US1860661A - Remote control apparatus - Google Patents

Description

y 1932- H. N. DIXON 1,860,661

REMOTE CONTROL APPARATUS Filed Feb. 19, 1931 5 Sheets-Sheet l y H. N. DIXON 1,860,661

REMOTE CONTROL APPARATUS Filed Feb. 19, 1931 5 Sheets-Sheet 2 Jumpefs 20 sed wilh Storage Unit.

INVENTOR.

H: I Dike n A TTORNEY.

y 1932- H. N. DIXON 1,860,661

REMOTE CONTROL APPARATUS Filed Feb. 19, 1931 5 Sheets-Sheet 3 INVENTOR.

H /\/.D [X 0 n M ATTORNEY.

y 1932. H. N. DIXON 1,860,661

REMOTE CONTROL APPARATUS Filed Feb. 19, 1931 5 Sheets-Sheet 4 INVENTOR.

H N. D1 x a n,

W 2am N 1 ATTORNEY.

Patented May 31; 1932 UNITED STATES PATENT OFFICE HOWELL DIXON, SWISSVALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SW'ITCH & SIGNAL COMPANY,- OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF Pm- SYLVANIA morn common arrana'rus Application filed February 19, 1931. Serial No. 516,916.

My invention relates to apparatus for establishing a route for an object or vehicle, and is particularly adapted for, though not limited to, the establishing of a route for cars or cuts of cars in railway classification yards.

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

In the accompanying drawin s, Fig. 1 is a diagrammatic view of a pre erred track layout of a classification yard consisting of eight tracks. Figs. 2, 2 and 2, when placed together in the order named, with Fig.2 on the left, constitute a diagrammatic view of one form of apparatus embodying my inven tion when applied to the classification yard shown in Fig. 1. Fig. 3'is a diagrammatic view of a preferred form of apparatus to register the automatic controlprovided by the apparatus shown in Figs. 2 2 and 2. Fig. 4 is a diagrammatic view of a second form of apparatus that may be used with my invention at registration points located along a route. In the several views, like reference characters designate like parts.

Referring to Fig. 1, there is disclosed by way of illustration, the track 1a out for a classification yard consisting of elght tracks designated by the reference characters 21 to 28, inclusive, it being understood that my invention is in no way limited to this or to any specific number of tracks, but it is thought that the classification yard shown in the Fig. 1, is sufficient to fully disclose the system embodyingmy invention. The switches designated by the reference characters 2, 4, 6, 8, 10, 12 and 14 are each to be operated by a power switch machine of any of the several types now in general use. As the operating units and the o erating circuits of these switch machines orm no part of my invention they are omitted from the figure for the sake of clearness. In this instance the control for the switch machines shown in the drawings is that necessary for an electropneumatic machine of the direct acting type which is now used at many places for the operation of the switches of classification yards. .While this system of control is applicable to classification yards, irrespective of whether car retarder equipment is used or not, such 'retarder equipment forms no part of my invention and is therefore not shown in the figures.

Each switch of m invention is provided preferably with a short detector track circuit. Looking at switch 2for illustration, the track rails are arranged into a track section by the insulated rail joints a after thethis section. As shown in the Fig. 1, this detector track circuit preferably extends from a few feet in front of the switch points to a point located-near the frog rail-that is, the section is made just long enough to insure that a switch cannot be thrown under a car. This requires the section to be not less than the maximum spacing between the trucks of a freight car which for practical purposes in the past has been considered 39 ft. A detector track section is arranged at each switch in a similar manner and is provided with a like track circuit.

In my invention the destination of a car or cut of cars is registered at various points between the hump and the most remote switch of the yard. While such registration may be accomplished in different ways, a preferred form is to use the detector track section located at each switch plus a few additional similar track sections, the number of which will'depend on the layout of the track and the minimum space desired between cuts or cars. In the Fig. 1, additional detector track sections are provided at the locations 3, 5, 7,

9, 11 and 13. Each of these additional tracksections is insulated in the usual manner and provided with a track circuit consisting of a battery connected across the rails at one end and a track relay TR connected across the railsat the opposite end. As this system requires the clearing of a track circuit between each cut of cars in order to release the registration of the destination of that cut of cars,

' at the up the cuts of cars cannot be spaced less than 39 ft. apart when the registration is accomplished by means of detector track circuits. In some instances, an armature operated b some one of the track relays is' shown in e figures in a location that is not adjacent to the relay. In each such case the armature is given a reference character and directly above the armature is placed the reference character of the relay by which that armature is operated.

