US2211522A - Multiple control apparatus - Google Patents

Description

0- L E. SPRAY 2,211,522

MULTIPLE CONTROL APPARATUS I Original Filed Dec. 3, 1928 6 Sheets-Sheet l IIEFVENTORZ ,E,5 2ra. BY

Q W ATTORNEY 6 Sheets-Sheet 2 L E. SPRAY MULTIPLE CONTROL APPARATUS s a La fi Original Filed De c. s, 1928 km g,

Aug. 13, 1940.

I L. E. SPRAY MULTIPLE CONTROL APPARATUS Aug. 13, 1940.

Original Filed Dec. 3, 1928 6 Sheets-Sheet 4 Q ME 3 Niww Y E N wmw I W/ m NQRWN 0 M. Q mww .wwwmN w mw QME 5 m= wmw m5 1 m Aug. 13, 1940. E. SPRAY MULTIPLE CONTROL APPARATUS Original Filed Dec. 3, 1928 6 Sheets-Sheet 5 P m y,

M ATTORNEY 3% a? Q No 1 m l O s mm m E 1 E wmm w A Q I; SENm QM; fin Q M F F R m QQI w Q QSKQQ mTQ o o o ar @MQWAE INW N mg b M NW m 0 0 $0 0 WW qmw QMNN aw fi M 7 h 1 Q .wb MN D b Aug. 13, 1940. L. E. SPRAY MULTIPLE coNTR'oL APPARATUS Original Filed Dec. 3, 1928 6 Sheets-Sheet 6 mw R Q kw ua w? w w QWW wv Q INVENTOR A E 5 BY Prq 4 N q ATTORNEY www www

Patented Aug. 13, 194i) UNITED stares rATE T rice MULTIPLE CONTROL APPARATUS Application December 3, 1928, Serial No. 323,286 Renewed February 10, 1936 82 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 f 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 or by only two manually operable means. Another To feature of my invention is the provision of interlocking control without the use of mechanically interlocked levers.

More particularly, the principal object of my invention is the provision of a system of route interlocking in which the switches and signals of-v a railway track layout are controlled by means of route buttons or miniature levers which are free to bemoved to any of their positions at any time, and in which the interlocking necessary for interlocked circuits for controlling the switches and signals, in lieu of interlocking between levers as generally employed heretofore.

A feature of one form of my invention is the provision of a separate route button of the rotary type for each route operable in one direction or another according to the direction of trafiic to be established over the route.

'The object of a second form of my invention is to facilitate the control of railway trafiic by the provision of a control board comprising a miniature diagram of the track layout with the routeb-uttons mounted thereon at points corresponding to the ends of the routes. In this form, the track switches are operated as required for a route and the corresponding signal is then cleared automatically, in response to a single operation of the pair of buttons identifying the opposite ends of the desired route, but only if traffic conditions are proper. The route set-up may then. be cancelled, to permit the establishment of a different route, by restoring the operated buttons to normal. However, if this is done while the route is occupied by a train, the switch or switches in each track section of the route will be held locked in their last operated positions irrespective of the positions of the route buttons, until the train successively occupies and vacates that track section of the route.

The apparatus is also arranged to permit the signalsfor the main routes more frequently used to. clear immediately in response to the operation of the route levers, the track switches being normally heldinthe positions. required for these proper operation is effected by means of suitably routes'by the restoration to normalof the route buttons for, other routes.

Another feature of my invention resides in the arrangement of the indication apparatus of the operators. control board,.which includes not only the usual lamps for indicating the condition of the track sections and. the positions of the track switches of the layout, but also includes lamps for indicating when the track switches are free torbeoperat'ed'by the buttons and for indi-' cating when the last track switch to respond assumes the required position.

Another feature of my invention relates to the provision for the control of auxiliary call-0n signals in a system ofthis'character.

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

In the accompanying drawings, Figs. 1 to inclusive are diagrammatic views showing the constituent parts of one form of apparatus embcdying my invention, and Figs. 11 to inclusive are diagrammatic views showing changes in and additions to the apparatus 'of Figs. 1 to 10 as included in another form ofapparatus also embodying my invention.

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

' Referring first to Figs. 1 to 10 which illustrate one form of apparatus embodying my invention, Fig. 1 shows a stretch of double track railway, tracks ac and bb of which are interconnected through crossover es With. which they are respectively joined by switches H2 and HM, and are likewise interconnected. by crossover )3 with which they are respectively joined by switches H3 and H3a. Tracks (w and bh are also respectively joined. to passing sidings cc and dd by switches H4 and HI.

The reference characters l and to designate the rails of track aa,.and the reference characters 2 and 2a designate the rails of track bb'. These rails are divided by insulated joints 3 to form a plurality of track sections aA, AE, B-D, and D-d. Each of these track. sections is supplied with current by a battery connected across therails adjacent one end of the section. A track relay, designated by the reference character T with a. suitable distinguishing sumx, is connected across the railsadjacent the opposite end of each track section. Portions of crossovers cc and ,U and siding cc are connected in multiple with section AE,.by wires 448, and will therefore be referred to hereinafter collectively with section A E as section AFE. Similar- 1y, portions of crossovers cc and If and siding dd are connected in multiple with section B-D, by wires 449, and will likewise be referred to hereinafter collectively with section BD as section B-C-D.

The reference character S, with a distinguishing suflix, designates a signal which is placed adjacent each of the points A, B, C, D, E, and F, respectively, and which as here shown is of the semaphore type. Signals Sla, SIb, and S2 are mounted on a common mast 4.46, and signals S511, 85b, and S50 are mounted on a common mast 441. Signals Sla, SIb, S2, S3, and S4 govern eastbound traflic moves, that is, moves which are made over the stretch of track from, left to right as illustrated in the drawings, and signals Sa, S51), S50, S6, and S1 govern westbound trafi'ic moves, that is, moves which are made over the stretch of track from right to left as illustrated in the drawings.

Between the group of eastbound signals and the group of westbound signals, 11 different routes may be established according to the positions of the various switches. Over each of these routes, traflic can proceed in either direction, that is, from west to east or from east to west. The arrangements of the switches for these various routes are as given in the following table:

Route 1.A to E, switches H2, H3, and H4 normal.

Route 2.A to F, switches H2 and H3 normal,

and H4 reversed.

Route 3.A to D, switches H2 and H211 reversed,

and H3a normal.

Route 4.A to E, switches H2, HZa, H31: and H3 reversed, and H4 normal.

Route 5.A to F, switches H2, HZa, H3a, H3, and

H4 reversed.

Route 6.B to D, switches HI, H211, and H311 normal.

Route 7.B to E, switches HI, H211, and H4 normal, and H311 and H3 reversed.

Route 8.B to F, switches HI and H212 normal,

and H3a, H3, and H4 reversed.

Route 9.-C to D, switch HI reversed, and

switches H211 and H311 normal.

Route 10.-C to E, switches HI, H311, and H3 reversed, and H211 and H4 normal. Route 11.--C to F, switches HI, H3a, H3 and H4 reversed, and H2a normal.

Track sections A-F-E and BC-D, in which the switches are located and which are between the two groups of signals, are known as detector sections. Track sections aA and Dd, in the rear of signals Sla and 85a, respectively, are known as approach track sections.

A route locking relay, designated by the reference character VE, prevents the operation of switch H4 while an eastbound train occupies section BC--D with switches H3 and H3a reversed. Similarly, a route locking relay, designated by the reference VW, prevents the operation of switch HI while a westbound train occupies section AFE with switches H3 and H3a reversed.

Each switch H is operated by a motor, designated by the reference character M with a sufiix corresponding with that of the reference character H for the respective switch. Each motor M comprises an armature 34B and a field winding 341. The motors M3 and M3a, for operating switches H3 and H30. respectively of crossover if, are controlled in multiple by pole-changing contacts of a polarized relay m3. The control of the motors for operating switches H2 and H211, of crossover ee, is similar to that for motors M3 and M311 and is therefore not shown in the drawings. Motor M4, for operating switch H4, is controlled by pole-changing contacts of a polarized relay m4. The control for the motor of switch HI is similar to that for motor M4, and is therefore omitted from the drawings.

Operated in conjunction with each switch is a circuit controller, designated by the reference character y with a suffix corresponding with that of the reference character H of the respective switch. Contacts 348, operated by these circuit controllers and included in the control circuits of switch motors M, are closed at all times except while the respective switches are in their normal position. Contacts 349, operated by these circuit controllers and which are also included in the control circuits of switch motors M, are closed at all times except while the respective switches are in their reverse position.

