route relays for controllingr said switches and said signals.

15. In combination, a stretch cil railway track in which are included a plurality of track switches, a plurality of routes by any one of which traic can move 'in either direction through said stretch of track, a signal adjacent each end o' each such route for governing trafc through said route in the one direction or the other, respectively, a detector track circuit for each route each including a track relay, a route relay for each 'tra'ic direction of each of said routes, a manually operable `lever for each said route relay, means including the respective manually 'operable lever for energizing each of said route relays, a first control relay for each o'f said switches, means for energizing each said rst control relay through a front contact of either of the said route 'relays for any route which includes Ithe respective switch in its reverse position, a 'second control relay for each of said switches responsive to the polarity of current flowing through its windings, a normal pick-up vcircuit for each said second control relay including a front contact of the track relay for the detector track circuit in which the respective switch is located as well as a back contact of the respective first control relay and a source o'f current, a reverse pick-up circuit for each said second control relay including a front contact of the track relay for the detector track circuit in which the respective switch is located as well as a front contact of the respective rst control relay and a source of current, a normal stick circuit for each said second control relay controlled by a normal contact thereof and by a back contact of the respective rst control relay, a reverse stick circuit for each said second control relay controlled by a reverse contact thereof and by a front contact of the respective rst control relay, means for operating each said switch to its reverse or its normal position according as its second control relay is energized in its reverse or its normal direction, and means including said route relays for controlling said signals.

16, In combination, a stretch of railway track in which are included a plurality of track switches, a plurality of routes by any one of which traffic can move in either direction through said stretch of track, a signal adjacent each end of each such route for governing traic through said route in the one direction or the other respectively, a route relay for each trafc direction of each of said routes, a manually operable lever for each of said route relays, means including the respective manually operable lever for energizing each of said route relays, a polarized control relay for each of said switches, a reverse pick-up circuit for energizing each said polarized control relay in its reverse direction when a route relay is energized for any route which includes the respective switch in its reverse position, a normal pick-up circuit for energizing each of said polarized control relays in its normal direction when the route relays are de-energized for all routes which include the respective switch in its reverse position, means for operating each said switch to its reverse or its normal position according as the respective polarized control relay is energized in its reverse or its normal direction, a plurality of first polarized signal relays, means for energizing each of said rst polarized signal relays in one direction when any one of a respective group of route relays for one direction of traiiic is energized, means for energizing each of said first polarized signal relays in the opposite direction when any one of a respective group of route relays for the opposite direction of traino is energized, a second polarized signal relay for each of said first polarized signal relays and each of which controls a respective group of several said signals, a polarized indication relay for each of said switches, means for energizing each of said polarized indication relays in its normal or its reverse direction according as the respective switch is in its normal or its reverse position, a normal and a reverse indication relay for each of said polarized indication relays, an energizing circuit for each of said normal indication relays controlled by a normal contact of the respective polarized indication relay and by a normal contact of the respective polarized control relay, an energizing circuit for each of said reverse indication relays controlled by a reverse contact of the respective polarized indication relay and by a reverse contact of the respective polarized control relay, a normal and a reverse circuit for energizing each of said second polarized signal relays in its normal or its reverse direction according as the respective said rst polarized signal relay is energized in its normal or its reverse direction while all the switches in a respective route are in the proper position and while the opposing signal for said respective route is indicating stop, a signal indicating relay for each of said second polarized signal relays and which is controlled by a contact operated by each signal Which is controlled by the respective second polarized signal relay, a back locking relay for each of said signal indicating relays and which is controlled by a front contact of the respective signal indicating relay and by a contact closed While the were respective second polarized signal relay is deenergized, a route locking relay for each of several said switches which are not located in the rst track circuit in advance of a signal which governs traiic over Said switch, a pick-up circuit for eachof said route locking relays controlled by a front contact of the track relay of each track circuit between the respective switch and a signal which controls traffic o-ver said switch, a stick circuit for each of said route locking relays controlled by a contact closed while the second polarized signal relay for said signal which controls traffic over said switch is either de-energized or is energized in one direction but which contact is open while said second polarized signal relay is energized in the opposite direction for clearing said signal, a front contact of each of said route locking relays included in the pick-up circuits of the respective polarized control relays, a front contact of each back lock- I ing relay included in the pick-up circuits of each polarized control relay for switches over which trailic is governed by the signals which control the respective back locking relay, a main arm for each of said signals, a call-on arm for each of several said signals, a call-on relay for each call-on arm of said signals, a pick-up circuit for each of said call-on relays controlled by a manually operable device, a stick circuit for each of said call-on relays controlled by a front contact of each of said route relays which control the route of the main arm of the corresponding signal, means for controlling each main arm of said signals by the respective energized contact of its second polarized signal relay and by a front contact of the respective normal or reverse indication relay for each switch over which said signal governs, and means for controlling each call-on arm of said signals by a front contact of its call-on relay.