Referring to Figs. 2, 2', and 2, there s provided a push button panel PB which is indicated by dotted lines at the extreme lefthand end of Fig. 2!. On this panel PB, which is located at some central ofice, there is mounted a push button for each track of the classification yard and in the Fig. 29, these push buttons are given a reference character corresponding to the reference charac ter of the track with which the push button is asoeiated. In other words, the push but ton 21 is associated with the track 21, push button 22 with the track 22 and so on for each of the 8 push buttons and tracks. By the operation of these push buttons, the operator is able to effect the setting u of a route from the hump to the classi cation track correspondin to the push button operated. These pus buttons normally occupy the position as shown in Fig. 2 and when manually depressed, contact is broken r or front contact and made at the lower or ack contact. When not. under manual operation, the push buttons return to their normal position.

At each registration point which in Fig. 1 is at each switch and at each track section between the track switches, there is provided a plurality of registering relays. These registering relays are designated in the Figs. 2, 2", and 2 by the reference character S with the prefix corresponding to the location and a suflix corresponding to the classification track toward which it directs a car or cut of cars. At each registration point there is provided one of such registering relays for each track towards which a car may be directed from that registration point. Thus the number of registering relays required at the switch 2, which is the first switch below the hum will be 8 corresponding to the total num r of tracks of the classification yard. At the location 4, there will be required four registering relays because a car will pass location 4 for any one of the tracks 21, 22, 23 and 24. At the location 6 there will be reqgired but two registering relays one for eac of the tracks 21 and 22. In like manner the number of registering relays r0 vided at each of the other locations of ig. 1 corresponds to the number of classification tracks towards which a car may be directed from that registration point.

At each registration point there is also provided one lock-out relay desi ated by the reference character LO, prefixe by a numeral corresponding to the location, and one slow-releasin track repeater relay desi nated by the re erence character TRP pre xed b a numeral corresponding to the location. 'I hus for each registration point there is provided a plurality of registering relays, one

but are here shown in a preferred formwhich is of the ty e disclosed in the L. V. Lewis a plication or Letters Patent in the United gtates, Serial No. 363,047, filed May 14, 1929, when equipped with continuity transfer contacts-that is, the front contact is arranged to be closed before the mating back contact is opened as the relay is energized. At each location throughout the system, there is provided a source of current, which is not shown in the figures for the sake of clearness, the positive terminal being indicated by the reference character B and the negative terminal by the reference character In describing the control circuits, I shall I assume that a car is to pass from the bump to the track 21. The 0 erator ushes the button 21 which closes t e circuit to relay 2521 from positive terminal B throu h the back contact 15 of push button 21, Wire 30, a back contact 31 of the relay 2S21, winding of rela 2S21, a second back contact 32 of relay 2%21, a back contact 33 of the lock-out relay 2L0 and to the negative terminal C of the source of current. The energization of relay 2S21 closes a stick circuit that extends from the positive terminal B through a back contact 34 of the track repeater rela 2TRP, winding of the look-out relay 2L6: front contact 35 of the relay 2S21, windin of relay 2821, a second front contact 36 an to the negative terminal C. In other words, the energizing of the registerin relay 2S21 opens its pick-up circuit at the back contact 31 and closes a stick circuit that includes its two front contacts 35 and 36 and the winding of the look-out relay 2L0 and which circuit is so arranged that the two relays 2L0 and 2821 are retained energized in series. The energizin of relay 2S21 closes its front con tact 37 w 'ch permits current to flow from the positive terminal B through the contact 37, wire 38, a normally closed contact 39 of a push button 2RB located at the switch 2 and which will be referred to later, a normally closed contact 40 of a second push button 2NB also located at switch 2, wire 41,

' front contact of the armature 42 of track relay 2TB, control magnet 2B of theswitch machine for the switch 2, rectifier 43 and to the negative terminal C. The energizing of the control magnet 2R brings about the reversing of the switch 2 of Fig. 1 to direct a car from the hump towards the track 21. The energizing of the registering relay 2821 also closes its front contact 44 to supply current from the positive terminal B through contact 44, wire 45, back contact 46 of a registering relay 3821 at the location 3, winding of relay 3821, a second back contact 47 of 3821, back contact 48 of the associated lockout relay 3L0 and to the negative terminal C.

As the registering relay 3821 is energized, its pick-up clrcuit is opened at the back contact 46 and a stick circuit is completed for this relay that extends from the positive terminal B through the back contact 49 of track repeater relay 3TRP, winding of the associated lock-out relay 3L0, front contact 50 of relay 3821, winding of relay 3821, a second front contact 51 and to the negative terminal C. In other words the registering relay 3821 is first picked upby current supplied from the location 2 and then stuck energized in series with the associated lock-out relay by current from a local source in exactly the same manner that the registering relay 2821 is first energized by current supplied through the push button 21 and then stuck energized in series with its associated lock-out relay 2L0. The energizing of the registering relay 3821 closes the front contact 52 and current flows from the positive terminal B through contact 52 along wire 53 and back contact 54, winding of the registering relay 4821 at the location 4, a second back contact 55, a back contact 56 of the associated lock-out relay 4L0 and to the negative terminal C. As the relay 4821 becomes energized, its pickup circuit is opened and its stick circuit is closed so that current flows from the positive terminal B through the back contact 57 of the associated track repeater relay 4TRP,