The circuit controller 114, for switch H4, is provided with pole-changing contacts I3 and I4 for so controlling the polarized switch indication relay h4 that the contacts of this relay will be closed in their normal direction while switch H4 is normal, and will be closed in their reverse direction while switch H4 is reversed. The control of relay M, by the circuit controller for switch HI, is similar to that for relay M, and is therefore not shown in the drawings. Switch circuit controller '13 is provided with contacts 2I and 22, and circuit controller 1 311 is provided with contacts I5, I6, I1, and I8, which are so associated in the control of the polarized switch indication relay 713 as to cause the contacts of relay 113 to be closed in their normal direction while switches H3 and H311 are in their normal position and to be closed in their reverse direction while switches H3 and H311 are reversed. The control of polarized switch indication relay 71.2, by switches H2 and H211, is similar to that for relay 713 by switches H3 and H311, and is therefore not shown in the drawings.

Each of the signals shown in the drawings operates a circuit controller having contacts closed only while the respective signal is indicating stop. Reference character N, with a distinguishing suflix, designates a relay, known as a back locking relay, which is controlled by such contacts of several of these signals.

Approach locking relays PI and P5 prevent the operation of the switches in each route beginning at point A or D while the respective approach track relay TI or T4 is ale-energized and a respective adjacent signal on mast 446 or 441 is indicating proceed. Relays PI and P5 are so controlled that, after becoming de-energized by a train entering the respective approach track section while a respective signal is indicating proceed, they can, while the respective approach track relay is still de-energized, again become energized only through a back contact of the track relay for the adjacent detector track section or through a time releasing device contact which will become closed only upon the lapse of a measured interval of time after the beginning of the operation of the respective device. Stick locking relay Q3 becomes de-energized when either signal S3 or S4 is operated to its proceed" position, thereby de-energizing back locking relay N3. Relay Q3 can then again become energized only upon the de-energization of detector track relay T3 or by the operation of a time releasing device J3. Relay Q6, associated with signals S6 and S1, is controlled similarly to relay Q3. Ap-

proach and stick locking relays P and Q, while dc-energized, prevent the operation of each switch in the. route governed by the signals associated in thecontrol of these relays, thus enforcing, after a respective signal has been returned to its -stop position, the lapse of a. measured time interval before the switches in the route'governed by the signal can again be operated.v

I In each of the drawings, the contacts operated by the various relays or by the time releases J are identified 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 suffix of the respective relay or release, for'example, the exponent T2, for contact l'l'l' shown in one of the pick-up circuits of relay VE in Fig. 1, comprises the reference character T and its suffix 2 of track relay T2 which operates contact "1 Similarly, exponent J3 of contact I68 in a pickup circuit for relay P5, comprises reference character J and sufiix 3 of time release'J3 which is levers are provided with contacts but are without any form ofmechanical locking.

Each route is controlled by a route lever G,

lever G! controlling'route I. lever G2 controllin route 2, etc., and hence there are 11 of these levers since there are 11 routes. Each lever G has'5 positionsco-mprising a normal position n, a first and a second reverse position designated 1 and 1 respectively, and a third and a fourth reverse position designated 12 and p respectively. Each lever G is provided with contacts closed while the lever is in its 11 position, withcontacts closed while the lever is in its p position, with contacts closed while the lever is in its p or its 27 position or at any intermediate point, with contacts closed while the lever is in its or its 1 position orat any intermediate point, with contacts closed while the lever is in its 1" position, with contacts closed while the lever is in its 1" or f position or at any intermediate point, and with contacts closed while the leveris in its 1" or its 1) position or at any intermediate point.

' The operation of each of these levers G to its f, 1', 'b', or p position causes each switch in the respective route to be operated to the position required by the route, other conditions being right as will be explained hereinafter. If a lever G is operated to its 10 positiomthe westbound signal governing over the respective route will clear as soon as all switches in the route are arranged in their proper positions. If the lever is operated to its 1' position, the eastbound signal for governing over the same route will clear as soon as all switches in the route are arranged in their proper positions. Each switch in one of. its positions, normal or reverse, is included in each route of a respective group of several routes and hence the operation of each switch to its normal position or to its reverse position is controlled by. any one of a respective group of route levers. Each signal is controlled by the route lever for each route over which the signal governs.

Call-on levers 9 have two positions, a normal position 11 and a reverse position 1', and are provided with contacts closed in the 1" position only. Call-on lever 92 constitutes means for providing a call-on indication of *signal S2 when either signalJSlaor Slb will not clear on account of the de energization of one of the track relays controlling these signals. Similarly, a call-on indication of signal S50 is controlled by lever g5 when 5 signal S50. or S512 cannot be cleared because of thede-energization of one of the track relays controlling these signals.

In Fig. 3, circuits are shown for normal and reverse switch control relays designated respectively by the reference characters X and R with distinguishing suff xes. Each reverse control relay R is controlled by a circuit including, in multiple with each other, contacts closed by the route levers for all routes which include the respective switch in its reverse position, each such contact being closed whilethe lever is in its first or second reverse position or while the lever is in its third or fourth reverse position. Each normal control relay X is controlled by a circuit including, in

multiple with each other, a series path through contacts closed in the normal position by all levers for routes which include the respective switch in its reverse position and multiple paths through contacts closed by the route levers for all routes which include the respective switch inits normal position, each contact in such multiple paths being closed while the respective lever is in its first or second reverse position or while the lever is in its third or fourth reverse position.

Indicators, designated by the reference eI-I followed by a distinguishing numeral, and here shown as electric lamps, are associated with the control of each normal control relay X and the L, respective reverse control relay R. Current is supplied to each relay X, the respective relay R, and. the respective indicator eH, in multiple, by a path through a front contact of the track relay for the detector'se-ction in which the respective switch is located, through a front contact of (iii) the respective route locking relay, through front contacts of all approach and stick locking relays P and Q for routes which include the respective switch, and by front contacts of the back locking relays N for all signals which govern over the 45 switch.

Fig, 4 shows circuits for a polarized switch control relay ml which is controlled by relays RI and X1. Relay ml is energized in its normal direction while relay X! is energized, and is ener- 50 gized'in its reverse direction while relay R! is energized and relay X! is de-energized. When both relays R! and Xl are de-energized, relay ml will continue energized, through a polarized stick circuit, in the last previous direction of energization. The circuits for relays m2, m3,

and m4 are similar to those for relay ml, and

and therefore not shown in the drawings.

Fig. 5 shows circuits for stick relays t2 and t3. Relay t2 provides stick control of signals Sla and Slhand relay it provides stick control of signals sea and S51).

In vFig. 6, approach and detector track circuit indicators areshown, lamp eTZ being controlled by track relay T2, indicator etZ being controlled 1 by stick relay til, and indicator eTl being controlled by track relay Tl. The circuits for indicators eTE, et3, and eT4 are similar respectively to those for indicators eTZ, et2, and-eTl, and therefore not shown in the drawings.

In- Fig. 7-, circuits are shown for switch position indicators eRl and 6X! which are controlled by reverse or normal contacts respectively, of switch indication relay hi for switch HI. Indicators vcltZ, eR3, and eR l are controlled, similar- 1y to indicator eRI, by reverse contacts of the respective switch indication relays 71.2, 723 and M, and indicators eXZ, eX3, and eX4 are controlled, similarly to indicator eX I, by normal contacts of the respective switch indication relays.

In Fig. 8, a circuit is shown for a signal indicator eNI which is controlled by a back contact of back locking relay NI Indicators eN3, eN5, and 8N6 are similarly controlled by the respective back locking relays N3, N5, and N6.

Fig. 9 shows a track diagram and a control chart which can be located adjacent levers G and g for the information of the leverman in arranging the various routes. Reference characters H and S, with distinguishing sufiixes, are shown adjacent the switch and signal symbols respectively on the track diagram. Also, adjacent each signal symbol, the lever and the position of that lever for controlling the signal are indicated. For example, above the symbol for signal S4, the designation G9I0-I Ir indicates that signal S4 can be cleared by any one of levers G9, Gill, or GI I while in its 7 position. Similarly, the designation g2G34-5r, adjacent the symbol for signal S2, indicates that signal S2 can be cleared by route levers G3, G4, or G5, or by call-on lever g2 each in its r position.

Fig. 10 is a diagram of the controls of the signals shown in Fig. 1. Signal control indicators, each designated by the reference eS with a suffix corresponding with that of the reference character S of a respective signal, are associated with the controls of the signals.

Referring now to Figs. 11 to 15, changes in and additions to the apparatus of Figs. 1 to 10 inclusive are here shown for the second form of apparatus embodying my invention. The second form of apparatus includes parts exactly as shown in Figs. 1, 2, 4, 6, '7, and 8, but differs from the first form of apparatus in respect to Figs. 3, 5, 9, and 10 as shown in Figs. 11 to 15 inclusive. Whereas the first form of apparatus, as shown in Figs. 1 to 10 inclusive, provides a lever for each of the 11 routes as designated in the control chart of Fig. 9, whereby each route can be arranged and a respective signal cleared by a single lever manipulation, the second form of apparatus embodying my invention provides but one lever or route button for each location constituting the entrance or exit end of one or more routes, so that there are only 7 levers for controlling the 11 routes. This form of the apparatus requires the manipulation of the pair of levers associated with the opposite ends of a route for arranging each route and clearing the respective signal.

