US2194353A - System for automatically controlling the switches in a railroad classification yard - Google Patents

Description

Push Bufi'on Bank March 19, 1940.

c. L. BROWN ET AL ,353

SYSTEM FOR AU'iOMATIOALLY CONTROLLING THE SWITCHES IN A RAILRQAD CLASSIFICATION YARD Filed Dec. 9.

1938 6 Sheets-Sheet 1 INVENTORS N.C.L.Br'own and WMMor an lncompetenzj by M0 Mar an,(2mm' A BY 7% 1a @2571,

March 19, 1940. c BROWN ET AL 2,194,353

SYSTEM FOR AUTOMATICALLY CONTROLLING THE SWITCHES n A RAILROAD CLASSIFICATION YARD Filld Dec. 9, 1938 6 Sheets-Sheet 3 e15 Storage Bank 5 UNIT B Storage Bank B FIG.3.

NC LB d WV I Inmmpefent, y l f firgam n m l t fe Mud! 1940- N. c. BROWN ET AL 2,194,353

SYSTEM FOR AUTOMATICALLY CONTROLLING THE SWITCHES IN A RAILROAD CLASSIFICATION YARD Filed Dec. 9, 1938 6 Sheets-Sheet 4 T: u n

121 X 2B 5 m U 5? O 3 Q E 2 ID 3 I[J(- t. i{ INVENTORS N.C.L.Brown and W.V.Mor an, E Incom emfb MUM ,Comm' U. Q I! 15v M I ATTY.

March 19, 1940. c, BROWN 5 AL 2,194,353

SYSTEM FOR AUTOMATICALLY CONTROLLING THE SWITCHES IN A RAILROAD CLASSIFICATION YARD Filed Dec. 9. 1938 6 Sheets-Sheet 5 I t! I \L I n I .Bmkemins Towe ATT'Y.

March 19, 1940. N c BROWN AL 2,194,353

SYSTEM FOR AUTOMATICALLY CONTROLLING THE SWITCHES IN A RAILROAD CLASSIFICATION YARD BY V I ATT'Y.

Patented Mar. 19, 1940 LING THE SWITCHES IN A RAILROAD CLASSIFICATION YARD Ned C. L. Brown, Scottsville, and Wesley V. Morgan, incompetent, Rochester, N. Y., by Martha 0. Morgan,

I v Rochester, NY.

Rochester, N. Y., committee, assignors to General Railway Signal Cjompany,

Application December 9, 1938, Serial No. 244,816

This invention relates to apparatus for automatically controlling the track switches: of a hump-yard system, or the like, and includes train describer apparatus for transmitting a train de- 11 scription of the car destination to successive track switches in a route as such train or car ap preaches these track switches, each switch being controlled by such train describer apparatus before a car reachesit and after such' car enters are allowed to run down the humpin close suecession, each car or cut of cars to a particular storage track. In-practice, a large number of such cars, or cuts of 'cars, follow each other off the hump in close succession, and in order that a track switch may assume the proper position when a particular car reachesit, it is often necessary that the, track switch be operated immediassociated therewith by the car next in advance. In other words, the requirement ofjtime of ope'r ation o'f track switches is often so precise that automatic control or the track switches is desir able in order that-a track switch may be operated as soon'as its detector track circuit becomes unoccupied by a preceding car. Since the carsto be classified may be so closely spaced that several differently classifiable cars may occupy the 40' same stretch of non-track circuited trackbetween twosuccessive track switches, it is necessary to have suitable train describer storage apparatus which willstore, so to speak, the destination each particular car of several cars is to take, so that" 45' this stored indication may operate the track switch before the car designated thereby reaches such track switch. [In modern hump-yard train classificationsystems the cars or cuts of cars,are

retarded 'bysuitable track brakes, which track 50" brakes are controlled from a brakemans'tower located below the hump and from which tower the distribution 'andstorage tracks are clearly visible. The car descriptions stored in the train describer system are preferably registered therein :by a man located on the hump where the train upon the next track switch in the rear, and is ately upon vacancy of the detector track circuit I l 32 Claims. (o1.2 46-2 y y e t to be brokenup or classified is located. The

brakemans tower and hump control board have been shown in Fig. 5 of the drawings.

In accordance with the present invention it is proposed to construct the train describer system entirely of manually operable contacts, relays and circuits, which relays are neutral relays many of which are provided withstick and holding circuits. It is proposed to employ a plurality of storage relay banks of which two such storage banks have been shown in each of the storage units, one unit being shown in each of Figs. 2, 3 and 4. The number of storage banks in each storage unit-should be such that all of the cars that may occupy the approach track leading to a track switch may have their descriptions stored therein, one "car description .for each storagebank. Each of these storage bangs include three kinds or charactersof relays; .Each storage unit includes carrier relays which by being energized. manifest that a train description is stored in that bank of such unit, include storage relays which manifest what this train description is and in-- clude transfer relays which determine when a train description may be transferred to the next successive storage bank. When the train destination is to be transferred from one storage unit to another storage unit, each of Figs. 2, 3 and 4 showing one such storage unit, a detector track relay associated with the track switch separating such storage units must be operated. More specifically these track relays are employed for determining when the train destination shall be transferred from the first storage bank of one storage unit to the last storagebank of another storage unit in advance thereof. By first storage bank is meant the storage bank first to store a train destination in a storage unit. These ,first banks have been designated by the expo ment l aflixed to a letter characterizing the storage unit. Similarly the last storage bank signifies the bank of a unit last to store a train destination.

