US1566294A - Railway-traffic-controlling apparatus - Google Patents

Description

H. A. WALLACE RAILWAY TRAFFIC CONTROLLING APPARATUS Dec. 22 1925.

Filed Cat. 20. 1923 2 Sheets-Shee t 1 vi: wk M INVENTORI a. 'n I Q' ZM Filed 065. 20. 1923 2 Sheets-Sheet 2 IPJVENTOR 7 #Q M,

Patented Dec. 22, 1925.

UNIT ED 1 5 ATES PATENT oFFic-a,

HERBERT A. W ALLAGE, OF EDGEV/OOD BOROUGH, PENNSYLVANIA, AS SIGNOQR TO THE UNION SVIITCH &; SIGNAL COMPANY, OF SWISSVAL E, SYLVANIA, A CORB ORA- TION OF PENNSYLVANIA,

RAILVTAY-TRAEEIC-CONTROLLING APPARATUS.

Application filed 'ctobe r 2 0, 1923. Serial No. 669,740.

To all whom it may concern:

Be it known that I, HERBERT A. WVALLAoE,

a citizen of the United States, residing at.

Edgewood Borough, in the county of Alle- 5 gheny' and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traffic-Controlling Appa, ratus, of which the following is a specifica tion. 7 1

My invention relates to railway traffic controlling apparatus, and particularly to apparatus of the type comprising train carried governing apparatus controlled by energy received from the trackway. More thetrackway portion of such apparatus.

I Will describe one form of railway traffic controlling apparatus embodying my invention, and will then point out the novel fea- 2 tures thereof in claims.-

In the accompanying drawings, Figs. 1'

right hand end of each section is a direc-Y tional relay designated by the reference character J with an exponent corresponding to the location, and a source of track circuit current such as transformerdesignated by the reference character N with an exponent corresponding to the location. In a similar manner, the left hand end of each section is provided with a directional relay and a track transformer designated H and M, respectively, with exponents corresponding tothe location. The secondary 3 of with the rails of the associated section adj acent the right hand end thereof, while the secondary 41 of each track transformer M is constantly connected with the rails adjacent 5 the left hand end of the associated section.

interposed between each track transformer.

and one rail 1 of the railway is an impedant e function of which is to l mit the specifically,- my present invention relatesto each transformer N is constantly connected output of the transformer when its terminals are short circuited by the wheels and axles of a passing train. A track relay is locatedv adjacent the juncture of each two adjacent sections and is designated by the reference character K with an GXIJOIIBDtCO-IIGSPOIICLf ing to the location, such track relay being connected withthe rails of oneor the other of the adjacent sections by theassociated directional relays as will hereinafter appear.

The apparatus associatedewith the, pottion of track between points A and E is controlled by certain apparatus usually manually operated and located at an interlocking station X near section DE. In a similar, manner the track to the left of point A iscontrolled by similar ap aratus located at, a second interlocking station Ynear section AB. Trafiic from right to left is gov-- erned by signals WV and W which are located as shown in the drawing adjacent,

the trackway at points E and B, respectively; In a similar manner traffic from left to right is controlled by signals l/V and Wt, located at points A and D, respectively; These signals may be of any convenient form and as 161'6 shown are manually controlled semaphore signals, each comprising a semaphore blade capable of assuming two distinctive positions in which the signal displays a proceed or a stop lndication. Slgnals VW and W are controlled from stationX this control being accomplished, as shown in the drawing by means of a manually:

operable lever 185. When this lever is in its right hand position the operating circuit is closed for signal W and current flows from a suitable source of energy, such as battery186,through wire 18?, operating meihanism of signal 1V, wire 188, contact, 189, lever 185 and back to battery 186, thus causing signal lV to indicateproceed. If the operator wishes to clear signal lV he moves lever 185 to its left hand position thus,

closing the circuit for signal WV, which circuit passes from battery 186, throughwire 190, operating mechanism of signalNVfl wire 191, contact 192, lever 185, and back to battery 186 whenv this circuit .is closed; signal Vi indicates proceed. If lever 185' is moved to an intermediate position, as

shown in the drawing, signals WVtand 1V- both indicate stop, It will also be noticed that when either of the opposing signals controlled by lever 185 indicates proceed, the other must indicate stop.

Signals W and W are supplied with current from a battery 194 and controlled by a lever 193 at station Y in a manner similar to the control of signals ll and 1V by lever 185.