In the second form of apparatus, a push button and a stick relay are substituted for each call-on lever g of the first form. However, either the callon lever g of the first form of apparatus or the push button and stick relay of the second form of apparatus as shown in Fig. 15 could be used with either the first or the second form of apparatus.

Fig. 11 shows an arrangement of a combined track diagram and operating board for use with the second form of apparatus, comprising a miniature representation of the track layout to be controlled, upon which the route levers are mounted at points corresponding to the ends of the routes which they control.

To arrange for a move by the route from A to F over switch H2 normal, the leverman operates levers GI and G1 to their 1 positions if he wishes signal SIb' to remain at "stop" after the switches have been moved to the positions required by the route, and if he then later wishes to clear signal SIb which governs over this route, he will advance lever GI to its r position. If, on the other hand, the leverman should desire the signal to clear as soon as the switches are arranged in their proper positions, he at once operates lever GI to its 1 position and lever G1 to either its ,f or its 7" position.

For a move from A to E over switch H2 normal, the leverman similarly operates levers GI and GB; for a move from A to D, the leverman similarly operates levers G2 and G5; and for a move from Ato E over switches H2, HZa, H3a, and H3 reversed, he similarly operates levers G2 and G8. The leverman can likewise arrange for a move by any of the other routes, such as from points B or C to points D, E, or F, by operating levers G3 or G4 respectively with levers G5, G6, or G1 respectively.

To arrange for moves in the opposite direction, the leverman operates the respective levers to the b or the p position instead of to the f or T positions respectively. For example, to arrange the route and clear signal S1 for a move from F to A over switch H3 normal, the leverman operates lever G1 to the 17 position and lever GI to either its 12 or its 1) position.

Fig. 12 shows modified circuits for stick relays i2 and 2530f Fig. 5.

Fig. 13 shows portions of the circuits of normal and reverse switch control relays X and R as modified from the scheme in Fig. 3. Current is supplied to relays X and R, and to indicators eH, through front contacts of the same relays and with such contacts in the same arrangements as in Fig. 3 as far as wires 35I, 352, 353, and 354, and thence through lever contacts as shown in Fig. 13.

Fig. 14 shows the control circuits for the signals and the signal control indicators as modified for the second form of apparatus.

Fig. 15 shows circuits for the call-on relays K controlled by push buttons U, these being substituted for the call-on levers g of the first form of apparatus as already mentioned.

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

Referring to the drawings, all parts are shown in their normal condition, that is, the track sections are clear, the switches are in their normal positions, all signals are at stop, all levers are in their normal positions, and certain indicator lamps are lighted.

As shown in Fig. 1, each of the back locking relays N is energized on account of the respective signal arms being in the stop position. The circuit for relay NI passes from terminal a: of a source of current not shown in the drawings, through contacts 23, 24, and 25 operated by signals S2, SIb, and SIa respectively, and the winding of relay NI to terminal 0 of the same source of current. Relay N3 is energized by a similar circuit passing from terminal at, through contacts 26 and 27 of signals S4 and S3 respectively, and the winding of relay N3 to terminal 0. Relay N5 is energized by current flowing from terminal .r, through contacts 28, 29, and 30 of signals S50, S51), and a, respectively, and the winding of relay N5 to terminal 0. Relay N6 is energized by current flowing from terminal :c, through contacts 3I and 32 of signals S6 and S1 respectively,

and the winding of relay N6 to terminal 0.

Approach locking relays PI and P5 are also energized. A pick-up circuit for relay PI is vII) closed, passing from terminal .10, through contact I59, and the winding of relay PI to terminalv o. Astick circuit for relay PI is also closed, passing from terminal :13, through contact I66 of relay NI, contact l6I of relay PI, and the winding of relay PI to terminal 0. Currentflows through the winding of relay P5 by a. pick-up circuit passing from terminal 0:, through contact I64, and the. winding of relay P5 to terminal 0. At the same time, current flows by a stick circuit from terminal 11:, through contact I65 of relay N5, contact I66 of relay P5, and the winding of relay P5 to terminal 0.

, Stick locking relays Q3 and Q6 are energized by their stick circuits only. The stick circuit of relay Q3 passes from terminal at, through contact I69 of relay N3, contact I'Iil of relay Q3, and thewinding of relay Q3 to terminal 0. The stick circuit of relay Q6 passes from terminal at, through contact I13 of relay N5, contact i'M of relay Q6, and the winding of relay Q6 to terminal 0.

. Route locking relays VE and VW are also energized,- both pick-up and stick circuits for these relays being closed. A first pick-up circuit for relay VE is controlled by contacts I'lI and I'I8 3, and a second pick-up circuit for relay VE is-controlled by a normal contact H9 A stick circuit for relay VE passes from terminal 11:, through contact I39 of relay PI, contact-IN of relay Q3, contact I82 of relay VB, and the Winding of relay VE to terminal 0. A first pick-up circuit for relay VW is controlled by contact I83, and a second pick-up circuit is controlled bycontact 58 5. The stick circuit for this relay is controlled by contact H35 of relay Q5.

With switch H4 in'its normal position, contacts I3 and I 4 of circuit controller yt connect.

with terminals I30. and I la respectively, causing current to ,be supplied to relay h t in the normal direction, and the contacts of relay M are therefore closed in their normal position. With switches H3 and I-I3a in their normal position, contacts 2I and 22 of circuit controller g3 connect with terminals 2 la and 22a respectively, and contacts I5 and l! of circuit controller y3a connect with terminals H50, and illa respectively, and hence. current flows in the normal direction through the winding of relay I23 causing the contacts of relay M to be closed in their normal position; Similarly, relays hI and 712 are energizedin the normal direction, and their contacts are closed in the normal position.

. Normal switch control relay XI, shown in Fig. 3,'is energized by current passing from terminal at, through contacts 43, M d5 A6 48 49 SO wire 35I, contacts 589 59 60 and winding of relay X! to terminal 0. Aybranch path is also closed, passing from contact il through contact 51 to wire 35L Noririal switch control indicator lamp eI-II is lighted by current flowing in the circuit of relay XI as fa'r'as wire 35I, and thence through lamp eI-II to terminal 0. 'Normal switch control relay X2 is energized by current flowing in the circuit just traded for relay XI as far as contact til thence through contacts 61, 68 69 IB H wire 352, contacts 'l8 I9 80 and the winding of relay X2 to terminal 0. trol indicator lamp eHZ is lighted by current flowing in the circuit of relayXZ as far as wire 352, and thence through lamp eH2 to terminal 0. Relays X3 and X4 and lamps 6H3 and 6H4 are energized by circuits which, being similar to those just traced for relays XI and X2 and lamps Normal switch 'co'neHI and eHZrespectively, will be readily understoodfr'om'the drawings.

Relay ml, shown in Fig. 4, is energized in its normal direction by its normal pick-up circuit passing from terminal :0, through contact 36 winding of relay ml, and contact 34 to terminal 0. Relays m2, m3, and m4 are similarly energized by their respective normal pick-up circuits.

Relays t2 and t3, shown in Fig. 5, are energized, both the pick-up and stick circuits for each of these relays being closed. The pick-up circuit for relay 152 is controlled by contacts 5 andB which are closed while the respective levers are in either their 10 or their f position or at any intermediate point. The stick circuit for relay i2 is closed through contact 1 The pick-up circuit for relay t3 is controlled by contacts 9 and It) whichare closed while the respective levers are in their b or their 1' position or at any intermediate point. The stick circuit for relay if; is controlled by contact I I Each of the indicator lamps shown in Fig. 6 is lighted, since the respective controlling relays T and t are energized.

Each indicator lamp eX shown in Fig. 7 is lighted, since the respective switch indication relay h is energized in its normal direction and the respective switch indication relay contact, such as MW in the circuit of lamp eXI, is there'- fore closed in its normal position.

I will now assume that the leverman desires to arrange for a train to move over route I from A to E. He therefore operates lever GI to its r position, completing around contacts I8 H and 89 in the circuit/oi relay X2, a branch path through contact 8I and completing, for relays X3 and X4, branch paths through contacts I25 and I5 I respectively. It is clear that this operation of lever GI does not change the position of any of the switches in route I but it does by completing the control circuit for signal SIa, shown in FiglO, cause signal SIa to be operated to its "proceed position by current flowing from terminal a: at the right of Fig. 10, through con-'- tacts 229 23c Z3I 232 233 240 24 I, 242 243 2 34', 245, 246 241', 248 249 250 25I 25 2 253, 2545 255 2563, and the operating mechanism of signal SI'a to terminal 0. Signal control indicator lamp eSIa becomes lighted by the circuit traced for the operating mechanism of signal Sla through contact 256 and thence through lamp eSIa; to terminal o.