The present invention particularly distinguishes from the invention disclosed in the application of Brixner'and'Coley in the provision of the carrier relays, which carrier relays enable an all negative code to be stored in the storage relays.

By all negative code is meant a code in which all 1 of the storage relays remain deenergized. In this connection it maybe pointed out that each of the storage relays of a bank definitely defines the position a" particular switch is to take for the particularcar stored in the storage bank. For instance, if thefirst storage relay in a storage bank is energized code element) it means that the first switch in the route over which the described train is to move will assume the reverse position, if the second relay of thestorage bank is deenergized' code element) it shows that the second switch in theroute isto remain' in its normal position, and so on, there being as many storage relays as there are switches yet to be encountered by the car described by the. storage bank. If all of the switches in the route are to remain in their normal position code) all of the storage relays remain deenergized and the fact that a train-description is stored in the storage bank is thenwholly manifested by the energized condition of the. carrier. relay of the storage bank. By thi's'construction one one storage relay in a storage bank may be eliminated for each track switch; that a car has already passed over. In other words, the. storage, banks shown in Fig. 2 include three storage re-' lays, the storage banks: shown in Fig. 3 include only two storage relays; and the storage banks in Fig. 4 include only'one storagerelay. Inother words, one" of theobjects of the present inven tion' resides in the; provisionvof relays so interlocked and: interconnected. as to perform the necessary functions with the minimum number of relays especially for the more involved humpyardsystems where eight or morerstorage tracks are employed. More specifically, for the complete system shown conventionally in Fig. 7, unit A. employs ten relays, units C employ each". only eight relays, units D;:E',.F and Ci employ each other six relays, making a total of fifty transfer, carrier and storage relays. Other objects and purposes of the presentinven-tion reside in the arangement of relays and circuits which may: be readily expanded to control the larger hump-yard systems irrespective of the nature of the track layout.

Other objects, purposes and characteristic. features of the. invention will be more particularly pointed out in' the description hereinafter and will in: part be obvious from: the accompanying drawings, in which:

Fig. I shows the push buttonbank of control push buttons and storage relays of which the push buttons at least are located on the hump control board.

Each of Figs. 2, 3 and. 4 showthe apparatusof storage units; Fig. 2. showing a storage unit employing three storage relays for each. bank}.

Fig. 3 shows a storage unit employing two stor age relays for each bank; and: Fig. 4 shows a storage units; Fig. 2 showing, a storage unit each bank.

Fig. 5- illvstrates the actual selected track layout together with: the varioustrack. switches.

switch machines, and track relays, together with the hump control: board located on top of the hump and the brakemans tower located near the storage: tracks.

Fig. 6 illustrates a miniature track layout comprising a. control and: indication panel on which are located the indicating. lamps, thisupanel preferably being. located in the brakemans tower where also is preferably located-the aparatus shown in Figs. 2,. 3 and 4.

Fig. 7 shows how if Fig. 3' isreproduced once and Fig. l is reproduced three times, as by making photostat copies thereof, the entire system selected to illustrate the present invention may be built up by connecting Figs. 1-, 2,. 3 and 4 as illustrated: in Fig. 7 of the drawings.

If the entire system is to be thus: reproduced the reference characters in the photostat copies should be changed as. is obvious from the drawings when taken with the description.

Apparatus Referring to Fig. 1 of the drawings the; apparatus includes push buttons PBH, PBI, PBJ, PBK,

storage track, the last letter in each reference character being the reference character for the storageitrack (see Fig; 5) to which such push button sends a car. Each of these push buttons has associated therewith a push button storage relay R; having: a prefix letter corresponding to the let- 3 l5 ter designating the corresponding storage track. Each of these relayshas associated therewith an PBL, PBM, PBN and PBO, one button for each indicatinglamp which has been designated-by a I small letter corresponding to the. capital letter.

identifying the approach or storage track with which this lamp is associated. Each-of these;

relays. set-upa particular code in a storagebank j" signifying. a particular track; These codes have:

been identified by plus and minussigns';

written over each push button wherein sig nifies: switchreversed; and normal.

signifies switch. also signifies storage relayup and;

() signifies. storage relay down, sothat I signifies. relays [A and 2A up and relay 3A down. These relays R are so interlocked. that: only one of these relays can be energized at one time. and these relays are provided with stick circuits which maintain; them, one at a time,

energized. until the train description designated by the, energized: condition of such relay has been either transferred to a storage bank. or has been cancelled. by acancelling push button. Four such cancelling push buttons have been shown in- Fig. I

1- of which the cancelling push buttoni CPB cancels all. of the train descriptions that may be stored. in the entire system; of which push button CR. may cancel any'train description stored in the. push. button relays R, thecancelling push button CR may cancel; any train description that may be stored in the storage bank A? and of stored in storage bank D Each storage bank'of relays is composed of a transfer relay TR, a carrier relay C, and one or more storage relays such asA, B and D illustrated in Figs. 2, 3 and 4, respectively. The transfer relays TR each havetheir sufilx letter R, provided with an exponent corresponding to the exponent In Figs. 3 and 4 have also been identifying a storage bank in which it is located.