l?. In combination, a stretch of railway track in which are included a plurality of track switches, a plurality of routes by any one of which traic can move in either direction through said stretch of track, a signal adjacent each end of each such route for governing traic through said route in the one direction or the other respectively, a manually operable tra-hic device for each traiic direction of each of said routes, a main arm for each of said signals, a call-on arm for each of several said signals, a manually operable call-cn device for each of said call-on arms, means for controlling said main arms and said switches by said traffic devices, means for controlling said call-on arms by said call-on devices, a control board for said switches and signals on said control board a diagram showing the arrangement of said stretch of track and of said switches. and said signals and also on said control board said traffic devices and said call-on devices mounted adjacent the diagrams of said signals which are controlled by the respective said traino devices and said call-on devices, also on said control board a normal and a reverse lamp for each of said switches and each of which is lighted when the respective switch occupies its normal or its reverse position respectively.

I8. In combination, a plurality of devices each of which is responsive to a suitable form of energy and in a manner according to the manner of application of said energy thereto, a manually operable means for each of given partly inter-in'- clusive groups of said devices, means for applying said energy in a given manner to all the said devices in each of said given partly inter-inclusive groups when the respective said manually operable means is operated to a given position, and means for applying said energy in a given dierent manner to all the said devices in each of said partly inter-inclusive groups when said respective manually operable means is operated to a given different position.

19. In combination, a polarized switch relay for controlling operations of a railway track switch to one position or another according as said relay is energized in a normal or a reverse direction, a neutral switch relay, a normal pick-up circuit for said polarized relay controlled by a back ccntact of said neutral relay, a normal stick circuit for said polarized relay including one of its own contacts and controlled by a back contact of said neutral relay, and a reverse control circuit for said polarized relay controlled by ra iront contact of` said neutral relay.

20. In combination, a polarized switch relay for controlling operations of a railway track switch to one position or another according as said relay is energized in a normal or a reverse direction, a neutral switch relay, a normal pick-up circuit for said polarized relay, a normal stick circuit ior said polarized relay controlled by a back contact of said neutral relay, and a reverse control circuit for said polarized relay controlled by a front Contact of said neutral relay.

2l. In combination, a railway track switch, a polarized switch relay for controlling operations of said switch to one position or another according as said relay is energized in a normal or a reverse direction, a polarized indication relay energized in a normal or a reverse directiondaccording as said switch is in said first or said second position respectively, a normal indication relay controlled only by a normal polar contact of said switch relay and by a normal pola-r contact of said polarized indication relay, a reverse indication relay controlled only by reverse polar contact of said switch relay and by a reverse polar contact ci said polarized indication relay, and means controlled by said normal and reverse indication relays for controlling said switch.

22. In combination, a railway track switch, a polarized switch relay for controlling operations of said switch to one position or another according as said relay is energized in a normal or a reverse direction, a polarized indication relay energized in a normal or a reverse direction according as said switch is in said first or said second position, a normal indication relay controlled by a normal polar contact of said switch relay and by a normal polar contact oI" said polarized indication relay, a reverse indication relay controlled by a reverse polar contact of said switch relay and by a reverse polar contact of said polarized indication relay, and means controlled by said normal and reverse indication relays for controlling said switch relay.