Whenthe arm of signal Sla leaves its stop position, contact 25 of'signal SI a'opens, thereby ole-energizing relay NI which in turn opens the stick circuit of approach locking relay P I. Relay PI, however, continues energized by its pick-up circuit through contact I-59 With lever G in its rpositiomcontact 5 in the pick-up circuit of relay 't is open but'relay t continues energized by its stick circuit through contact 1 Relay NI, upon becoming de-energized, closes its contact I9 I thereby lighting indicator lamp eN I shown in Fig. 8. Relay NI, upon becoming dee'nergized, de-energizes relay X2 by opening contact 68 and de-energizes relays X3 and X4 by opening contact I The normal pick-up circuits for relays m2, m3,

and m4, being controlled by front contacts of normal control relays X2, X3, and X4 similarly to the manner in which relay ml is controlled by contacts 34 and 36 are now opened, but normal stick circuits are at once closed for these polarized relays through back contacts of the 42a42 of relay ml, winding of relay ml, contact ll-Ma of relay ml, and contacts 38 and 31 to terminal 0.

An eastbound train, approaching signal SIa after route I has been arranged as already described, de-energizes approach track relay TI,

1 open at contacts 68 and 69.

thereby opening contact I89 and causing the light of lamp eTI to be extinguished. At the same time relay TI opens its contact I59 in the pick-up circuit of approach locking relay PI which thus becomes de-energized since its stick circuit has already been opened at contact I60 of back locking relay NI. Relay PI, upon becoming de-energized, opens its contact 69* in the circuit for relay X2, and opens its contact 99 in the circuits for relays X3 and X4.

As the train proceeds past signal SIa, entering section A-FE, detector track relay T2 becomes de-energized, opening its contact H in the circuit of relay X2, which, however, is already Relay T2 also opens its contact Q'I' in the circuits of relays X3 and X4 which are, however, already open at contacts 99 and I00 Relay T2, by opening its contact ISI extinguishes the light of indicator lamp eT2. Relay T2, upon becoming de-energized, also opens its contact 'I in the stick circuit for relay t2, which is thereby de-energized since its pick-up circuit has already been opened at contact 5 when lever GI was operated to its 1 position. Relay t2, upon becoming de-energized, opens its contact 256 in the circuit of the operating mechanism of signal SIa, causing the arm of signal Sla. to return to its stop position and the light of indicator lamp eSIato be extinguished. Relay t2 also opens its contact I88, extinguishing the light of indicator lamp et2. The de-energization of relay T2 causes approach locking relay PI to become energized by its pickup circuit passing through contact "52'".

The arm of signal Sla, upon returning to its stop position, causes back locking relay NI to again become energized. Relay NI then opens its contact I9I extinguishing the light of lamp eNI shown in Fig. 8, and, by its contact I 60, again closes the stick circuit of approach locking relay Pl. Relays NI and PI now being energized, contacts 68 and 69 are again closed in the circuit of relay X2, and contacts IBI'I and 99 are again closed in the circuits of relays X3 and X4. The circuit for relay X2, however, continues open at contact 'lI and the circuits for relays X3 and X4 continue open at contact 91.

. As soon as the train leaves section aA, relay TI again becomes energized and closes its contact I89 thereby causing indicator lamp eTl to again be lighted. Relay TI also closes its contact I59, thereby closing the pick-up circuit previously traced through this contact for relay Pl. Relay PI is, however, at this time already energized by its stick circuit and by its pick-up circuit through contact I62 When the train moves out of section AFE, relay T2 again becomes energized, closing its contact II which completes the circuit of relay X2, and closes its contactfl'l which completes the circuits of relays X3 and X4. Relay T2 also closes its contact IB'I causing indicator lamp eT2, shown in Fig. 6, to again become lighted. Relay T2 also closes its contact 1 in the stick circuit of relay t2 which, however, will continue de-energized until the leverman returns lever GI from its 1 position to some position in which contact 5 will be closed in the pick-up circuit of relay t2. Meanwhile, the circuit for the operating mechanism of signal SIa continues open at contact 256 and hence signal Sla does not again clear until the leverman has, by the operation of lever GI, closed contact 5 and has thus energized relay t and has subsequently again reversed lever GI to its 1 position.

If, after a route has been arranged for a move such as from A to E as previously described, a train has entered the route, and it is then desired to provide a call-0n signal indication to authorize a second train to enter the route while it is still occupied by the first train, the leverman will, While lever GI is still in its 1' position, re verse call-on lever 92, thereby opening contact 255 in the operating circuit of signal Sla and closing contact 28W in the operating circuit of signal S2. The arm of signal S2 is then moved to its call-on position by current flowing through the path previously traced for signal SIa as far as contact 254 thence through contacts 26W, 262 308 of signal Sla, 309 of signal Slb, and the operating mechanism of signal S2 to terminal 0. Signal control indicator lamp eS2 becomes lighted by a circuit including the operating circuit of signal S2 as just traced as far as contact 262 and thence through the filament of lamp eSZ to terminal 0. The movement of the arm of signal S2 to its call-on position opens contact 23, operated by signal S2, in the circuit of relay NI which then becomes de-energized, opening the circuits of relays X2, X3, and X4 as previously described in connection with the clearing of signal Sla. Since the operating circuit of signal S2 does not include a contact of relay T2 or of relay t2, the arm of signal S2 is not caused to return to its stop position by the entrance of the train into section A-FE. Signal S2 will therefore continue to display the call-on indication until the leverman moves either lever 92 or lever GI away from its 7" position.

I will now assume that, with all parts of the apparatus again in their normal condition as previously described, the leverman arranges route I for a move from A to E and clears signal SIa, as also previously described, by the operation of lever GI to its r position. If now, after an eastbound train enters section aA, de-energizing relay TI and, in turn, relay PI, the leverman should desire to send the train over some other route than route I, he will return lever GI to its 12 position, thereby opening contacts 254 in the operating circuit of signal Sla. If the leverman desires to send the train over route 2, he will operate lever G2 to its 1' position, opening contact I4! in the circuit of relay X4 and, upon the further movement of lever G2, closing contact I 39 in the circuit of relay R4. This contact does not, however, complete the circuit of relay R4 which is already open at contact 99P due to approach locking relay Pl having been de-energized by the train entering section a/A with signal Sla indicating proceed.

The leverman therefore operates release J I in order to close contact I63 and thus complete a pick-up circuit of relay PI. After the beginning of the operation of release J I, a measured interproach locking relay PI is then de-energized'by the opening of its stick circuit at contact I of relay Ni, since its pick-upcircuit is already open at contact I59 due to the presence of "a val of time must elapse before contact I63-will close, thus insuring that from the time of the return of the arm of signal Sla to its stop position, a similar interval of time must elapse before switch H4 can be reversed. Upon the closing oi contact 99 by relay Pl, relay R4 becomes energized by its circuit passing from terminal a", through contacts 9'l 98 99 19 IOI I35 l36 137 wire 354, contact l39 and the Winding of relay R4 to terminal 0. A branch path is also closed, passing from contact WI through contact I38 to wire 354.

Relay X4 being de-energized, and relay R4 now being energized, the reverse pick-up circuit for relay m4 is closed through front contacts of relay R4 and back contacts of relay X4. The reverse pick-up circuit for relay m4 is similar to that for relay ml which passes from terminal 9:, through contact 35 back-contact 34 winding of relay ml, back contact 35 and contact 35 to terminalo. Relay m4 now closes. its contacts in their reverse position, thus completing the reverse operating circuit for motor M4 of switch H4, shown in Fig. 1, through reverse contacts 345" and 350". Current flows from'battery L, through reverse contact 345", armature 346 of motor M4, asymmetric unit 12, field winding 34?, contact 349' of circuit controller g4, asymmetric unit 24, and reverse contact 359 back to battery L. Motor M4 then moves switch H4 to its reverse position. Contact 348 of circuit controller yd becomes closed just after the beginning of this movement, and contact 349 becomes opened just before the completion of this movement. Due to the opening of contact 349, current ceases to flow through motor M4. I

The movement of switch Hi, to its reverse position, first opens the circuit of relay 71.4 by disconnecting contact 63 of circuit controller 4 from terminal 53a and contact M from terminal I la, and then shunts .relay 71.4 by a pathineluding contact l3 connected with terminal H0 and contact l4 connected with terminal E40. Relay M is, therefore, de-energized from the time of the disconnecting of contacts l3 and. I4 from terminals Mia and l la respectively until the time of connecting of contacts l3 and I4 with terminals Nb and 14b respectively. Upon the connecting of contacts l3 and 14 with terminals [3b and Mb respectively, current is'supplied in the reverse direction to relay M which thereupon! moves its contacts to their reverse position. In-- dicator lamp eR4, shown in Fig. 7, is then lighted by a circuit through a reverse contact of relay 71.4 similar to the circuit for lamp eRI throug energized in its reverse direction, the operating mechanism of signal Slb is now supplied with current by a circuitpassing from terminal ac, through contacts'2l5 2T6 211 213 219 2866 281 288 2896 290 245 253, 251 258 258, and the operating mechanism of signal Slb to terminal 0.