The direction of tratlic over this portion reversed, that is, moved into its right hand posltion, lever 7 engages contact 42 and lever 8 engages contact 147. An electric lock P is provided with an armature 21 arranged to engage a dog 21 in the edge of locking plate 9 when the lock is de-energized, but to disenga e from this dog when lock P is energized. lhe dog and armature are so arranged that switch R can be moved from either extreme position to the other only when lock P is energized.

The switch R is also interlocked with lever 185 so that lever R may be operated to change the direction of tratlic through the stretch only when lever 185 is not in a position to clear signal V7 thus insuring that signal 1V is indicating stop.

The apparatus located at station Y is in all respects similar to that located at station X.

Located adjacent the junction of each two adjacent track sections is a line transformer having its primary constantly supplied with alternating current from an alternator 19 by line wires 20 and 20 and. designated by the reference character F with an exponent corresponding to the location.

Relay H is provided with a circuit which passes from the secondary of transformer F through wires 22, 23 and 24, front contact 25 of relay H wire 26, winding of relay H and wires 28, 29, 30 and 31 back to transformer F t is clear that this circuit is closed only when relay H is energized. Directional relay H is provided with a. circuit exactly similar to the circuit just traced for relay H Relay H is provided with a circuit which passes from transformer F through wires 10 and 32, contact 734 of switch R, wires 35, 145 and 36, back contact 37 of relay J wire 38, winding of relay H and wires 39, 40, 41, 71, 16, 17 and 18, back to transformer F It is clear that this relay is energized only when relay J is (ls-energized and switch B is in its left hand position. When switch R is swung to its right hand position relay J is energized over a circuit which passes from transformer F through wires 10 and 32, contact 742 of switch R, wire 43, winding of relay J and wires 44, 45, 46, 47 and 18 back to transformer F Relay J is controlled by switch V just as relay J is controlled by switch R.

The energization of relay H closes, at its front contact 50, a circuit for direction relay H which passes from transforn er F through wires 48 and 49, front contact of relay H wires 51, 52 and 53, back contact 54 of relay J wire 55, winding of relay H and. wires 56, 57', 58, 59, 60, 61, 16 and 63, back to transformer F This circuit is closed only when relay H is energized and relay J is tie-energized. Relay H is pro- Vided with a circuit similar to the one just traced for relay H Relay J may be energized over a circuit passing from transformer F through wires 62 and 63, front contact 64 of relay J wires 66 and 67, back contact 68 of relay lil wire 69, winding of relay J and wires 69, 70, 41, 71, 16, 17 and 18 back to transformer F It is plain that this circuit is closed only when relay J is energized and relay H is de-energized. Relays J and J are each provided with a circuit similar to the circuit just traced for relay J Each track relay K is provided with two windings 72 and 73, one of which, 72, is constantly supplied with alternating current from the associated line transformer F and the other of which is energized over a circuit controlled by the associated directional relay J or H, or both. Referring particularly to track relay K the winding 72 is connected with transformer l by wires 48, 71 and 63. Winding 73 of this relay is provided with two circuits one of which passes from rail. 1 of section B C, through wire 74, back contact 75 of relay J wires 76 and 77, winding 73 of relay K, wires 78 and 79, back contact 80 of relay J, and wire 81 back to rail 1 of section B-C. The other circuit passes from rail 1 of section C 1), through 'wire 84, back contact 83 of relay H wires 86 and 77, winding 73 of relay K wires 78 and 87, back contact 82 of relay H and wire back to rail 1 of section CD. It is plain, therefore, that winding 73 of track relay K is connected across the rails at the right end of section ilk-C or at the left end of section CD, according as relay J or l-l res ectively, is Clo-energized. Relays K, K K and, R are similarly controlled except that means are pr vided for connection with only one of the two associated track sections as will be clear from the drawing.

Section D-E is provided with a track relay 0 having one winding .88 constantly energized over a circuit passing from trans transformer F former F through wires 10, 11 and 90, winding 88 of relay 0, and wires 91,16, 1'? and 18 back to transformer F The winding 89 of relay 0 is provided with two alternative circuits oneof which'passes from the left hand end of rail 1 of section D-E through wire 97, back contact 95 of relay back contact 101 of relay J wires 99 and 96, winding 89 of relay 0, wires 92 and 100, back contact 102 of relay J and wire 103 backto the right hand end of rail 1 of'section D-E. Relay 0 is therefore connected with the rails at the right hand or the left hand end of'section DE according as relay J or relay H isde-energized. Relay S in section A'B is cont-rolled in precisely the same manner as relay 0 in section DE.