23. In combination, a raiiway track switch controlled from a point remote from the switch, a polarized switch relay governed from said remote point for controlling operations of said switch to one position oranother according as said relay is energizedin a normal or a reverse direction, a polarized indication relay energized in a normal or a reverse directionraccording as said switch is in said first or said second position, a normal indication relay controlled by a normal polar Contact of said switch relay and by a normal pola-r contact of said polarized indication relay, a reverse indication relay controlled by a reverse polar contact of said switch relay and by a reverse polai` contact of said polarized indication relay, and indication means at said remote point controlled by said normal and reverse indication relays.

24. In combination, a stretch of railway track including a plurality of traffic governing devices distributed among a plurality of routes, a diagram of said stretch, a plurality of control devices one for each of said routes arranged at the representations of the corresponding entrance ends of said routes in said diagram, and means controlled by each of said control devices for operating a plurality of the traffic governing devices of the associated route.

25. In combination, a plurality of partly interinclusive groups of operable devices, a diagram showing the relative locations of said groups, a plurality or" control instruments one for each of said groups arranged at the representations of the corresponding groups in said diagram, and means controlled by each of said instruments for operating a plurality of the devices of the associated group.

26. Railway control apparatus comprising a control board, a plurality of track switches and signals for a plurality of routes', a diagram on said board showing the relative locations of said switches and signals as well as said routes, a plurality of devices mounted on said board one for each of said routes at one end of the representation of the corresponding route, and means controlled by each of said devices for causing certain switches of its route to be operated and for causing a signal for its route to be cleared.

27 Railway control apparatus comprising a control board, a plurality of track switches which can be arranged to form a plurality of partly inter-inclusive routes over a given stretch of track, a diagram on said board showing the arrangement of said routes, a plurality of devices mounted on said board one for each of said routes at one end of the representation of the corresponding route, and means controlled by each of said devices for causing operation of all the switches which are included in its route in a reverse position.

2S. In combination, a plurality of railway track switches which can be arranged to form a plurality of routes over a given stretch of track, a signal for governing traiiic movements over each of said routes, a control device for each of said routes, and means controlled by each of said control devices and interlocked non-mechanically for operating certain switches of its route and for clearing the signal for its route.

29. In combination, a stretch of railway track including a plurality of switches, a signal for governing traiiic movements over said stretch, a control device, and means controlled by said device and interlocked non-mechanically for operating certain said switches and for clearing said signal.

30. In combination, a plurality of railway track switches which can be arranged to form a plurality of partly inter-inclusive routes over a given stretch of track, a control device for each of said routes, and means controlled by each of said control devices and interlocked non-mechanically with means controlled by certain other said control devices for operating all the switches which are included in its route in a reverse position.

3l. In combination, a stretch of railway track, a route including a plurality of track switches or directing traflic through said stretch, a stick relay, a manually operable device, a second manually operable device, a pick-up circuit for said stick relay controlled by said first device, a stick circuit for said stick relay controlled by said second device, and means controlled by said stick relay for controlling vsaid switches.

32. In combination, a stretch of railway track, a route including a plurality of track switches for directing traiiic through said stretch, a stick relay, a manually operable device., a pick-up circuit for said stick relay controlled by said manually operable device, a stick circuit for said stick relay controlled by traffic conditions, and means controlled by said stick relay for controlling said switches.

33. In combination, a rst, a second, and a third railway track switch, a rst, and a second manually operable device, means controlled by said rst device for operating said first switch, means controlled by said second device for operating said second switch, means controlled by said rst device for `operating said third switch, and means controlled by said second device interlocked non-mechanically with means controlled by said first device for operating said third switch.

34. In combination, a railway track switch, a second railway track switch, a signal for governing` traic movements over said switches, a manually operable device, a second manually operable device, means controlled by said rst device for operating said irst switch, means controlled by said second device for operating said second switch, and means controlled by said first and second devices and interlocked non-mechanically with said switch operating means for clearing said signal.