winding of the look-out relay 4L0, front contact 58, winding of 4821, a second front contact 59 and to the negative terminal C. Again it is noted that the registering relay 4821 is first picked up by current from the location to the rear and then retained energi'zed in series with the associated lock-out relay by current supplied at the same location. The closing of the front contact 60 of the registering relay 4821' directs current from the positive terminal B through contact 60, wire 61, normally closed contact 62 of a push button 4RB located at the switch 4, normally closed contact 63 of a push button 4NB, contact 64 of the track relay 4TB, the normal control magnet 4N, recifier 65 and to the negative terminal C. The energizing of the control magnet 4N positions the switch 4 normal, 1f the switch is not already in its normal position, to direct a car or cut of cars-towards the classification track 21. The energizing of the registering relay 4821 also closes a front contact 66 to supply current to the registering relay 5821 located at the registration point 5, the circuit being similar to the circuits already traced in connection "with the registering relays 2821, 3821 and 4821. Once the relay 5821 is energized, its stick circuit which includes the look-out relay 5LO is closed and these two relays are then retained energized. With the registering relay 5821 energized to close its front contact 67, current is then supplied from the positive terminal B throu h the contact 67 to the registering relay 6 21 located at the switch 6, the circuit in this instance being similar to the circuits traced for theregistering relays at'the proceeding registration points. With the front contact 68 of relay 6821 closed, current is directed to the normal magnet 6N of theswitch machine for the switch 6. The circuit for energizing the normal magnet 6N ing similar to that traced for the control magnets at the switch locations 2 and 4. If the switch 6 is not already normal, it will be so positioned by the energizing of its control magnet 6N to direct the car to the classification track 21. I

To sum up the system thus far, a momentary closing of the push button 21 by the operator results in the switches 2, 4 and 6 being properly lined up for a car to move from the hump to the classification track 21, and at each registration point along the route, the look-out relay and the corresponding reg istering relay are retained energized to prevent current being supplied to any other registering relay to set up any conflicting route.

In the event the operator desires to direct a car or out of cars to the classification yard 22, he presses the push button 22 on his operating panel to close the contact 691 The closing of the contact 69 of the push button 22 permits current to flow from the positive terminal B through the normally closed con tact 7 0 of the push button 21, the now closed contact 69 of push button 22, back contact 71 of the registering relay 2822. winding of this registering relay, a second back contact 72, wire 73, back contact 33 of the associated lockout relay 2L0 and to the negative terminal C. With the picking up of a registering relay 2822, its stick circuit is closed and which extends from the positive terminal B through the back contact 34 of the track repeater relay 2TRP, winding of the look-out relay 2L0, wire 16, front contact 74 of the registering relay 2822, winding of this relay, front contact 75 and to the negative terminal C. It will be noted that the registering relay 2822 is series with the associated lock-out relay 2L0 in exactly the same manner that the relay 2821 was operated when the operator selected the usb button 21.

T e energizing of the re isterin relay 2822 supplies current from t e positive terminal B through its front contacts 76, wire 38 and over the circuit previously traced to the reverse control magnet 2B of the switch machine for the switch 2. The energizing of 2R insures that the switch 2 is reversed to direct a car from the hump towards the track 22. The energizing of the relay 2822 also closes its front contact 78 to permit current to flow from positive terminal B in a circuit leading to the registering relay 3822 at the location 3, and registering relay 3822 becomes energized in series with its lock-out relay 3LO in the same manner as has been previously ointed out for other registering re-v lays. T e energizing of the relay 3822 now closes its front contact 79 and current is supplied to the circuit leading to the registering relay 4822 at the location 4 and that relay becomes energized. As the contact 80 of the relay 4822 is closed, current is supplied to the normal magnet'4N of the switch machine at the switch 4 over the circuit previously traced and switch 4 is moved to its normal position, if it is not already occupying that position, to direct the car towards the track 22. Again the energizing of the registering relay 4822 closes the front contact 81 and current is supplied to the registering relay 5822. In turn the energizing of the registering relay 5822 supplies current to the registering relay 6822. As the relay 6822 becomes energized to close its front contact 82, current is supplied to the reverse control magnet GB of the switch machine for the switch 6 and the switch 6 is reversed to direct the car to the classification track 22.

A further inspection of the Figs. 2*, 2 and 2 will disclose that the operation of any one of the push buttons on the panel PB will result in the energizing of the registering relay and the lock-out relay at each registration point between the hump and the classification track towards which the particular push button operated directs a car. Also that the energizing of the registering relay at each switch location selects the proper control magnet of the switch machine to roperly position the switch to route the car rom the hump to the classification track corresponding to the push button operated.