The auxiliary relay L is a repeater for relay K and is provided with a circuit which passes from transformer F t, through wire 22, front contact 108 of relay K wire 109, front contact 110 of track relay 0, wire 111, signal circuit controller 112 operated by signal 1, wire 113, winding of relay L and wires 114C, 29, and 81, back to transformer F Relay L is energized, therefore, only when relays O and K are energized and when signal is at proceed.

Relays L L and L are provided with circuits similar to that just traced for relay L When relay Q is energized, electric lock l. is energized over a circuit passing from sec ondary of transformer F through wires 10. 11 and 12, front Contact 18 of auxiliary relay Q, wire 1 1, winding of lock P, and wires 15, 1.6, 17 and 18 back to the secondary oftransformer F Winding 136 of relay Q is constantly supplied with alternating current over a circuit passing from transformer F through wires 10 and 11, winding 136 of relay Q, and wires 16, 17 and 18 back to The remaining winding 135 of auxiliary relay Q is provided with a circuit, which passes from transformer F through wires 105 and 106, circuit controller 116 operated by signal V wire 117, front 1, contact 118 of track relay S, wire 119, back contact 120 of relay J wires 121., 122 and 33, back contact 123 of relay J9, wire 12%, front contact 125 of track relay K wires 126, 66 and 65, back contact 127 of relay J wire 128, front contact 129 of track relay K wire 130, contact 8-131 of switch R, wire 132, front contact 138 of track relay 0, wire 134, winding 135 of relay Q, and wires 16, 61 and 61 back to transformer F It is plain that this circuit is closed only when signal W i at stop, relays S, K K

and O are energized, relays J J C and J D are de-energized, and switch R in its left hand position. Under these circumstances relay Q will be energized and lock P will also be energized thus allowing movements of switch R to change the direction of trafiic.

An alternative circuit is provided for relay Q passing from transformer F through wires 105 and 106, circuit controller 116 operated by signal wire 117, front contact 118 of track relay S, wires 119 and 137, back contact 138 of'relay I-I wire 139, front contact 1 10 of track relay K wires 141 and 52,

. back contact 1 12 of relay H wire 14-3, front contact 144 of relay K wires 27, 1 15 and 1-16, contact 814:7 of switch R, wire 132,

front contact133 oftrack relay 0, wire 13%,

winding 135 of relay Q, and wires 16, 61 and 61 back to transformer F Since this circuit 1s closed only when signal 1V is at stop,

. relays S, K K and O are energized, relays H and H are de-energized and switch R is in its right hand position it follows that lock P will be de-energized, thus locking switch R- in position, whenever a train occupies the portion of track between points A. and E; or whenever signal 7 is set to display a proceed indication; or whenever the directional relays are not in their proper position as determined by the position of switch R.

It is understood that the apparatus located at station Y is controlled by trafiic conditions to the left of point B just as the ap-, paratus at station X is controlled by traflic conditions to the left of point E.

The primary of each track transformer M or N is energized over a circuit which includes a front contact on the associated direct-ional relay. Referring particularly to transformer M this transformer is provid ed with a circuit which passes from trans former F through wires 62, 63 and 149, front contact 150 of relay H wire 151, primary 152 of track relay M and wires 153, 16, 17 and 18 back to transformer F Means are also provided for at times supplying to the rails of each section in parallel a current which I will term a local current as distinguished from the track cir cuit current. For this purpose an impedance 154 is connected across the rails adjacent the left hand end of each section, a similar impedance 155 is connected across the rails adjacent the right hand end of the section and similar impedances 156 and 157 are connected across the rails at intermediate points in all sections except A-B and -DE. The immediate sourceof this local current is a local transformer located adjacent the junction of each two track sections and des-' ignated by the reference character G with an exponent corresponding to the location. The primary of each local transformer G is constantly supplied with a ternating current from the secondary of the associated line transformer F.