3.5.y In combination, a railway track switch, a

second railway track switch, a signal for governing traiiic movements over said switches, a manually operable device, a second manually operable device, means controlled by said rst device for operating said rst switch, means controlled by said second device for operating said second switch, and means controlled by said rst switch and by said second device and interlocked nonmechanically with said switch operating means for clearing said signal.

36. In combination, a plurality of railway track switches, a manually operable device, a second manually operable device operated independently of said rst-device, means controlled by said iirst device for operating each of said switches to a given position and means controlled by said second device. interlocked non-mechanically with means controlled by said iirst device for operating each of said switches to a given position.

` 37. In combination, a railway track switch, a second railway track switch, a manually operable device, a second manually operable device interlocked non-mechanically with said iirst device, means controlled by said rst and second devices for operating each of said switches to a given position, and means controlled by said rst and second devices for operating each of said switches to a second position.

38. A relay interlocking system, comprising a plurality of partly inter-inclusive groups of control relays, and means including back contacts of all the relays of each of said groups for controlling a corresponding relay of another of said groups.

39. A relay interlockingsystem, comprising a plurality of partly inter-inclusive groups of control relays, and means controlled by all the relays of each of said groups for controlling a corresponding relay of another of said groups.

40. A relay interlocking system, comprising a plurality of control instruments, a plurality of partly inter-inclusive groups of control relays, and means controlled by each of said groups and by one of said instruments for controlling a corresponding relay of ano-ther of said groups.

41. A relay interlocking system, comprising a plurality of manually controllable instruments, a plurality of partly inter-inclusive groups of control relays, and means controlled by back contacts of the relays of each 'of said groups and by one of said instruments for controlling a corresponding relay of another of said groups.

42. A relay interlocking system, comprising a plurality of manually controllable instruments, a plurality of partly inter-inclusive groups oi control relays, and means controlled by each of said groups and by one of said instruments for controlling a corresponding relay of another or" said groups.

43. In combination, a stretch of railway track including a plurality o traic governing devices distributed among a plurality of routes, a plurality of control devices one for each of said routes, and means controlled by each of said control devices and interlocked non-mechanically with means controlled by certain other said oontrol devices for operating a plurality of the traic governing devices as necessary for the associated route.

44. In combination, a plurality of partly interinclusive groups of operable devices, a plurality of control instruments one for each of said groups, and means controlled by each of said instruments and interlocked non-mechanically with means controlled by certain other said instruments for operating a plurality of the devices as necessary for the associated group.

45. In combination, a railway track switch, a rst manually operable contact, a second manually operable Contact mechanically independent of said iirst contact, a rst relay controlled by said rst contact for controlling said switch to a given position and a second relay controlled by said second contact and electrically interlocked with said iirst relay for controlling said switch to the same position as said first relay.

46. In combination, a stretch of railway track including a plurality of traffic governing devices distributed among a plurality of partly interinclusive routes, a plurality of independently operable manual control instruments, and means controlled in response to a single operation of each of said instruments for arranging the tram-c governing devices as necessary for a corresponding one of said routes.

47. In combination, a stretch of railway track including a plurality of switches and signals for governing traiiic movements over a plurality of partly inter-inclusive routes, a plurality of independently operable manual control instruments, and means controlled by each of said instruments for arranging the switches as necessary for a corresponding route and for clearing the signal for the same route.

48. In combination, a stretch oi railway track including a plurality of switches and signals for governing traiiic movements over a plurality of partly inter-inclusive routes, a plurality of independently operable manual control contacts, and a plurality of interlocked instruments controlled by said contacts for arranging the switches and clearing the signals for said routes.

49. In combination, a railway track switch, an approach track section, a signal for governing tramo movements over said switch'from said ape proach section, a normally deenergized approach locking relay, manual means for controlling said signal, means controlled by said signal controlling means for energizing said relay, means controlled by a train in said approach section for retaining said relay in its energized condition, means for operating said switch between normal and reverse positions, and means controlled by said relay for at times preventing an operation of said switch.

50. In combination, a railway track switch, a signal for governing traffic movements over said switch, a normally deenergized approach locking relay, a manually operable device, means including said device for energizing said relay, a normally energized track relay which becomes deenergized if a train approaches said switch, a stick circuit including a back contact of said track relay for retaining said approach locking reiay in its energized condition, means for clearing said signal only after said approachv locking relay has become energized, and means for subsequently operating said switch only after said approach locking relay has become deenergized.