Attention is called to the fact that at the location 2 that the ener izing of any one of the registering relays 2 21, 2822, 2823, and 2824 will result in the switch 2 being set reverse as the reverse position of that switch directs a car to any one of the tracks 21, 22, 23 and 24. Likewise the energizing of any one of the registering relays 2825, 2826, 2827 and 2828 results in the switch 2 being set normal as the normal position of the switch 2 directs a car to any one of the tracks 25, 26, 27 and 28. At location 4 the relays 4821 and 4822 position the switch 4 normal and the relays 4823 and 4824 position the switch 4 reversed. -Again at the location 6 the energizing of relay 6821 positions switch 6 normal and the energizing of the relay 6822 positions the switch 6 reversed. The groups of relays at the location 8 control the switch 8, in a manner similar to that described for the relays at the location 6, to direct a car to either the track 23 or 24. The intermediate or additional registration points 3 and 5 are provided that cars or cuts of cars ma follow each other from the hump to the c assification tracks 21 or 22 at closer intervals as will appear as the specification progresses. At the switch location 10 the groups of relays correspond in number to those at the location 4. Again at the locations 12 "and 14, the groups of relays correspond to those described for the location 6 inasmuch as there are but two divergingroutes at each of the locations 12 and 14. In order to sim lify the figures, the groups of relays for the ocations 11, 12, 13 and 14 have been omitted from the figures as they are'duplicates of those shown for the locations 5, 6, 7 and 8, respectively, and it is thought that they would add pothing to the understanding of my invenion.

It is apparent from the foregoing description that additional tracks can be added to the lay-out by providing additional push buttons on the control panel to corres nd to these additional tracks, and by provi 'ng additional registering rela s to correspond to the additional routes, an by providing additional re istration points with the necessary rela s. he new groups of relays and the additional registering relays added to the present groups will all function in a manner similar to those already described and .thus the addition of these tracks and apparatus will not depart from the scope of my invention.

I shall now assume that three cars or cuts of cars which I shall call X, Y and Z proceed over the hump and that it is desired to direct these cars into the tracks 21, 22 and 24, respectively. As car X reaches the hump, the operator pushes the button 21 which completes the line up of the group of relays from ocation 2 to the location 6 in,the manner above described setting each switch in turn in a position to direct the car X to the track 21. The energizing of the lockout relay at each location along this route prevents the setting up of the route for any of the following cars until the car X proceeds to each sucv cessive location to release the selected group of relaysin the manner about to be described. As car X enters upon the track section at the switch 2 and shunts the track relay 2TB, an

auxiliary power connection is closed through the back contact 83 of the track relay 2TB to the stick circuitof the relays 2L0 and 2821. Also the deenergizing of the track relay 2TB causes the track repeater relay 2TRP to become energized by current flowing from the positive terminal B through the front contact 84 of relay 2L0, back contact 85 of relay 2TB, winding of relay 2TRP and to the negative terminal C. The picking up of relay 2TRP opens the back contact 34, however the relays 2LO and 2821 are still retained energized by current through the back contact 83. When the car X vacates the track section at the switch location 2, track relay 2TB picks up to open the stick circuit for 2LO and 2821 at the back contact 83 and also to open the circuit forthe repeater relay 2TB? at the back contact 85. As the relay 2TRP is slow-releasing, the relays 2L0 and 2821 become deenergized before the back contact 34 of relay 2TRP'is closed and thus the relays at location 2 are restored to their normal condition. As the car X advances past the switch 2, the second car Y is pushed down the hump, and the operator operates the push button 22 to start the lining up of the route from the hump to the track 22 for the second car Y. The closing of the lower contact of the push button 22 energizes the registering relay 2822 and this relay is then retained energized in series with the look-out relay 2L0 in the same manner as it was energized in series with relay 2821. However,

the routing of the car Y will not immediately proceed beyond the location 2 due to the fact that the route for the car X is still in effect at the location 3. As the car X enters the track section at location 3. the operation of the relays following the shunting of the track relay 3TB is the same as that described for the location 2 when. its track relay 2TB was shunted. As the car X vacates the track circuit at the location 3 and the relay 3TB picks up, the look-out relay 3L0 and the registering relay 3821 are deenergized due to the slow-releasing feature of the track repeater relay 3TlRP. As soon as relay 3L0 closes its back contact 48 the relay 3822 is picked up by the circuit closed at the front contact 78 of relay 2822 and the relavs 3822 and 3L0 are retained energized by their stick circuit. As the car X enters and vacates the track circuit of the track section at the location 4, the selected group of relays at location 4 function in the same manner as the relays at the locations 2 and 3 functioned as the car X passed these points, and the route is then at once set up for the following car Y. Likewise at the location 5, the relays function in the same manner as has been previously described. as the car X advances past this point. At the location 6. as soon as the car X passes on into the classification track 21, the registering relay 6822 is energized and the energizing of relay 6822 selects the reverse position of the switch 6 to direct. the following car Y into the classification track 22. As soon as the .car Y routed for the track 22 leaves the location 2 and the car Z is started down the hump, the operator starts the routmg of the car Z by closing the push button 24. This time, as soon as the car Y vacates the track circuit at the location 4, the selecting of the relay 4824 will cause switch 4 to be reversed to direct the car Z towards the track 24 and as the route of car Y no longer confiicts with the route for the car Z, the setting up of the complete route for the car Z to the track 24 will immediately follow. It is apparent from the foregoing description that the operation of this system permits cars or cuts of cars to follow each other from the hump to the distant classification tracks with a spacing equal to that of the distance between the registration points.