Referring particularly to section CD, when the route is set up for traflic from right to left, relays J and J are de-energized and relay H is energized. Relay K is therefore connected across the rails of section BC and one local circuit passes from the secondary of transformer G through front contact 161, of relay K wires 162 and 163, front contact 164 of relay H wires 165 and 166, impedance 154 in sections C-D, through both rails of the section in parallel to impedance 155, thence through wires 160 and 167, back contact 159 of relay J wire 1.58, front contact 197 of relay l-l wires 196 and 195, and front contact 194 of relay K to transformer G Another circuit is provided for this section which is closed when track relay K is open, and which passes from transformer G through back contact 161 of relay K wires 195 and 196, front contact 197 of relay H wire 158, back contact 159 of relay J wires 167 and 160, impedance 155 in section C-D, thence through both rails of the section 1n parallel to impedance 156, thence through wire 170, front contact 189 of relay H wire 188, and back contact 194 of relay K back to transformer G It is therefore clear that the rails of section CD are supplied with alternating local current of one relative polarity which I will term normal relative polarity, throughout the length of the section, or of the other relative polarity, which I will term reverse relative polarity between the right hand end and an intermediate point in the section depending on whether track relay K is energized or deenergized, respectively, that is, depending on whether section B(/ is occupied or unoccupied.

It will be plain from the drawing that when the route is set up for traffic from left to right relay J will be energized and relay H will be tie-energized and track relay K will be connected across the rails of section G-D. In this event, local current is suppliedto section BC by transformer G and to section C-D by transformer G and to the section to the left of point A by a transformerG In each case this local current is controlled in the same manner as explained in the preceding paragraph for section 15-6 except that in the case of transformer G and G this control is effected by means of auxiliary relays L instead of track relays K.

The local currents for sections A-B and D-E are supplied from a second winding 168. on the local transformer located at the left hand end of each such section. For example, the local circuit for section D-E when the route is set up for traiiic from right to left passes from secondary winding t168 of transforme G through wire 174,

front contact 173 of relay K wires 172 and Since this circuit is carried over a front con-.

tact of track relay K which relay is connected with the rails of section C-D when this circuit is effective, it follows thatthe presence of a train in any part of section C D, by de-energizing relay K will interrupt the supply of local current to section D-E, When the route is set up for traffic from left to right the local circuit for section D E passes from winding 168 of transformer G through wire 169, back contact 190 of relay HP, Wire 171, impedance 154 in section DE, through both rails of the section in parallel to impedance 155, thence by wires 178 and 179, front contact 180 of relay X and wires 181 and 17 5 back to winding 1.68 of transformer G It will be plain that this circuit is interrupted by the presence of a train in the section to the right of E and the consequent de-energization of track relay K Before going further it should be pointed out that the trackway apparatus herein shown and described is intended for co-operation with certain train carried governing means in such manner that the operation of the system is as follows: lVhen the train occupies a portion of track supplied with track circuit current and local current of normal relative polarityithe train receives a proceed indication; when the train occupies a portion of track supplied with track circuit current and with local current of reverse relative polarity, the train receives a caution indication; and if the train occupies a portion of track from which the supply of either local or track circuit current, or

both, is for any reason discontinued, the.

train receives a stop indication. The control of such governing apparatus is effected by means of certain receiving apparatus carried on the forward end of the train and located adjacent the track rails.

The indication thus received on the train may be an audible or visual signal or may besuch as to operate speed governing mechanism. instance, the indication is of the latter type and that when the train is receiving a proceed indication it is permitted to proceed at some high speed, such as 65 miles per hour, when the train is receiving a caution, indication an intermediate speed limitation of for example, 35 mil-es per hour is imposed upon the train, and when the train is receiving a stop indication it is allowed to proceed only at speeds below some low speed such as 15 miles per hour.

In describing the operation of the a pa- 1 will assume that in the present the rails at the-right handend of-the sec tion-and is supplied with track circuit cur-= rentfrom the track transformer N located at the left hand end ofsuch section, As?

suming the portion of track shown in 'thedrawing to be unoccupied, each track relay will therefore be energized. I will now as sumethattheoperator at station X performs the operations necessary to cause signal W to i-ndicatezproceed. This operation locks R in position sothat this lever cannot be moved till signalVV is again restored, to stop. The-closing of contact 182 operated by signal Vvenergizes relay L and local current-of normalrelative polarity is then supplied byjtransformer G to the-rails of the sectionto theright of point E. Local current of normalirelative polarity is also supplied to sections CD -and DE from the local transformers G and G respectively. Signal-W is at stop, however and relay L isitherefore de-energized and section -BC isrsupplied with local current of reverse relative polarity between impedances 156 and 155 by =transformerG If under these conditions a train moving from right to left enters the stretch of track shown in :the drawing, the governing mech anism permits the train to proceed athigh speed as far as point, C. At thispoint the reversal of the local current imposes an intermediate speed limitation upon the'train. Asthe train passes impedance 156 in section BC, the interruption of thelocal circuit further reduces the train speed to .15 miles per hour. If, prior to the entrance of the train into section B-C, the operator at station Y causes signal W to indicate proceed, the operation :of the apparatus-associated with this signal is the same as just described in connection with signal W- and the train is allowed to move at any speed not in excess of miles per hour through the territory governed by signal l/V i l I will now assume that the route is'set up rforitraflic from right to left, as before, that signal W has been moved to proceed,