When the arm of signal Slb leaves its stop position, relay NI becomes ole-energized due to the opening of contact 24 0f signal Slb. Ap'

train in section a-A.

On-account' of the operation of lever G2 to its 1 position, the pick-up circuit of relay t2 is open at contact 6 but relay t2 continues energized by its stick'circuit through contact 1'". By means of relay t2, contact 259 of which is included in the operating circuit of signal Slh, the" stick operation of signal Slb is accomplished similarly to that of signal Slw which has been viously described.

As a train enters section A--FE, the arm of signal Slb returns to its stop position similarly to the arm of signal Sla in the operation pre-' viously described. Because of the de-energization of relay NI, the circuit of relay R4 is open at contact and it continues open at contact 91 until after the train has left section AFE' and relay T2 has again become energized.

Assuming, now, that all parts of the apparatus are again in their normal condition, and that the leverman desires to arrange for a traffic move ,over route 3 from A to D, he will reverse leverG3 to its 7' position, thereby opening contact 18 in the circuit of relay X2, and closing contact 12 in the circuit of relay R2. With relay R2 energized and relay X2 de-energized, polarized relay m2 will be energized in its reverse direction; Current will then be supplied in the reverse direction through reverse contacts of relay m2 to motors M2 and MM, not shown in the drawing by a circuit similar to that shown for motors M3 and M300. The circuitsfor each of the motors M3 and M3a are, after passing through the contacts 345 and 350", similar to the circuits'already described for motor M4 after passing through contacts 345 and 350 Upon the completion of the operation of switches H2 and H20. to their reverse position, polarized indication relay 712 will become energized in its reverse direction, closing its contact 29'!" in the operating circuit of signal S2, in which current now flows from terminal through contacts 3IU 314, M5, M1 2 l5 298 ,'299 300 301 302 393 364-3, 395 383 of signal Sla, 309 of signal Slb, and the operating mechanism of signal S2 to terminal 0. The arm of signal S2 then moves to its proceed position, opening the circuit of relay NI at contact 23, and relay NI in turn opening, at its-con-'-- tact I69, the stick circuit of relay'Pl. 1

Upon the de-energization of relay T I relay Pl becomes de-energized as previously described. Upon the deenergization of relay NI, the circuit of relay R2 is opened at contact 68 and contact 59 is opened in the circuit of relay R2 after the de-energizationof relay Tl.

When a train de-energizes relay T2, contact H also becomes opened in the circuit of relay R2, and, as the train continues into section B'CD, relay T3 becomes de-energized, opening its contact 43 in the circuit of relay R2. As soon as the train leaves section a-A, relay Tl again becomes energized, closing a pick-up circuit previously traced for relay Pl through contact l59 When the train leaves section A-FE, relay T2 again becomes energized, closing its contact H in the circuit for relayRZ, which is, however, still open at contact 43'. Relay R2 therefore continues de-energized from the timeofxits de-energizationby relay N l-on acpre-' again become energized.

If, with all parts of the apparatus again in their normal condition, the leverman wishes to send a train by route 4, he will reverse lever G4 to its 1" position, thereby opening contact 19 in the circuit of relay X2, and closing contact 14 in the circuit of relay R2, and also opening contact 9 in the circuit of relay X3, and closing contact H11 in the circuit of relay R3. Relays R2 and R3 being energized while relays X2 and X3 are de-energized, polarized relays m2 and m3 are now energized in their reverse direction causing switches H2, H2a, H3, and H311 to be operated to their reverse positions. Relays b2 and 713 then become energized in the reverse direction, and close their contacts in their reverse position, causing indicator lamps 6R2 and eR3, shown in Fig. '7, to be lighted. Contacts of relays h2 and 713, in their reverse positions, complete a circuit for the operating mechanism of signal S2 passing from terminal a), through contacts 229 230 23W", 238 239 240 241 242 243 244 245, 29l 292 293 294 295 296 291 298 299 300 30l 302 303 304, 306 308 of signal Sla, 309 of signal Slb, and the operating mechanism of signal S? to terminal 0.

Upon the clearing of signal S2, relay NI becomes de-energized as before, opening the stick circuit of relay PI and closing the lighting circuit of indicator lamp eNl. Relay NI, upon becoming de-energized, also opens its contact 68 in the circuit of relay R2, and contact in the circuits of relays R3 and X4, causing thhe reverse stick circuits of relays m2 and m3 and the normal stick circuit of relay m4 to be closed.

Upon the de-energization of relay Tl by an approaching train, relay Pl becomes tie-energized by the opening of contact I59. Relay Pl then opens its contact I83 in the stick circuit of route locking relay VE.

As the train proceeds further, and de-energizes relay T2, a pick-up circuit of relay VE is broken at contact Ill, and relay VE is thereby de-energized since contact H9, in a second pick-up circuit of relay VB, is open because of the reverse energization of relay 7L3. Relay VE, becoming deenergized, opens its contact I 31 in the circuit of relay X4. Contact I38 in the branch path around contact ISI is already open, due to the reverse energization of relay 7L3. It follows that relays R2, R3, and X4 have first become ale-energized when relay NI has become de-energized, and

that these relays then continue de-energized until the train has passed out of section AF--E.

In order to arrange for a trafiic move over route 1 from B to E, the leverman reverses lever G1 to its r position, thus opening the circuit of relay X3 at contact E21 and closing the circuit of relay R3 at contact IH Relay m3 is then energized in its reverse direction, causing switches H3 and HM to be moved to their reverse positions. Relay h3 then becomes energized in its reverse direction, completing an operating circuit for signal S3 passing from terminal at, through contacts 229 238 236 231 239 240 24| 242 243 244 245 ,29l ,292 293 294 295 293 208, 231 206 2115 .284, 214 213 212 21!, 322 and the operating mechanism of signal S3 to terminal 0.

The arm of signal S3, upon leaving its stop position, opens its contact 21, causing relay N3 to be de-energized. ,Relay N3 thereupon opens its contact 169 in the stick circuit of relay Q3, thus causing relay Q3 to be de-energized. Relay N3, upon becoming ole-energized, also opens the circuits of relays XI and X2 at contact 46; opens the circuit of relay R3 at contact I02; and opens the circuit of relay X4 at contact I35 contact I38 in the branch path around contact I 35 having been previously opened due to the reverse energization of relay h3. Relay Q3, upon becoming de-energized, opens its contact 44 in the circuits of relays XI and X2; opens its contact F in the circuit of relay R3; and opens its contact [36 in the circuit of relay X4. Relay Q3 can again become energized only by a train proceeding into section BCD and de-energizing relay T3, or by the operation of time releasing device J3. Hence, if a train proceeds through section BCD by the route arranged from B to E, relay Q3 will become energized by its pick-up circuit through contact l'll In order that relay Q3 will continue energized after the train leaves section BCD, the leverman must move lever G! away from its 1" position, causing signal S3 to again display the stop indication, and thereby completing the circuit of relay N3 which in turn completes the stick circuit of relay Q3 through its contact I69.

As the train passes signal S3, de-energizing relay T3, route locking relay VE becomes deenergized due to the opening of contact I18 in one of the pick-up circuits for relay VE, the other pick-up circuit for relay VE being already open at contact I19" and the stick circuit for relay VE being already open at contact [8| of relay Q3. Relay VE therefore opens its contact 131 in the circuit for relay X4. The circuit for relay X4 continues open at contacts I3! and I38, even if the leverman returns signal S3 to its stop position causing relay N3 to close its contact I35 before the train has de-energized relay T2 which operates contact 91 in the circuit for relay X4.

For westbound moves, the operation is similar to that described for eastbound moves except that the levers G will be moved to their b or p positions instead of to their 1 or 1 positions. As an example, for arranging route I and clearing signal S6 for a move from E to A, lever GI will be operated to its p position, completing, when switches H2, H3 and H4 are in their normal positions, a circuit for signal S6 passing from terminal at, through contacts 332 333, 334 253 252 25W, 250, MW, 248 241 246 245, 243 242 241 240 331 and the operating mechanism of signal S6 to terminal o.

Considering, now, the operation of the second form of apparatus embodying my invention, all parts of the apparatus as shown are in their normal condition as already stated in connection with the first form of apparatus shown in Figures 1 to inclusive.

I will assume that, with the second form of apparatus, the leverman desires to send a train from A to E. He therefore reverses lever GI to its 1" position and lever G6 to either its r or its f position. Current now flows to the operating mechanism of signal Sla as shown in Fig. [4, passing from terminal :0 through contacts 403 m 4| I M2 4|l' 4|8 419', 420 42| 422 and the operating mechanism of signal Sla to terminal 0. Signal control indicator lamp eSla is lighted by current flowing over the same path as far as contact 422, thence through lamp eSla to terminal 0. The operation of back locking relay NI, approach locking relay PI, and detector track circuit relay T2 in opening the circuits of relays X2, X3, and X4 and keeping these circuits open from the time signal Sla de-energizes relay Nl until a train moves out of section A--F-Ei is the same as described in connection with the first form of apparatus.