In my system where the control of each route of a plurality of routes is automatically stored in response to the actuating of a push button, that is to the momentary closing of a circuit corresponding to the respective route, the system readily lends itself to the registering in advance of a plurality of routes which are to be successively lined up.

In Fig. 3 is shown a preferred form of apparatus which may be used to register in advance, a plurality of successive routes to be set up for a series of cars or trains. In the Fig. 3 there is shown a registering or storage panel that may be used in connection with the classification yard shown in the Fig. 1.

By means of this panel, an operator can take the train sheet of a train to be classified and register the classification track to which each car or cut of cars is designated. Then as the train is pushed over the hump and the cuts of cars detached, the route for each car will be automatically set up in the order registered on the storage panel without any further attention on the part of the operator.

On the panel of Fig. .3, there is provided receptacles of the telephone type. The receptacles being arranged for convenience in horizontal and vertical rows. A horizontal row is provided for each track in the classification yard and a vertical row for each storage desired. In Fig. 3, there is shown eight horizontal rows of receptacles, one for each of the eight tracks of the classification yard of the Fig. 1 and six vertical rows to provide six distinct storages. It will be evident as the description progresses that any number of storages may be provided for by the addition of further vertical rows of receptacles and that addtional classification tracks may be provided for by the addition of a corresponding number of horizontal rows of receptacles. In the Fig. 3, the receptacles of each horizontal row are given the reference character corresponding to the row with which it is associated plus a prefix A for one relay and a prefix O for the other relay. Also an indicating light is provided 10 for each vertical row of receptacles which is belonging to the designated in the Fig. 3, by the numeral corresponding to the row plus a sufiix A. When the storage panel is used in button panel PB of the Fig. 2", the storage panel circuits indicated by the-arrow at the right-hand end of the Fig. 3 are to be connected to the line having the same track numeral shown at the left of the push button panel PB of the Fig. 2.

One plug is provided for each vertical row of storage receptacles. If the first car or cut ,of cars listed on the train sheet is designated for the track 24 the operator will insert the plug belonging to the first vertical row of receptacles into receptacle 24 of that row. If the next car or cut-of cars is designated for the track 25, the operator will insert the plug second vertical row of receptacles into receptacle 25 of that row. If the third cut of cars is designated for track 21, the operator will insert theplug belonging to the third row into the receptacle 21 of the third vertical row, and likewise one plug will be inserted in each vertical row of-receptacles for each cut of cars and this plug will be inserted in the horizontal row corresponding to the track for which that cut of cars is desi ated. In this instance the maximum nuni r of cuts of cars that can be stored at any one time will be six. However, as stated above any number of such cuts can be arranged for by the addition of more vertical rows of receptacles.

Assuming the above registration has been made for the classification of the three separatecuts of the cars mentioned above, name- #3 the first cut for track 24, the second cut I or track 25 and the thirdfor the track 21. As soon as the train advances to the bump, the operator will close the switch AA which will energize the relay A1 over the followin circuit; positive terminal B, switch AA, front contact 86 of the track relay 2TB, wire 87, back contact 88 of relay 06, back contact 89 of relay A6, back contact 90 of relay 05, back contact 91 of relay A5 and back contacts 92, 93, 94, 95, 96, 97 and 98 of the relays 04, A4, 03, A3, 02, A2, and 01, respectively, wire 132, winding of relay A1 and to the negative terminal C. It will be noted that as the plug was inserted in the receptacle 24 of the first row, that the lamp 1A was lighted by current flowing from the positive terminal B through the back contact 99 of the relay 06, back contact 100 of the relay A6 and then place of the push p through a back contact of each of the relays '25 and to the negative terminal C. Also the lamp 3A is lighted by a similar circuit as the lug was inserted in the receptacle 21 of the third row to close the contact of that rece tacle.