and that a train moving from right to left occupies section B-C. As a result,'track relay K is de-energized and local current of reverse relative polarity is supplied to sec,- tion C-:D between impedances 156 and 155, a second train moving from right to left is permittedto move at higlrspeed as far as point D, where the speed is reduced to 35 miles; perhour -by;thereversal oflocal current at impedance 156. in section C.D,, the interruption of the local current ,causes the governingapparatusto reduce the speed of the .train to 15 miles-per hour and if the train proceeds into section ,B'C, this low speed limit is still imposed by the absenceof track circuit current.

I will now assume that the. portion of track shown in the drawing is unoccupied and that the route is-set-up-for traflic moving from right tot left as before. I will further assume that a train moving from left "to" v right attempts to enter this section of track at point A a disregarding; the stop indication. displayed atsignal W Track [section .A-eB is not supplied with track circuit current at theright handend B, and so as soonras the train passespoint-Ait will receive a stop indication. Ifthe train proceeds, this stop indication will continue because the-track transformer at the righthand end of each at stop the operator ,may movev switch R from the left to the .right hand position since armature 21 oflock P isthen-drawn out of engagement with thewdog 219011 the lockplate 9. The movement of switch Rto the right hand position will openvthe circuit for relay II at a contact 7 -34, so that this relay will then become de-energized. This in turn de energizes relay. H byopening front contact 50. Relay Hais similarly .de-energized b the opening of front contact-184: ofrelay The closing of contact 7-42 of switch R energizes relay J The closing of front contact 64 of this relaycompletes the circuit for relay J and-relay. J? in turn closes relay J Each of the sections AB, B'C and CD is now vprovided with a track relay connected with the rails adjacent its left hand end and a track transformer connected with the rails adjacent its right hand end. The closing of contact 8'14:7 on switch-R closes: a locking circuit previously described andipassing overthe front contacts offtrack relays K 3 and K back con tacts'of directional relays-H andH and contact 116 operated bysignal VW. I will now-assume that -signal-;W is moved .to. its proceed positi'on.- Under these conditions the route is set up for traflic from left to right as faras point-D beyond which point theroute for traffic in such-direction is governed by an interlocking station not shown in thedrawingbutlocated to the ri'ghto-f E. Under these-circumstances locaLcurrent of normal relative polarity; will be supplied to sections AB and B-G. Relays L however, is de-energized, its circuit being open at contact 112 operated by signal N and local current of reverse relative polarity is therefore supplied to section CD between impedances 1 and 157 and no local current is supplied to the rails of this section between impedance 157 and 155. In this event a train moving from left to right is permitted to proceed at high speed as far as impedance 15a in section CD where the speed of the train is reduced to miles per hour. As the train passes impedance 157 the speed of the train is further reduced to 15 miles per hour by the interruption of the local current at this point. It will be clear that the presence of a train in any portion of track to the left of point E and within the limits of the drawing will lock the associated traffic controlling lever V or R in its position, and that the same protection is afiorded following trains as explained hereinbefore for trailic from right to left. If while the route is set up for tratlic from left to right, a train moving from right to left attempts to enter, at point E, the stretch of track shown in the drawing, its speed is reduced to 15 miles per hour by the interruption of the local current, the local circuit for section DE being broken at contact 173 of track relay K which de-energized by the energization or relay J The low speed limit is imposed on the train passing through sections BC and CD also by H the lack of track circuit current ahead of the train in these sections.

If the track shown in the drawing is unoccupied and the signals are at stop, the apparatus may then be returned to the con dition shown in the drawing by moving the lever R to the left.

Although I have herein shown and described only one form and arrangement of apparatus embodying my invention, it is understood that various changes and modilications may be made therein within the scope of the appended claims without de parting from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising an insulated section of railway track, two directional relays for said section, manually operable means for energizing one or the other of such directional relays at a timebut not both of them simultaneously, means controlled by said relays for supplying track circuit current to said section, and means also controlled by such relays for supplying local current to said section.