5l. In combination, a railway track switch, an approach locking relay, a manually operable device, means including said device for energizing said relay, a normally energized track relay which becomes deenergized if a train approaches said switch, a stick circuit including a back contact of said track relay for retaining said ap-Y proach locking relay in Aits energized condition, means for operating said switch to a given position only after said approach looking relay has become energized, and means for subsequently operating said switch to a second position only after said approach locking relay has been dcenergized.

52. In combination, a stretch of railway track, a signal for governing trafc movements from a given direction over said stretch, a second signal for governing trac movements from a second direction over said stretch, an approach locking relay, a manually operable device, means including said device and a train approaching said rst signal for controlling said relay, means for clearing said first signal only after said relay has been energized, and means for clearing said second signal only when said relay is deenergized.

53. In combination, a section of railway track, a traic governing device associated with said section, an approach section, a manually operable device, an approach locking relay, means including said device for energizingv said relay, means controlled by a train in said approach section for retaining said relay in the energized condition, means controlled by a train in said first section for deenergizing said relay, and means controlled by said relay for controlling said traffic governing device.

54. In combination, a stretch of railway track containing a switch, a manually operable device, a. stick relay, an approach track section for said switch, a pick-up circuit for said relay including said manually operable device, a Stick circuit for said relay energizable only when said approach section is occupied and said iirst section is unoccupied, and means controlled by said relay for controlling said switch.

55. In combination, a railway track switch, an indication relay controlled in accordance with the position oi said switch, and means controlled by said indication relay according to traic conditions for controlling said switch.

,56, lIn combination, a railway track switch, an

indication relay controlled by said switch, a signal for governing traflic movements over said switch, and means controlled by said indication relay according to the condition of said signal for controlling said switch.

57. In combination, a railway track switch, an indication means controlled by said switch, a signal for governing traii'ic movements over said switch, and means controlled by said signal according to the condition of said indication means for controlling said switch.

58. In combination, a railway track switch, an indication means controlled in accordance with the position of said switch, and means controlled by traiiic conditions according to the condition of said indication means for controlling said switch.

59. In combination, a stretch of railway track, a main signal and a call-on signal for governing the movement of traine through said stretch, a control relay, a signal circuit for clearing said main signal including a front contact of said control relay and a contact controlled in accordance with traic conditions in said stretch, a signal circuit for clearing said call-on signal including a front contact of said control relay, means including a signal lever at a remote point for energizing said control relay, and manually operable means associated with said lever for effecting the closing of the circuit for said call-on signal in the event that said main signal fails to clear when said control relay is energized.

60. In combination, a stretch of railway track, a main signal and a call-on signal for governing the movement of traic through said stretch, a signal relay, circuits controlled by said relay for clearing said main signal and for clearing said call-on signal, selecting means included in said circuits and arranged to permit the clearing of said main signal provided only said stretch is unoccupied and to prevent the clearing of said call-on signal when said main signal is cleared, and manually operable means for controlling said selecting means to clear said call-on signal, whereby a signal may be cleared for said stretch even though the stretch is occupied.

61. In combination, a section of railway track having a track relay, a main signal and a call-on signal for governing the movement of traffic through said section, a signal relay, a circuit for clearing the main signal closed only when the signal relay and the track relay are energized, a circuit for the signal relay including a manually controllable contact, a second relay, a circuit for clearing the call-on signal closed only when the signal relay and the second relay are energized, manually operable means for energizing the second relay, and means for preventing the clearing of the call-on signal except when the main signal is in its most restrictive condition.

62. In combination, a railway signal, a signal relay for controlling said signal, a control cir cuit for said relay, a call-on relay for controlling said signal, a manually controlled pickup circuit for said call-on relay, and a stick circuit for said call-on relay including a front contact of said signal relay.