e energizing of the relay A1 closes the front contact 106 and permits current to flow from the positive terminal B through contact 106, the now closed contact 107 of the receptacle 24 of the first row, control wire 108, thence to the corresponding wire 108 of Fig. 2 and to the relay 2824 to energize that registering relay. in the same manner as was pointed out earlier in the descri tion in connection with the operation of t e push buttons. Following the energizing of the relay 2S24, the route is set' u for the first cut of cars from the hump to the classification track 24 to which that cut is designated. As the first cut of cars passes down the bump to the location 2 and there shunts the track relay 2TB, the deenergizing of the rela 2TR opens the front contact 86 and closes t e back contact 110. However the energizing of the relay A1 closed the front contact 109 and relay Al is stuck energized by current flowing from the positive terminal B over the same circuit traced for the lamp A1 up to the wire 101 and then from that point through the contact 109, winding of relay A1 and to the negative terminal C. The closing of the back contact 110' of the track relay 2TB supplies current to the relay 01 from the positive terminal B through contact 110, front contact 111 of the relay A1, winding of relay O1, and to the negative terminal C. The en ergizing of relay 01 opens the back contact 112 in the stick circuit in the relay A1 and also the back contact 98 in the pick-up circuit of relay A1 and that relay thus becomes g deenergized. The energizing of relay 01 also opens the circuit to the lamp 1A and extinguishes this light indicating to the operator that this first cut of cars X has passed over the hump and is at location 2. The relay O1 is retained energized after the deenergizing of the relay A1 by a stick circuit that includes its own front contact 113. With contact 113 closed, current flows from the positive terminal B through the circuit that includes the back contact 99 of the relay O6 and a back contact of each of the relays of Fig. 3 in turn up to its own back contact 112 from which point the circuit extends through Ill As the first out of cars X vacates the tracksection at the switch location 2, the track relay 2TB again becomes energized to close its front contact 86 and the circuit by which current was previously supplied to the relay A1 is again closed. This time however the relay O1 is energized and current flowing in th's circuit is supplied through the front contact 114 of relay O1 to the relay A2 and that relay becomes energized. The energizing of relay A2 opens the stick circuit of the relay 01 at back contact 115 to deenergize that relay and at the same time that the back contact 115 is opened the front contact 116 is closed so that the relay A2 is now stuck energized. The energizing of relay A2 supplies current from the positive terminal B through its front contact 117 and the now closed contact 118 of the receptacle 25 of the second row of receptacles, along control wire 119 and thence to the corresponding wire 119 of Fig. 2 and to the registering relay 2325. The energizing of the registering relay 2825 is followed by the setting up of the route from the hump to the track 25 in the same manner as would have followed the op-- eration of the push button 25. That is, the energizing of the registering relay 2S25 sets in motion, the setting up of the route for the second cut of cars Y from-the hump to the classification track 25 which will take place as fast as the first cut of cars X advances to release the energized relays at the various locations along the route of the car X to the track 24. In this instance, as the route to the track 25 diverges at switch 2 from the route to the track 24 which is the destination of the first cut of cars, the route for the second cut of cars will be at once completed as soon as the first cutvacates the track section at the location 2.

As the second cut of cars Y advances down the hump tothe location 2 and shunts track relay 2TB, the closing of the back contact 110 of relay 2TB supplies current through the now closed front contact 120 of the relay A2 to the relay O2 energizing that relay. The energizing of relay 02 opens the stick circuit to the relay A2 at the back contact 121 and at the same time closes its own stick circuit at its front contact 122. Relay A2 now becomes deenergized to open its own stick circuit at contact 116 and the pick-up circuit for the relay 02 at the contact 120. As relay 02 becomes energized, the lamp 2A is ex tinguished to indicate that the second cut of cars Y has proceeded down the hump to location 2'. As this second cut of cars vacates the track section at location 2 and the track relay 2TB again picks up, current is again supplied to the circuit that was traced for energizing the relays A1 and A2. This time however, the relay 02 being energized, the

current is diverted at the front contact 123 to the relay A3 and that relay is energized;

As the relay A3 becomes energized, it opens the stick circuit for the relay 02 at the back contact 124 and closes its own stick circuit at the front contact 125. Front contact 126 of the relay A3.being now closed, current is supplied from the positive. terminal B through contact 126, the now closed contact 127 of the receptacle 21 of the third row of receptacles and then by the control wire 128 to the corresponding wire 128 of Fig. 2 and thence to the registering relay 2321. Relay 2821 is thus energized the same as if the operator had actuated the push button 21 immediately after the second cut of cars had vacated the track section at location 2. The selecting of the relay 2821 sets in motion the setting up of the route for the third cut of cars Z from the hump to the classification track 21. As the route to track 25 for the second cut diverges at switch 2 from the route to the track 21, then the route for the third cut will be at once completed irrespective of the progress of the second cut of cars. However, it will be recalled that the first cut of cars is designated for the track 24 and thus the route for the third cut of cars to the track 21 can be completed only as fast as the first cut of cars advance past the registration points. In like manner the route for any other out of cars will be automatically set up by the apparatus of Fig. 3 providing a plug has been previously inserted in the proper receptacle. As stated above, the panel disclosed in Fig. 3 only provides for six 'separate cuts of cars, but it'is apparent that a larger number of cuts of cars can be registered by the addition of more vertical rows of receptacles.