2. Railway traflic controlling apparatus comprising an insulated section of railway track, two directional relays for said section,

manually operable means for energizing one' or the other of such directional relays at a time but not both of them simultaneously, means controlled by said relays for supplying track circuit current to said section, and means also controlled by such relays for supplyin to the rails of the section in parallel a current of one relative polarity or the other.

3. Railway traffic controlling apparatus comprising an insulated section of railway track, two directional relays for said section, manually operable means for energizing'o'ne or the other of such directional relays at a time but not both of them simultaneously, means controlled by said relays for supplying track circuit current to said section, and means also controlled by such relays for supplying a current of one relative polarity to the entire section or of the other relative polarity to a part only of the section.

at. Railway traiiic controlling apparatus comprising a plurality of consecutive sections of railway track, two series of directional relays one for controlling traific in each direction, means for energizing one or the other of said series of relays, a track relay located adjacent the junction of two track sections, means controlled by the associated directional relays for connecting said track relay with the one or the other of the adjacent track sections, means controlled by said directional relays for supplying track circuit current to each section, and means controlled by said track relay for supplying local current to the associated sections.

5. Railway traiiic controlling apparatus comprising a plurality of sections of railway track, two series of directional relays one series for controlling traffic in each direction over said track, means for energizing one or the other of said series of relays, means controlled by said relays for connecting a source of track circuit current with one end or the other of each said section, and means also controlled by said relays for supplying local current to each said section.

6. Railway traflic controlling apparatus comprising two adjacent sections of railway track, two series of directional relays, one such relay of each set being located adjacent one end of each section, means for energizing one or the other of said series of relays, a track relay located adjacent the junction of said sections, means controlled by said directional relays for connecting said relay with one or the other or said sections, a source of local current, a local circuit for each said section, and means controlled by said directional relays and said track relay for connecting said source with one or the other of said local circuits.

7. Railway trailic controlling apparatus con'iprising a plurality of successive sections o'f' railway'tracln twoseries of directional relays one series for controlling 'trafiicin each direction over such sections and one relay of each series being located adjacent the junction of each (two adjacent sections, two circuit controllers, a circuit for one relay of each series including one said circuit controller, means controlled by said one relay for-energizing'the remaining relays of the same series, and means controlled by sa1d di rectional relays for supplying local current to each said section.

8. Railway traffic controlling apparatus comprising a stretch of railway traclr divided into a plurality of successive sections, two series of directional relays for controlling traific over said track and one such relay of each series being located adjacent each junction of two adjacent track sections, manually operablemeans for de-energizing one said series of relays and for energizing the other said series, means for locking said first means when any portion of said track is occupied by atrain, and means controlledvby said directional relays for supplying local current to each said section.

9. Railway ,trafiic controlling apparatus comprising a stretch of railway traclc divided into a plurality of successive sections, signals adjacent said track for controlling traflic thereon, two series of directional relays for controlling traffic over said track and one such relay of each series being located adjacent each junction of two adjacent'track sections, means for de-energizing' one said series of relays andfor energizing the other said series, means for locking said first means when any portion of said track is occupied by a train or any of said signals are displaying a proceeded indication and means controlled by said directional relays for supplying local current to each saidsection.-

10. Railway traflic controlling apparatus comprising a stretch .ofrailway track divided into a plurality of successive sections, two series of directional relays for controlling trafiic over said track and one suchrelay of each series being located adjacent each junction of two adjacent track sections, means controlled by such directional relays for at times connecting a source of track circuit current with the rails adjacent the left hand end of each section, means for at times disconnecting said source and connecting a second source of track circuit current with the rails adjacent the right hand end of each section, a source of local current'for eachsection, and means for reversibly, connecting said source with its associated section.

11. Railway traflic' controlling apparatus comprising a section of railway track, two track relays and two sources of track circuit current for said section, two directional relays for said section each of which is adapted to connect the rails of the section with one of said sources while the other connectsthe rails of the section with one of the track relays, manually operablemeans for selectively energizing one of said directionalrelays at a time but not both simultaneously, and means controlled by said directional relays for supplying the rails of the section with local current.