63. In combination, a plurality of partly interinclusive traic routes each including a plurality of railway switches, a signal to govern traffic over `each route, a remote controlled switch controlling relay for each switch of each route to govern the operation of the switch, a remote controlled signal controlling relay to govern the operation of each signal, and circuit means to render each remote controlled signal controlling relay neffective to clear a corresponding signal unless each switch of the route over which traiic is governed by that signal agrees as to position with its remote controlled switch controlling relay.

64. In combination, a plurality of partly interinclusive tralic routes each including a plurality of railway switches, a signal to govern traic over each route, a remote controlled switch controlling means for each switch to govern the operation of the switch, a remote controlled signal controlling relay to govern the operation of each signal, and a check looking circuit for each route controlled by the switch controlling means of each switch of the route and arranged to render the remote controlled signal controlling relay for the signal which governs trac over the route ineiective to clear that signal unless each switch of the route agrees as to position with its respective remote controlled switch controlling means.

65. In combination, a railway switch having a normal and reverse position, a circuit controlling device controlled by said switch adapted to occupy one given position when the switch is normal and to occupy a second given position when the switch is reversed, a remote controlled switch controlling means having a normal and reverse position to establish the normal and reverse positions of said switch respectively, a circuit controlled by said circuit controlling device and said switch controlling means arranged to be closed only when said circuit controlling device and said switch controlling means both occupy their normal position or when both occupy their reverse position, a repeater relay controlled by said circuit and energized only when said circuit is closed, and a signal circuit to govern tramo over the switch closed only when said repeater rela-y is energized.

66. In combination, a plurality of intersecting railway tracks, trackway devices each having a normal and a reverse position capable of difierent combinations as to their normal and reverse positions to arrange said trackway into different routes, a signal for each route, remote controlled means having a normal and a reverse position for each trackway device to establish the ccrresponding position of its trackway device, a remote controlled relay for each signal to govern the operation of the signal, a circuit controlling means for each trackway device adapted to assume a normal or a reverse position in response to the normal or reverse position of the trackway device, a check locking circuit for each route controlled by the remote controlled means and the r circuit controlling means of each trackway dcvice of the route arranged to be closed only when there is agreement as to position between the remote controlled means and the circuit controlling means of each trackway device of the route, and means controlled by each check locking circuit to render the remote controlled relay ineffective to clear the signal for the route unless said circuit is closed.

67. In combination, a trail'ic route including a plurality of railway switches, a signal to govern tranic over the route, a remote controlled switch controlling relay for each switch of the route to govern the operation of the switch, a remote controlled signal controlling relay to govern the operation of the signal, and circuit means to render the remote controlled signal controlling relay ineiective to clear the signal unless each switch of the route agrees as to position with its remote controlled switch controlling relay.

Cil

68. In combination, a tramo route including a plurality of railway switches, a signal to govern traiiic over the route, a remote controlled switch controlling means for each switch to govern the operation of the switch, a remote controlled signal controlling relay to govern the operation of the signal, and a check locking circuit for the route controlled by the switch controlling means of each switch of the route and arranged to render the remote controlled signal controlling relay ineiective to clear the signal unless each switch of the route agrees as to position with its respective remote controlled switch controlling means.

69. In combination, a railway track switch, a rst signal for governing traffic in one direction over the switch, a second signal for governing traiiic in the opposite direction over the switch, a first manually operable contact, a second manually operable contact mechanically independent of said iirst Contact, a relay controlled by said first contact for controlling said switch and said first signal, and a second relay controlled by said second contact and electrically interlocked withv said iirst relay for controlling said switch and said second signal.

70. In combination, a stretch of railway track including a track switch, a plurality of signals for governing the movement of traflic over said switch, a plurality of independently operable manual control levers including one for each signal, and means controlled in response to a single operation of any one of said levers provided no other lever has been operated for operating said switch and for selectively clearing the signal corresponding to said lever.