The relays A1, 01, A2, 02, A3, 03, etc. therefore constitute a chain of relays operating, as the track relay 2TB becomes alternately deenergized and energized, to carry out the control of the routes afiected by the plugs inserted in the various receptacles. In place of operating this chain of relays by the track relay 2TB, they may be operated by means of a push button 131, in the event the switch AB is closed and the switch AA left lVhile in this description, it has been considered that the control is either by means of a manually operated push button panel or by automatic means of a storage panel, it is apparent that both can be provided and the system operated from either.

It becomes obvious from the foregoing description that the difi'erent cuts of cars can be spaced no closer than the distance between registrationpoints. Where it becomes desirable to space cars closer than that at which detector track sections can be conveniently installed or in the event such detector track sections are not practical, then an alternative plan may be arranged for such registration points as is disclose in the Fig. 4.

In this case, a light sensitive unit is provided at each registration point. In Fig. 4,

two such registration points 3 and 3" are shown located between the switch 2 and the switch 4 of the Fi 1. At the locations 3 and 3, there is provi ed li ht sensitive units U and U, respectively. ach of these units is characterized by a decrease in electrical resistance in respect to increase in intensity of the light to which it is exposed. For example, they may be photo-electric cells and the unit U of location 3 located on one side of the track opposite an electric lam elements to be so positioned tliat normally U receives light rays from the lamp L but these light rays are intercepted by the body of the car passing this location. The lamp L is constantly supplied with power from any convenient source such as a transformer T The circuit for the 3TB relay at this location includes a battery 136 and the light unit U The circuit is so adjusted that with U exposed to the light rays of L, the current flow is sufiicient to retain relay 3TB energized, while when the rays are intercepted b a car, the current is so reduced in value t at the armatures controlled by the relay 3aTR drop. At the location 3', the lamp L and the light unit U are positioned in a manner similar-to that described for the location 3 and they con trol the relay 3aTR in the same manner that the relay .3TR is controlled at the location 3. The relays 3TB and 3aTR can be utilized to control groups of lock out and registerin relays in the same manner as the track re ays of Figs. 2', 2" and 2. By the arran ement of Fig. 4, it is apparent that registration points can be installed as close together as desired and the cuts of cars can follow each other from the hump, to the designated classification track atextremely close intervals.-

It is sometimes desirable to operate a trimlner engine out of one classification track into another classification track. At each switch location, there is provided two non-stick push buttons for local control of the switch machine at that point. Referring to the switch 2 of the Fig. 2', the two push buttons 2NB and 2RB are located at the switch. In the magnet 2R, rectifier 43, and to the negative terminal C. The result of the magnet 2R being ener ized is that the switch 2 is reversed. In a simi ar manner should the switch 2 be in its reverse position and it is desired to move L These two it to its normal osition, the brakeman by depressing the pus button 2NB will disconnect the automatic control circuits and supply current to the normal magnet 2N through the contact 129 with the result that the switch is ositioned normal. Similar push buttons are ocated at each switch of my system.

While in the views here shown my invention is applied to the control of the routes of a railway classification yard it is to be understood that-it is equally adaptable to many other locations where a plurality of permissive routes are available for a car or vehicle. Such a system as here'disclosed provides a convenient and simple method for establishing a route and for insuring that a route when once established can not be prematurely changed and that the route will be the respective cuts of cars than is possib obtain in a system when individual control of each switch is used, while the advantage obtained by being able to register in advance the classification of a complete train will be apparent to all those familiar. with this class of work.

Although I have herein shown and described only certain forms of apparatus em;- bodying 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 by invention, what I claim is:

1. A control system including, a plurality of routes over which an object may pass, controlling devices located at intervals along each of said routes, a control means for each route located at a central oflice which when operated selectively governs the controlling devices to establish the route'with which said operated control means is associated, means rendered active by the selected controlling devices to retain the established route irrespective of said control means, and means responsive to an object passing over said route to release the selected controlling devices.

' 2. A control system including, a plurality of routes over which an object can pass, a plurality of registration points located at intervals along each of said routes, a plurality of controlling devices for each registration point one for each route, a control means or each route located at a central oflice which when operated selects the controlling device at each registration point along the respective route to establish the route, lockout means for each registration point rendered active by'the selected controlling device to retain the established routes irrespective of the control means, andmeans responsive to an objectpassing a registration point to release the selected controlling device and the lookout means at that point.

3. A control system including, a plurality of routes, over which an object can pass, a registration point included in all of said routes, a registering relay for each route, a control means for each route which when operated selects the registering relay for the respective route to establish the route, a lockout relay rendered active by theselected registering relay to prevent the selecting of a registering relay by any other control means, and means responsive to an object passing the registration point to release the selected registering relay and said lockout relay.

4. A control system including, a plurality of routes over which an object can pass, a registration point included in all of said routes, a registering relay for each route, a

control means for each route which when operated selects the registering relay for the respective route to establish the route for an object, a lookout relay rendered active by the selected registeringrelay to prevent the selecting of a registering relay by any other control means, a storage means rendered-active by the selected registering relay to retain the established route irrespective of the control means that selected the registering relay, and means responsive to the object passing the registration point to release the selected registering relay and the lookout relay.