12. Railway 'traflic controlling apparatus comprising a section of railway track, two track relays and two sources of track circuit, current for. said section, two directional'relays each of which isadapted to connect the rails of the section with one of said sourceswhile the other connects the rails of the section with one of the'track relays, manually operable means for energizing one or the other of said directional relays at 'atime-but not both simultaneously, and means .con-

trolled by said directional relays for supplying the rails of the section with localcurrent of one relative polarity or the other.

13. Railway trafiic controlling apparatus comprising a section of railwaytra'ck, two track relays and two sources of -track circuit current for said section, two-directional relays for said section each 'of-"which is adapted to connect the rails of the section with one of said sources while the other connects the rails of the section with one of the track relays, a local transformer associated with said source, means controlled by said directional relays for reversibly connecting the secondary of each saidtransformer with the rails of the section when the associated source is connected with the rails of the section.

14. Railway traflic controlling apparatus comprising ;a section of railway track, a track transformer and a track relay at each end of said section, a directional relay at each end of such section each of which is adapted when energized to connect the rails with a track transformer and when 'de-energized to connect the railswith a'track relay, manuallyoperable means for energizing either one of said relays at a time but not both simultaneously, means for locking said means when said section" is occupied by a train, and means controlled by said directional relays for supplying local current to said section.

15;, Railway trafiic controlling apparatus comprising a section of railway track, a track transformer and a track relay at each end of said section, a directionalrelay at each endofsucli section each of which is adapted when energized to connect the rails with a track transformer and when de-'ener, gized to connect a track relay with the rails,

manually operable means for energizingsaid relays selectively but not both of them simultaneously, a local transformer at each end of said section, and means controlled by said directional relays for connecting one or the other of said local transformers with the rails of the section.

16. Railway traffic controlling apparatus comprising a a section of railway track, a track transformer and a track relay at each end of said section, a directional relay at each end of such section each of which is adapted at times to connect the rails with a track transformer at one end of the section while the other connects a track relay with the rails at the other end of the section, selecting means for energizing either of said relays but not both of them simultaneously, a local transformer at each end of said section, and means controlled by said directional relays and one of said track relays for reversibly connecting each said local transformer with the said section.

17. In combination, a stretch of track divided into a plurality of successive sections, two series of relays one relay of each series for each said section, mani'lally operable means for energizing one relay of either S? 'd series, means controlled by each such rel for energizing an adjacent relay of the same series, and traffic governin means controlled by said relays.

18. In combination, a stretch of track divided into a plurality of successive sections, two series of relays one relay of each series for each said section, manually oper-- able means for energizing one relay of either such series, means controlled by each such relay except the last for energizing an adjacent relay of the same series, means controlled by the relays associated with each section for at times connecting a track relay across the rails adjacent the right hand end of the section and a source of energy across the rails adjacent the left hand end of the section and for at other times disconnecting said source and said track relay and connecting a track relay across the rails adj acent the left hand end of the section and a source of energy across the rails adjacent the right hand end of the section.

19. In combination, a stretch of track divided into a plurality of successive sections, two series of relays one relay of each series for each said section, manually operable means for energizing one relay of either such series, means controlled by each such relay except the last for energizing an adjacent relay of the same series, means controlled by the relays associated with each section for at times connecting a track relay across the rails adjacent the right hand end of the section and a source of energy across the rails adjacent the left hand end of the section and for at other times disconnecting said source and said track relay and connecting a track relay across the rails adjacent the left hand end of the section and a source of energy across the rails adjacent the right hand end of the section, and means controlled also by the first mentioned relays associated with each section for supplying local current to the rails of the section.

20. In combination, a stretch of railway track divided into aplurality of successive sections, a series of traific direction relays one for each section, means for controlling each relay except the first of the series by the relay for the next adjacent section, manually operable means for controlling the first relay of said series, and traflic governing means for said stretch controlled by said relays.

21. In combination, a stretch of railway track divided into a plurality of successive section's, two series of traffic direction relays each series including one relay for each section, means for controlling each relay 6X- cept the first in each series by the next adjacent relay of the same series, manually operable means for controlling the first relay of each series, and trafiic governing means for said stretch controlled by said relays.

In con'ibination, a stretch of railway track divided into a plurality of successive sections, a series of traific direction relays one for each section, means for controlling each relay except the first of the series by the relay for the next adjacent section, manually operable means for controlling the first relay of said series, and traffic governing means for each section controlled by the associated relay.