In order togive a call-on indication of signal S2, lever G! being in its 1' position, and either lever G6 or G! being in either the f or the r position, the leverman operates push button U2, shown in Fig. 11, thereby closing the pick-up circuit of relay K2 shown in Fig. 15, and which passes from terminal as, through contacts m and W and the winding of relay K2 to terminal 0. Relay K2 then continues energized by its stick circuit until the leverman again operates lever Gl away from its 1 position. The energization of relay K2 completes the operating circuit for signal S2 passing over the path already traced for signal Sla as far as contact 120 thence through contacts .25 .26 13s of signal Slot, 43E of signal Slb, and the operating mechanism of signal S2 to terminal 0.

With the second form of apparatus, the procedure for changing a route, when an eastbound train is approaching point A while signal Sia, Slb, or S2 is indicating proceed, includes the operation of time releasing device'J i as already described in connection with the first form of apparatus, and the procedure for changing a route when signal S3, or St has de-energized relay Q3, by opening the circuit of relay N3, is as already described in connection with the first form of apparatus.

To arrange for a move over route 3, from A to D, the leverman reverses lever G2 to its r position and lever G5 to either its 1* or its 1 position. For a move over'route 4, from A to E, the leverman reverses lever G2 to its 1' position, and lever G6 to either its 1' or its f position. For a move over route 6, from B to D, the leverman reverses lever G3 to its r position, and lever G5 to either its 1' or its 1 position.

The operation for each part of the second form of apparatus is, for westbound moves, similar to that for eastbound moves, except that levers Git, G6, and G? are operated to the p position, and levers Gl, G2, G3, and G4 are operated to either the b or the p position. As an example, in order to arrange for a move over route I, from E to A, the leverman reverses lever G6 to its 50 position, and'lever Gl to either its p or its b posi tion. For a move over route l, from E to A, the leverman reverses lever G6 to its 12 position, and lever G2 to either its or its b position. For a move over route 1, from E to B, the leverman reverses lever G6 to its p position, and lever G3 to either its p or its b position.

I have described, for a few typical traffic moves, the operation of each of the two forms of apparatus embodying my invention. From those descriptions and the preceding general description, the operation of the apparatus for every other possible traffic move will be readily understood by reference to the drawings.

In various other interlocking systems, mechanical interlocking of the levers is provided, each route is controlled by a plurality of levers, and an indication lock arrests the movement of each lever, during its operation, until a given indication has been received. My invention, on the other hand, does not require either interlocking or indication locking of levers, and in its first form the track switches in each route and a respective signal are controlled by only one operation of only one lever, and in its second form the track switches in each route and a respective signal are controlled by only one operation of each of only two levers. My invention, nevertheless, in each of its two forms provides approach looking, stick locking, route locking, detector track circuit locking, interlocking between various routes, interlocking between switches and signals, and control or" the operation of switches and signals, as wellas performing various other Welllmown functionsof a railway interlocking system.

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

Having thus described my invention, what I claim is:

1. In combination with a 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 plurality of partly inter-inclusive groups of said devices, a manually operable means for each of said groups, means controlled by each of certain said manually operable means for applying energy in a given manner to some of the said devices in its group and in a given diiierent manner to the other said devices in the same group, and means controlled by each of the other manually operable means for applying energy in one manner to all the devices in its group.

2. In combination with 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 plurality of manually operable means, one group of a plurality of partly inter-inclusive groups of said manually operable means for each of said devices, one group of a plurality of second partly interinclusive groups of said manually operable means for each of said devices, means for controlling the application of energy in a given manner to each of said devices by any one of its first group of manually operable means, and means for controlling the application of energy in a second given manner to each of said devices by any one of its second group of manually operable means. 3. In combination with a pluralityof devices each of which is responsive to a suitable form of energy and in a manner according to the manner or application of said energy thereto, a plurality of manually operable means, one group or" a plurality of partly inter-inclusive groups of said manually operable means for each of said devices, means for controlling the application of energy in a given manner to each of said devices by any one of its group of manually operable means, and means for controlling the application of energy in a second given manner to each of said devices by all of its group of manually operable means.

l. In combination with 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 plurality of manually operable means, one group of a plurality of partly inter-inclusive groups of said manually operable means for each of said devices, one group of a plurality of second partly inter-inclusive groups of said manually operable means for each of said devices, means for controlling the application of energy in a given manher to each of said devices by any one of its first group of manually operable means, and means for controlling the application of energy in a second given manner to each of said devices by all of its first group of manually operable means or by any one of its second group of manually operable means.

5. In combination, a plurality of devices each having a normal and a reverse position, a plurality of manually operable means, one group of a plurality of groups of said manually operable means for each of said devices, means for controlling the operation of each of said devices to its reverse position by any one of its group of manually operable means, means for controlling the operation of each of said devices to its normal position by all of its group of manually operable means, a plurality of second devices, one group of a plurality of groups of said manually operable means for each of said second devices, and means for controlling the energization of each of said second devices by all of its group of said manually operable means and by certain of said first devices.

6. In combination with 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 plurality of manually operable means, a first and a second and a third control means for each of said devices, a group of said manually operable means for each said first control means, means controlled by any one of its said group of manually operable means for energizing each said first control means, means controlled by all of said group of manually operable means for energizing the said second control means for the same device, means controlled by each said first control means for energizing in the reverse direction the third control means for the same device, means controlled by each said second control means for energizing in the normal direction the third control means for the same device, and means for applying energy to each said device in a first given manner or in a second given manner according as its said third control means is energized in the normal or the reverse direction respectively.

7. In combination with a plurality of first 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 plurality of manually operable second devices each having a normal and a reverse position, a first and a second neutral control relay and a polarized control relay for each of said first devices, a group of said second devices for each said first control relay, means controlled by any one of its group of second devices in the reverse position for energizing each said first control relay, means controlled by every one of the same group of second devices in its normal position for energizing the said second control relay for the same first device, means controlled by each said first control relay for energizing in its reverse direction the polarized control relay for the same first device, means controlled by each said second control relay for energizing in its normal direction the polarized control relay for the same first device, and means for applying energy in a first or a second given manner to each of said first devices according as its polarized relay is energized in the reverse or the normal direction respectively.

8. In combination with a plurality of first 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 plurality of manually operable second devices each having a normal and a reverse position, a first and a second neutral control relay and a polarized control relay for each of said first devices, a group of said second devices for each said first control relay, means controlled by any one of its group of second devices for energizing each said first control relay, a group of said second devices for each said second control relay, means controlled by any one of its group of second devices ior energizing each said second control relay, means controlled by each said first control relay for energizing in the reverse direction the polarized relay for the same first device while the second control relay for the same first device is de-energlzed, means controlled by each said second control relay for energizing in the normal direction the polarized control relay for the same first device, and means for applying energy to each of said first devices in a first or a second given manner according as its polarized relay is energized in the reverse or the normal direction respectively.

9. In combination with a plurality of first devices each of which is responsive to a suitable form of energy, a plurality of second devices each of which is responsive to a suitable form of energy, a plurality of manually operable devices each having a normal position and a first and a second reverse position, a group of said manually operable devices for each said first device, means for energizing each of said first devices when any one of its group of said manually operable devices occupies either the first or the second reverse position, and means for applying said energy to each of said second devices when a certain said manually operable device occupies its second reverse position.

10. In combination with a stretch of railway track, a plurality of tramc governing devices for directing traffic over said stretch of track and each of these devices responsive to a suitable form of energy and in a manner according to the manner of application of said energy thereto, a plurality of manually operable devices, a first and a second group of said manually operable devices for each said traffic governing device, means controlled by any one of its first group of manually operable devices for applying energy to each of said trafiic governing devices in a given manner, and means controlled by any one of its second group of manually operable devices for applying energy to each of said trafiic governing devices in a second given manner.

11. In combination with a stretch of railway track, a plurality of trafiic governing devices each having a normal and a reverse position for directing traffic over said stretch of track, a plurality of manually operable devices each having a normal and a reverse position, a group of said manually operable devices for each of said governing devices, means controlled by any one of its group of manually operable devices in the reverse position for operating each of said governing devices to its reverse position, and means for controlling the operation of each of said governing devices to its normal position by contacts closed by all the members of its group of manually operable devices while in their normal positions.

12. In combination with a stretch of railway track, a plurality of trafic governing devices each having a normal and a reverse position for directing traflic over said stretch of track, a plurality, of

manually operable devices each having a normal and a reverse position, a group of said manually operable devices for each of said governing devices, means for operating each of said governing devices to its reverse position when any one of its group of said manually operable devices is moved to its reverse position, means for controlling the operation of each of said governing devices to its normal position by contacts closed by all members of its group of manually operable devices while in their normal positions, a plurality of signals ior governing trams over said stretch of track including said governing devices, and means for clearing each of said signals when a given said manually operable device is moved to its reverse position while every other said manually operable device which controls a conflicting signal is in its normal position.