5. A control system including a plurality of routes over which an object may pass, a plurality of registration points located at intervals along said routes, means located at a central point to select a given route for an object, means located at each registration point along the route selected to prevent. a change in the route by themeans located at the central oflice, and means responsive to the object passing a registration point to release the route at that point.

6. A control system including, a route over which an object may pass, a plurality of registration points located at intervals along said route, a registering relay for each registration point, manual controlled means to energize the said registering relays to establish the route for the passage of an object, a storage means associated with each registering relay rendered active by the energizing of said registering relay to retain the route set for the object irrespective of said manual controlled means, and means responsive to the object passing a registration point to deenergize the registering relay at that point.

7. Acontrol system, including a railway classification yard, having a hump and a plurality of'classification' tracks, means to establish a route from the hump to each of the classification tracks, a plurality of registration points located at intervals along each route, a plurality of registering relays for each registration point, one relay for each registering relay by the control means of another route, and means responsive to a car passing a registration point to release the lockout means and the registering relay at that point. J

8. A control system, including a railway classification ard having a plurality of classification trac s, a plurality of track switches each having a normal and a reverse position and capable of arrangement in various combinations as to normal and reverse positions to form a respective route leading to each classification track, a control means for each route located at a central office, means selected by each control means when operated to arrange the switches for the respective route, a lookout means associated with each switch rendered active when the switch is selected for a given route to prevent the switch from being selected by a control-means of a different route, and means responsive to a car passing a switch to release the lockout means.

9. In combination, a railway switch, a normally deenergized registering relay, a normally deenergized lockout relay, a pick-up circuit for said registering relay; a stick circuit for said registering relay, including the winding of said lockout relay and the winding of said registering relay in series; remote controlled means to control said pick-up circuit, means responsive to traific passing said railway switch to control said stick circuit, and means controlled jointly by said registering relay and said lockout relay to control the operation of said switch.

10. In combination, a railway switch, a

plurality of relays each capable of controlling v the operation of said railway switch, a lookout relay associated with said plurality of relays, a remotely controlled means to selectively energize one of said plurality of relays together with said lockout relay, and means a given position of the switch, a storage means res onsive to the energizing of said control re ay to render the remote control means ineffective to control said control relay, and a detector track circuit to deenergize said control relay to release said storage means in response to a car passing over said railwa switch.

12. n combination, a route along which an object passes, a registering means located at a registration point along the route, a remote control means to govern the registering means to establish the route for an object, a storage means to render said remote control means inefiective to govern said registering means once the route is established, and means including a 1i ht sensitive unit to restore the control of said remote control means over said registering means in response to an object passin over said route.

13. n combination, a route along which a vehicle asses, a control means located at a controlling point along the route, means located at a remote point to govern said control means to establish the route for a vehicle, a storage means located at said controlling point to prevent the cancelling of said route when once established, and a detector means including a light sensitive unit to release the storage means to restore the control of the means at the remote point in response to the vehicle passing said controlling point.

14. In combination, a chain of normally deenergized relays grouped in pairs, a pickup circuit for energizing the first relay of each pair which circuit includes a back contact of the succeeding relays of the chain and a front contact of the second relay of the preceding pair, a ick-up circuit for en ergizing the second re ay of each pair which includes a front contact of the first relay of the same pair, a stick circuit for each relay including a back contact of each succeeding relay of the chain to retain the relay energized irrespective of its pick-up circuit but which stick circuit is ruptured upon the energizing of the succeeding relay of the chain, means to alternately close the pick-up circuits of the pairs of relays to effect a successive energizing and deenergizing of the relays of the chain, and a trafiic control circuit associated with each pair of relays rendered effective by the energizing of the first relay of the pair.

15. A control system including, a route over which an object may pass, a plurality of registration points located at intervals along said route to determine the spacing of objects on the route, a registering device for each registration point, manually controlled means to energize the registering devices to set up the route for the passage of an object, lockout means associated with each registering device rendered active by the energizing of said registering device to retain the route set for the object irrespective of the manual controlled means, and means responsive to the ob'ect passing a registraiton point to release t e lockout means to permit the registering'device at that oint to be energized to set up the route in t e rear of the first object for a following object.

16. A control system including, a passageway adaptable of arrangement for passing an object from a'central point to anyone of a plurality of destinations, registration points located at intervals along said passageway, a registering device for each registration point, a control means at said central point to selectively influence the registering devices to arrange the passageway to direct an object to a given destination, lockout means associated with each retgistering device effective upon the selectin 0 its associated registering device to ren er the control means ineffective to influence the registering device, and means responsive to an object assing a registration point to release the loc out means and permit the control means to influence the registering device for arranging the pasageway for a following object.

In testimony whereof I afiix my si ature.

HOWELL N. DI ON.

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