23. In combination, a stretch of railway track divided into a plurality of successive sections, two series of traflic direction relays each series including one relay for each section, means for controlling each relay except the first in each series by the next adjacent relay of the same series, manually operable means for controlling the first relay of each series, and a local circuit for each said sec tion controlled by the associated relays.

24. In combination, a stretch of railway track divided into a plurality of successive sections, two series of traffic direction relays each series including one relay for each section, means for controlling each relay except the first in each series by the next adjacent relay of the same series, manually operable means for controlling the first relay of each series, locking means for said manually operable means controlled by said relays, and traliic governing means for said stretch controlled by said relays.

25. In combination, a stretch of railway track divided into a plurality of successive sections, two series of tratlic direction relays each series including one relay for each section, means for controlling each relay except the first in each series by the next adjacent relay of the same series, a selector device capable of assuming two extreme positions in which the first relay of either series is energized, means controlled by said relays for locking said selector devlce in either of its extreme positions, and trafiic governing means for said stretch controlled by said relays.

26. In combination, a stretch of railway track divided into a plurality of successive sections, a track relay for each section, two series of traffic direction relays each series including one relay for each section, means for controlling each relay except the first in each series by the next adjacent relay of the same series, a selector device capable of assuming two extreme positions in which the first relay of either series is energized, means controlled by said relay and said track relays for locking said selector device in either of its extreme positions, and trafiic governing means for said stretch controlled by said relays.

27. In combination, a stretch of railway track divided into a plurality of successive sections, two series of relays, one relay of each series for each said section, a selector device for energizing either said series of relays, and means for preventing operation of said device except when the relays of one series are energized and the relays of the other series are de-energized.

28. In combination, a stretch of railway track divided into a plurality of successive sections, two series of relays, one relay of each series for each said section,'a selector device for energizing either said series or" relays, a track relay for each section, and means for preventing operation of said selector device except when the track relays are energized, the relays of one series are energized, and the relays of the other series are de-energized.

29. In combination, a stretch of railway track divided into a plurality of successive sections, two series of relays, one relay of each series for each said section, a selector device for energizing either said series of relays, a track relay for each section, a signal for governing traflic over said stretch, and means for preventing operation of said selector device except when the track relays are energized, the signal indicates stop, the relays of one series are energized, and the relays of the other series are de-energized.

30. In combination, a stretch of railway track divided into a plurality of successive sections, two series of relays, one relay of each series for each said section, a selector device for energizing either said series of relays, a track relay for each section, a signal for governing traflic over said stretch, and locking means for said selector device controlled by relays in each said series, by said track relays, and by said signal.

31-. In combination, a stretch of railway track divided into a plurality of successive sections, two series of relays, one relay of each series for each said section, a selector device for energizing either said series of relays, a track relay for each section, an auxiliary relay controlled by said first mentioned relays and said track relays, and looking means for said selector device controlled by said auxiliary relay.

32. In combination, a stretch of railway track divided into a plurality of successive sections, two series of trafilc direction relays each series including one relay for each section, manually operable means for controlling the relays of each series, and a local circuit for each said section including the rails of the section in multiple and controlled by the associated relays.

' 33. In combination, a stretch of railway track divided into a plurality of successive sect-ions, two series of trafiic direction relays each series including one relay for each section, means for controlling each relay except the first in each series by the next adjacent relay ofthe same series, a selector device capable of assuming two extreme positions in which the first relay of either series is energized, means responsive to traific conditions for locking said selector device in either of its extreme positions, and trailic governing means for said stretch controlled by said relays.

34. Railway traflic controlling apparatus comprising a plurality of successive sections of railway track, two directional relays for each section, means for selectively energizing said relays, a track relay located adjacent the juncture of each two sections, a source of track circuit current and a source of local current located at the juncture of each two sections, means controlled by said directional relay for at times connecting each said relay with one of the adjoining sections and for simultaneously connecting the associated said sources with the other said adjoining section.

35. Railway traffic controlling apparatus comprising a section of railway track, two directional relays for said section, means for selectively energizing either of said relays at a time but not both simultaneously, two track relays one located at each end of said section, two sources of local current and two sources of track circuit current one of each such sources being located at. each end of said section, and means controlled by said directional relay for at times connecting one said relay with the rails of the stretch and for simultaneously connecting the two sources located at the opposite end of the section and for at other times connecting the remaining track relay and the remaining two sources with the rails of the sections.

In testimony whereof I atfix my signature.

HERBERT A. W'ALLA E.

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