13. In combination with a stretch of railway track in which are included one or more traffic governing devices each having a normal and a reverse position and in which stretch of track are also included a plurality of routes by any one of which traffic can move within said stretch of track, a manually operable route device for each of said routes each having a normal and a reverse position, a signal for governing trafiic over each of said routes, means for operating each of said governing devices to its reverse position when a said route device is moved to its reverse position for arranging any route which includes said governing device in its reverse position, means for controlling the restoration of each of said governing devices to its normal po-' sition by contacts closed by all said route devices which cause said governing device to be reversed, and means for clearing each said signal when every said governing device in the route controlled by said signal has been operated to the position required by said route and while a given route device is reversed.

14. In combination with a stretch of railway track in which are included one or more traffic governing devices each having a normal and a reverse position and in which stretch of track are also included a plurality of routes by any one of which tra-iiic can move within said stretch of track, a manually operable route device for each of said routes each having a normal and a reverse position, means including a contact of a route device for causing each of said governing devices to occupy its normal position while the route device is in its reverse position for arranging a route which includes said governing device in its normal position, and means for causing each of said governing devices to be operated to its reverse position when another said route device is moved to its reverse position for arranging a route which includes said governing device in its reverse position.

15. In combination with a stretch of railway track in which are included one or more traffic governing devices each having a normal and a reverse position and in which stretch of track are also included a plurality of routes by any one of which traffic can move within said stretch of track, a manually operable route device for each of said routes each having a normal and a reverse position, means including a contact of a route device for causing each of said governing devices to occupy its normal position while the route device is in its reverse position for arranging a route which includes said governing device in its normal position, and means for causing each of said governing devices to be operated to its reverse positon when another said route device is moved to its reverse position for arranging a route which includes said governing device in its reverse position while. none of said route devices is reversed for arranging a route which includes said governing device in its normal position.

I 16. A railway interlocking system, comprising a stretch of railway track in which there is a plurality of railway track switches each having a normal and a reverse position and in which said switches can be so arranged as to form a plurality of traffic routes, a manually operable lever for each of said routes each having a normal position and a first and a second reverse position as well as a third and a fourth reverse position, a normal and a reverse control relay for each of said switches, a control circuit for each said reverse control relay including in multiple with each other contacts closed by operating to any 01" their four reverse positions the levers for routes which include the respective switch in its reverse position, a control circuit for each said normal control relay including a series path through CO11- tacts closed by the normal position of all said levers associated in the control of said reverse control relays and multiple paths through contacts closed by operating to any of their four reverse positions the levers for routes which include the respective switch in its normal position, a signal adjacent each end of each of said routes respectively for governing the movement of traiiic in each direction over the route, a polarized con-- trol relay for each of said switches, a normal pickup circuit for each said polarized relay controlled by front contacts of the respective said normal control relay, a reverse pick-up circuit for each said polarized relay controlled by front contacts of the respective said reverse control relay and by back contacts of the respective normal control relay, normal and reverse stick circuits for each said polarized relay controlled by back contacts of the respective normal and reverse control relays, means for controlling the opera tion of each of said switches to its reverse or its normal position according .as the contacts of its polarized relay are closed in their reverse or normal position respectively, and an operating circuit for each of said signals controlled by contacts closed by the levers for all conflicting routes While the levers for said conflicting routes are in the normal position and by a contact of the lever for the route controlled by said signal closed while said lever is in its second or its fourth reverse position according as said signal controls trafi'ic in the one direction or in the opposite direction respectively over the said route.

17. In combination, a plurality of partly interinclusive groups of devices, a plurality of second devices each of which is associated withone of said partly inter-inclusive groups of said first devices respectively, a plurality of manually operable instruments each having a first and a second position and each of which is associated with one of said groups of first devices respectively, means controlled by each said instrument when in its said first or its said second position for controlling its group of first devices, and means controlled by each said instrument when in its said second position for controlling the second device which is associated with its group of first devices.

18. In combination, a stretch of railway track including a plurality of switches which are capable of arrangement .into a plurality of routes, a

manually operable device having a first and a second position for each of said routes, means controlled by each said manually operable device when in its first position or its second position for arranging the switches in its route, a signal for each route, and means controlled by each said manually operable device when in its second position for controlling the signal for its route.

19. In combination, a stretch of railway track including a plurality of switches which are capable of arrangement into a plurality of routes, a signal for each of said routes, a manually operable device for arranging the switches into each of said routes and each having a normal and a reverse position and each controlling normal contacts which are closed when the device is in its normal position and each controlling a reverse contact which is closed when the device is in its reverse position, and a control circuit for each of said signals controlled by the reverse contact of the manually operable device for its route and by a normal contact of the device for another route which intersects the route with which the signal is associated.

20. In combination, a stretch of railway track including a plurality of intersecting routes, a signal for each direction of trafiic of each of said routes, a plurality of mutually mechanically independent manually controllable devices one for each of said routes, a plurality of partly interinclusive groups of said devices, and a control circuit for each of said signals controlled by a respective one of said groups and including a contact which is so controlled by the opposing signal for the same route that it becomes closed when the arm of the opposing signal for the same route is indicating stop.

21. In combination, a stretch of railway track including a plurality of switches which are capable of arrangement into a plurality of intersecting routes, a manually operable device for each of said routes, means operated by each of said devices for causing all the switches of its route to be arranged to form its route, a signal for each of said routes, and means controlled by each of said devices for clearing the signal for its route when all the switches in the route occupy positions corresponding to the position of said device.

22. In combination, a stretch of railway track including a plurality of switches which are capable of arrangement into a plurality of routes, a manually operable device having a first and a second reverse position for each of said routes, means operated by each of said devices when moved to either its first or its second reverse position for causing all the switches of its route to be arranged to form its route, a signal for each direction of traffic of each of said routes, means controlled by each of said devices When moved to its first reverse position for controlling the signal for a given direction of traffic in its route, and means controlled by each of said devices when moved to its second reverse position for controlling the signal for the opposite direction of traffic in its route.

23. In combination, a stretch of railway track including a plurality of switches which are capable of arrangement into a plurality of routes, a manually operable device having a first and a second reverse position for each of said routes, means operated by each of said devices when moved to either its first or its second reverse position for causing all the switches of its route to be arranged to form its route, means controlled by each of said devices when moved to its first reverse position for governing traffic in a given direction in its route, and means controlled by each of said devices when moved to its second reverse position for governing traflic in the opposite direction in its route.

24. In combination, a railway track switch, a signal for governing traffic movements over said switch, a control circuit for said signal, a locking relay controlled by traffic conditions and by said signal control circuit, a second locking relay controlled by said first locking relay and by traflic conditions, a locking circuit for said switch controlled by said first and by said second locking relays, and an indication means controlled by said second locking relay.

25. In combination, a stretch of railway track including a plurality of switches which can be arranged in normal and reverse positions to form a plurality of routes over said stretch, a control device for each of said routes operable to each of its control positions independently of the corresponding control device for each other route, and means controlled by each of said control devices and interlocked non-mechanically with apparatus controlled by another said control device for operating all the switches in its route.

26. In combination, a stretch of railway track including a plurality of intersecting routes, one or more trafiic governing devices for each of said routes for governing trafiic movements over the route, a control device for each of said routes operable to each of its control positions independently of the corresponding control device ior each other route, and means controlled by each of said control devices and interlocked non-mechanically with apparatus controlled by another said control device for operating all the governing devices for its route.

27. 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 control device for each of said routes, signals for governing trafiic movements over each of said routes including auxiliary call-on signals for certain routes, means controlled by each of said control devices for operating all the switches in its route and for clearing the signal for its route, an auxiliary control device for each of said call-on signals, and means controlled by each of said auxiliary control devices for clearing its call-on signal if and only if a corresponding route control device is reversed for arranging the switches in a given route.

28. 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 control device for each of said routes, call-on signals for certain of said routes, means including each of said control devices for operating all the switches in its route, an auxiliary control device for each of said call-on signals, and means including each of said auxiliary control devices respectively for clearing its signal if and only if a corresponding route control device is reversed for arranging the switches in a given route.

29. In combination, a stretch of railway track including a plurality of track switches capable of forming a plurality of routes, a control device for each route operable to each of its control positions independently of the corresponding control device for each other route, means controlled by each of said devices and interlocked non-mechanically with apparatus controlled by another said device for arranging all the switches of its route, and a control board on which said devices are indicated in locations corresponding to the locations of said routes.

30. In combination, a stretch of railway track including a plurality of traffic governing devices distributed among plurality of routes, a control device for each route operable to each of its control positions independently of the corresponding control device for each other route, means controlled by each of said devices and interlocked non-mechanically with apparatus controlled by another said device for operating all the trafiic governing devices of its route, and a control board on which said devices are indicated in locations corresponding to the locations of said routes.