71. In combination, a stretch of railway track including a plurality of track switches, a plurality of signals for governing the movement of traiic over said switches, a plurality of independently operable manual control levers including one for each signal, and means controlled in response to the operation of any one of said levers provided no other lever has been operated for operating each of said switches and for clearing the signal corresponding to said lever. Y

72. In combination, a stretch of railway track including a two position track switch, means for governing the movement of traiiic over a plurality of routes each including said switch cornprising a signal at the entering end of each route, a plurality of independently operable manual control levers including one for each route, each having a normal and a reverse position, and means eective when any one of said levers is moved to its reverse position provided the remaining levers are in their normal positions for operating said switch to renderV available the route corresponding to said lever and for automatically clearing the signal for said route when said route is rendered available.

73. In combination, a stretch of railway track including a two position track switch, means for governing the movement of traic over a plurality of routes each including said switch ccmprising a signal at the entering end of each route, a plurality of independently operable manual control levers including one for each route, each having a normal and a reverse position, a relay for each lever, means effective when any lever is moved to its reverse position for energizing the corresponding relay provided none oi the remaining relays are energized; means controlled by each relay when energized for operating said switch to render available the route cor- Vresponding to said lever, and for automatically clearing the signal for said route when said route is rendered available.

74. In combinationj a stretch ci railway track; a signal at each end or said stretch, each governing movement of traiiic into said stretch; a free and unlockable lever for governing each of said signals; a track switchV at an intermediate point in said stretch of track; a free and unlockable lever for said track switch; and unitary timing means effective at times to prevent the operation of said track switch in response to its lever, and. at other times to prevent a reversal of traino movement permissionby said signals over a particular route, said means being effective for a predetermined time following the restriction of traffic movement over such route.

'25. In combination, a circuit, extending oetween two electroresponsive signal operating mechanisms respectively associated with the opposits ends of a section of railway track over which tramo is to move in either direction and containing a track switch, a current source at each end ci' the circuit for supplying current to said circuit but normally disconnected therefrom, a central ofiice controlled relay associated with each end of the circuit, means governed by each central office controlled relay vwhen energized to connect the associated current source with said circuit, signals governed by said mechanisms to permit `traiiic tofmove through the section in a direction determined by the end at which said circuit is supplied with current, and contacts in said circuit assuming a position in accordance with the position assumed by said track switch.

T6. In combination, a stretch of railway track,

a signal at eachend of said stretch each governing movement of traino into said stretch, a track switch at an intermedite point in said stretch, a route wire extending from one to the other of said signals and including a contact closed only if said switch is in a position to establish a route over said stretch and connected at each end to the same terminal of a source of current, an electroresponsive means associated with each of said signals for controlling such signal, and manually controllable means for each such eleotroresponsive means for connecting that end of the route wire to the opposite terminal of said source and including the associated electroresponsive means in said route wire.

77. In combination, a stretch of railway track, a signal at each end of said stretch each governing movement of traffic into said stretch and each comprising electroresponsive means for governing the aspect displayed by the signal, a track switch at an intermediate point in said stretch, a route wire extending from one to the other ci said signals and including a contact closed only if said switch is in a position to establish a route over said stretch and connected at each end to the same terminal of a source of current, and manually controllable means for each such signal for connecting the corresponding end of the route Wire to the opposite terminal of said source in series with the electroresponsive means oi the signal at that end of the route wire.

T8. In combination, a stretch of railway track; two signals, each governing movement of traiiic into said stretch; manual control means for each of said signals; a track switch at an intermediate point in said stretch of track; manual control means for said track switch; and a time element means for each of said signals effective, when a train is in approach to that signal, to prevent both the response oi said track switch to its manual control means and the response of said other signal to its manual control means `for a predetermined time after that 'signal having a train in approach thereto has been caused to display stop by its manual control means.

7 9. In combination; a stretch of railway track; a signal at each end of said stretch, each governing movement of trailic into said stretch; manual control means for .each of said signals; a track switch at an intermediate point in said stretch of track; manual control means for said track switch; and a time element means for one of said signals effective, when a train is in approach to that signal, to prevent both the response of said track switch to its manual control means and the response of said other signal to its manual control means for a predetermined time after that signal having a train in approach thereto has been caused to display stopl by its manual control means.