31. In combination, a railway track switch, a manually operable device having a first and a second position and a third position between said first and second positions, means controlled by said device when in its first or second positions for operating said switch to a given position, and means including said device when in its third position for operating said switch to a second position.

32. In combination, a railway track switch, an approach locking relay, a route locking relay, an indication device, and a circuit controlled by front contacts of said approach and route locking relays for effecting operation of said switch and -for energizing said indication device.

A railway interlocking system, comprising a stretch of railway track in which there is a plurality of railway track switches each having a normal and a reverse position and capable of arrangement in various combinations as to normal and reverse positions in said stretch of track so as to form a plurality of traflic routes, a plurality of manually operable levers each having a normal position and a first and a second reverse position as well as a third and a fourth reverse position, a pair of said levers for each of said routes, means controlled by the pair of said levers for each route while in their first or second or third or fourth reverse positions for arrangthe switches as required for such route, a signal adjacent each end of each of said routes for governing the movement of traffic through said stretch, circuits for clearing each said signal at one end of the stretch, each including a contact closed by one lever of the pair of levers for av route governed by such signal while said lever is in either its first or its second reverse position and also including a contact closed by the other lever of said pair while said other lever is in its second reverse position only, and circuits for clearing each said signal at the other end of the stretch, each including a contact closed while one lever oi the pair of levers for a route governed by such signal is in either its third or its fourth reverse position and also including a contact closed while the other lever of the same pair is in its fourth reverse position only.

34. In combination, a railway track switch in cluded in a given position in each of a plurality of routes, a pair of mutually mechanically independent manually operable devices for each of said routes, means controlled by each of said pairs of devices and interlocked non-inechanically with apparatus controlled by another said pair of devices for operating said switch to said given position, and means including one of the devices of each of pairs for causing the operation of said switch to a second position.

35. In combination, a stretch of railway track including a plurality of partly inter-inclusive routes, a plurality of partly inter-inclusive pairs of mutually mechanically independent devices one for each of said routes, a signal for each direction of trafiic for each of said routes, means controlled by each of said pairs of devices for clearing the signal for a given direction of traffic for its route, and means controlled by each of said pairs of devices for clearing the signal for the opposite direction of traific for its route.

36. In combination, a stretch of railway track including a plurality of partly inter-inclusive routes, a plurality of partly inter-inclusive pairs of mutually mechanically independent devices each of which has a normal position and a first and a second reverse position, a signal for each of routes, and means controlled by said pairs of devices in their. first and second reverse positions for controlling said signals.

In combination, a stretch of railway track including a plurality of partly inter-inclusive routes, a plurality of partly inter-inclusive pairs of mutually mechanically independent devices one pair for each of said routes and each of said devices having a normal and a reverse condition, a signal for each of said routes, and means controlled by each of said pairs of devices for clearing the signal for its route when both devices of the pair are in the reverse condition.

38. Railway control apparatus comprising a track diagram constituting a miniature representation of a stretch of railway track including a plurality or partly inter-inclusive routes, a corresponding plurality of partly inter-inclusive pairs of manually operable devices which are located at opposite ends of the representations of routes on said diagram, and route control apparatus responsive to the operation of said pairs of devices for controlling trafiic movements through said routes.

39. Railway control apparatus comprising a track diagram constituting a miniature representation of a stretch of railway track including a plurality of track switches which can be arranged to form a plurality of routes over said stretch, a corresponding plurality of partly interinclusive pairs of manually operable devices which are located at opposite ends of the representation of said routes on said diagram, and switch control apparatus governed by said devices for controlling the track switches to establish said routes.

4.0. In combination, a first, a second, and a third railway track switch, a first, and a second manually operable device each of which has a normal and a reverse position and each of which is mechanically independent of the other, means including said first device for controlling said first switch, means including said second device for controlling said second switch, and means controlled by both said devices for controlling said third switch when and only when both said devices are in their reverse position.

41. 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 control device for each of said routes, signals for governing trafiic movements over each of said routes, with auxiliary call-on signals for governing traffic movements over certain routes, means controlled by each of said control devices and interlocked non-mechanically with apparatus controlled by another said control device for operating all the switches in its route and for 75 clearing the signal for its route, an auxiliary control device for each of said call-on signals, and means controlled by each of said auxiliary control devices for clearing its call-on signal.

12. In combination, a stretch of railway track including a plurality of track switches capable of arrangement into a plurality of routes, a stick relay for each direction of trafiic for each route end in said stretch, a first manually operable device for each of said stick relays, a second manually operable device for each of said stick relays, a pick-up circuit for each of said stick relays controlled by its said first manually operable device, a stick circuit for each of said stick relays controlled by its said second manually operable device, and means controlled by each of said stick relays for arranging all the switches in its route.

43. In an interlocking system, the combination with a plurality of levers in an interlocking tower free to be moved to any position at any time, a traflic controlling device for each lever controlled by such lever and located at a distant way station, and a circuit including a contact of one of said levers for controlling a particular traffic controlling device and also including contacts mechanically operated by other and conflicting trafiic controlling devices closed only when such other conflicting traffic controlling devices are in their non-conflicting positions.

44. In an interlocking system, the combination with a plurality of levers in an interlocking office each free to be moved to any position at any time, a wayside signal for governing trafiic in a particular direction over a stretch of track, another wayside signal for governing trafiic in the opposite direction over said stretch, and a circuit controlled by one of said levers and for controlling one of said signals and including contacts closed only if said stretch of track is unoccupied and said other signal is in its stop condition.

45. In an interlocking system, the combination with a plurality of levers in an interlocking ofiice each free to be moved to any position at any time, a wayside signal for governing trafiic in a particular direction over a stretch of track, another wayside signal for governing traffic in the opposite direction over said stretch, a circuit for controlling one of said signals including a contact of one of said control levers and a contact closed only when the other signal is in its stop condition, and means in said interlocking tower for indicating the continuity of said circuit.

46. In an interlocking system, the combination with a plurality of levers in an interlocking ofifice each free to be moved to any position at any time, a wayside signal for governing traffic in a particular direction over a stretch of track, another wayside signal for governing traffic in the opposite direction over said stretch, a circuit controlled by one of said levers and for controlling one of said signals and including contacts closed only if said stretch of track is unoccupied and said other signal is in its stop condition, and means in said interlocking tower for indicating the continuity of said circuit.

4'7. In an interlocking system, the combination with a plurality of levers in an interlocking tower free to be moved to any position at any time, a trafiic controlling device for each lever controlled by such lever and located at a distant way station, a circuit controlled by one of said levers for controlling a particular traffic controlling device including contacts controlled by other and confiioting traffic controlling devices closed only when such other conflicting trafiic controlling devices are in their non-conflicting positions, and means in said interlocking tower for indicating the continuity of said circuit.

48. In an interlocking system, the combination with a plurality of levers in an interlocking ofilce each free to be moved to any position at any time, a wayside signal for governing traffic in a particular direction over a stretch of track, another wayside signal for governing traflic in the opposite direction over said stretch, a circuit for controlling one of said signals including a contact of one of said control leevrs and a contact closed only when the other signal is in the stop condition, and means in said interlocking tower for indicating when said contacts in said circuit are closed.

49. In an interlocking system, the combination with a plurality of levers in an interlocking ofiice each free to be moved to any position at any time, a wayside signal for governing traflic in a particular direction over a stretch of track, another wayside signal for governing traffic in the opposite direction over said stretch, a main circuit path for one of said signals including a contact of one of said control levers and a contact closed only when the other signal is in the stop condition, a circuit for controlling said one signal including said main circuit path, and means in said interlocking tower for indicating the continuity of said main circuit path.

50. In an interlocking system, the combination with a plurality of levers in an interlocking ofiice each free to be moved to any position at any time, a wayside signal for governing traffic in a particular direction over a stretch of track, another wayside signal for governing trafiic in the opposite direction over said stretch, a main circuit path for one of said signals including means controlled by one of said levers and including contacts closed only if said stretch of track is unoccupied and said other signal is in its stop condition, a circuit for controlling said one signal including said main circuit path, and means in said interlocking tower for indicating the continuity of said main circuit path.

51. In an interlocking system, the combination with a plurality of levers in an interlocking tower free to be moved to any position at any time, a trafidc controlling device for each lever controlled by such lever and located at a distant way station, a main circuit path for a particular trafiic controlling device including means controlled by one of said levers and including contacts controlled by other and conflicting traffic controlling devices closed only when such other conflicting traffic controlling devices are in their nonconflicting positions, a circuit including said main circuit path for controlling said particular trafiic controlling device, and means in said interlocking tower for indicating the continuity of said main circuit path.

52. In combination, a stretch of railway track including a first switch and a second switch, a first signal and a second signal for governing traflic movements over said stretch of track, a first lever and a second lever each having a normal position and a first and a second reverse position, means controlled by said first lever in either its first or its second reverse position for reversing said first switch, means controlled by said first lever in its normal position for returning said first switch to its normal position, means con trolled by said second lever in either its first or its second reverse position for reversing said second

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