In combination; a stretch of railway track; two signals, each governing movement of trafc into said stretch; a free and unlockable lever for each of said signals; a track switch at an intermediate point in said stretch of track; a free and iLnlockable lever for said track switch; and a time element means for each of said signals effective, when a train is in approach to a signal, to prevent both the response of said track switch to its lever and the response of said other signal io its lever for a predetermined time after the iirst signal has been manually caused to display stop.

8l. In combination; a stretch of railway track; a signal at each end of said stretch, each governing movement of tra'lic into said stretch; a free and unlockable lever for each of said signals; i.' track switch at an intermediate point in said stretch of track; a free and unlockable lever for said track switch; and a time element means for one of said signals eiective, when a train is in approach to a signal, to prevent both the reviponse of said track switch to its lever and the response of said other signal to its lever for a predetermined time after the rst signal has been manually caused to display stop.

82. In combination, a stretch of railway track, two signals governing the entrance of trail-lc into said stretch by indicating proceed or stop, a free and unlockable lever for each of said signals, each of said levers so controlling its respective signal that it can be caused to indicate proceed only when traiiic conditions are proper in said stretch, and a time measuring means effective under certain traic conditions when one of said signals is caused to indicate stop after indicating proceed, to measure off a predetermined time before the other signal can be caused to indicate proceed in accordance with traffic conditions.

83. In combination, a stretch of railway track, two signals governing the entrance of trafiic into said stretch by indicating proceed or stop, a free and unlockable lever for each of said signals for causing such signal to at times indicate proceed, and a time measuring means effective under certain traflic conditions when one of said signals is caused to indicate stop after indicating proceed to prevent the other signal from indicating proceed for a predetermined time interval.

84. In combination with a detector section of railway track containing a track switch, having an adjacent approach section, a first signal for governing the movement of trafic from said approach section into said detector section, a second signal for governing the movement of trafc in the opposite direction into said detector section, manual control means for the switch, and for each signal, and time measuring means effective when the approach section is occupied and the first signal has been cleared to prevent the response of the switch to an operation of its manual control means and to also prevent the clearing of the second signal by an operation of its manual control means for a predetermined time after the rst signal is manually restored to stop.

85. In combination with a stretch of railway track having an adjacent approach section, a rst signal for governing the movement of trafc from said approach section into said stretch, a second signal for governing the movement of tralc in the opposite direction into said stretch, a control contact for each or" said signals, and a locking relay effective when the rst signal has been cleared in response to the closing of its control contact and the approach section is occupied, to prevent the clearing of the second signal in response to the closing of its control contact, for a predetermined time after said rst signal has been put to stop.

86. In an interlocking system for railroads, a track section having a track relay, a signal governing the movement of traic overV said vtrack section in one direction, a manually controlled relay for controlling said signal, a directional stick rela-y associated with said track section, a pick-up circuit for said directional stick relay including a front contact of said track relay, a stick circuit for said directional stick relay including a contact closed when the manually controlled relay is deenergized, and traic controlledmeans governed by said directional stick relay.

87. In a relay interlocking system for railroads, a stretch of railway track comprising a detector section including a track switch, and a. second section, each having a track relay, a pair of manually operable control relays including one for each end of the stretch for establishing direction of traflic movement through the stretch, a route locking relay having a pick-up circuit including a front contact of the track relay for the second section and a stick circuit controlled in accordance with the trame direction established by said control relays, and a control circuit for the switch including manually controlled contacts and controlled by front contacts of the route locking relay and of the detector section track relay. A

88. In a relay interlocking system for railroads, a track layout comprising a plurality of track sections including a detector section containing a track switch, a track relay for each section, electrically interlocked manually operable control relays for establishing the direction of traiiic movement through the stretch, a route locking relay for each section except said detector section each having a pick-up circuit including the front contact of the track relay for the corresponding section and a stick circuit so controlled in accordance with the direction of trafc established by said control relays as to be closed when the corresponding section is occupied by a train moving away from said detector section, and a control circuit for the switch including manually controlled contacts and controlled by front contacts of said route locking relays and of the track relay for the detector section.

89. In a relay interlocking system for railroads, a track layout comprising a plurality of track portions capable of interconnection by a

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