Each transfer relay also has a prefix letter corresponding to. the letter identifying the storage unit in which it is located. Similarly, the carrier relays C have their suflix. letter 0 provided with an exponent corresponding to that of the exponent. identifying the storagebank in which it is located and have a prefix corresponding to the letter identifying the storage unit in which they are located. The storage relays on the other hand are identified by the same letter which identifies the storage bank butieach have a prefix: T

number corresponding'toj the order of the track switches in' the route over which a particular. ;train. description governs; the prefix 1 identifying, the first switch, the prefix {identifying the second switch,and the prefix identifying the third :switch to be traversed in the route. Theseistorage relay reference characters also each include an exponent corresponding to the exponent identifying the storage bank in which it is included. I

Where two successive storage banks of relays,

. such as storage bank A and storage bank B are separated by a track switch si'iitablezsupplemental transferring means, is employed; This supplemental transferring means of the. system illustrated includesa track relaysuoh as the trackrelay T (see Fig.2), atrack repeater relay such 7 'as T R, which relays T and T R allow'a train destination or description to be transferred only while such track relay is deenergized and before [the track repeater relay is actually picked up.

There are also provided switch machine repeater relays which determine-whether the train destination to be transferred shallbe transferred to one storage unit or another of two storage units. In Fig. 2 the train description will be transferred to storage unit B,"i1lustrated in Fig. 2, if the switch repeater relay RW'P is energized,

but will betransferred to storage unitC, shown conventionally inFig. 7,. ifthe switch repeater relay NWP is energized. Each storage unit in addition to being provided with the; relays constituting two or more storagebanks. is also provided with switch machine controlsNR and RR having an exponent corresponding to the track switch with which that storage unitis associated. This apparatusnis' also provided' with a switch machine SM having an exponent corresponding to the track switch which it controls:

- Each switch machine is. also 'providedwith a switch reversing relay R containing an exponent corresponding to the track- 'switchwith' which it is associated, This switch machine reversing relay is a slow ,dr'opping'relay and isconnected in a holding "energizing circuit including its own front contact and including a front contact of one switch repeater relay and a back contact of the other switch repeater" relay inrsuch a mannerthat this switch reversing relay-R is deenergized the. moment that the condition of ener- "ergization of the formerly energized switch machine repeater relay before the slow acting switch reversing relay R has assumed the retracted position and thereby re-establishing a holding circuit for this switch reversing relay R. {If, on the other hand, the switch machine is notable to complete its stroke in time, possibly because there I switch reversing relay R down'the control circuit is an obstruction between the switclr points, the

switch reversing rela'y R assumes its deenergized position and breaks its holdingcirc uit; With.

therelay R in its retracted position and the switch reversing contacts controlled by this for the switch machine-is reversed, thereby operating the switch machine back to its original position preventing derailment of acar. *-:Itis,

of course, understood'that underthis condition;v

the car which passed over the track switchwill [have 'moved into the wrong storage track,-but

this is considered preferable to derailment oi the car.-

Referring to Fig. 4 of the drawings. it will be noted that certain wires therein have been shown by heavy lines. These wiresare used for giving special flashing indication onthe route identifying lamps I-IL and IL, are used to sound the alarm bell ABL and are also used to enable the operator located in the brakemanstower to take the control of the track switch at a particular location away from the train .describer apparatus to afford operation of this track switch by hand.

The apparatus and wiring. shown in 'heavy lines I for connecting such apparatus to the system i1- ,lustrated in Fig. 4 is also preferably used with the storage units A and B shown in Figs. 2 and .3,

ciatedwiring has for convenience been omitted from Figs. 1 and 2. The flashing indication' above mentioned is obtained throughthe mediumof the flashing relay F shown in Fig. 4. 7 Brief, des'criptz'bn of system One of the outstanding features of'th'e' comrespectively, but this apparatus andits assobined train describing andswitch o 'oeratingsystem embodying the present invention resides, in the provision of transfer apparatus associated with each storagebankincluding a transfer relay and a carrier relay which is so organized that the carrier relay, by assuming its energized position, manifests that a. train is stored in the,

storage bank even though all of the storage relays of the storage bankactually assume their deenergized position. In other words, the storage relays of a storage bank identify the route over which a train, the description of which is stored in the storage bank, is to pass even though all of the storage relays of that bank-assume, their .d'eenergized position. Putting this in different wordsythe storage relays of a particular storage bank in co-n'lbination with the carrier relay of that ruff storage bank identify the route that a train is to take. The fact that a train destination is stored in this storagebank is manifested by the carrier relay assuming its energized position.

The successive-storage relays in a storage bank define by their condition of energization whether the successive switches in the route identified-by v such storage bank are to assume their normal or reverse position. For instance, if the first storage relay in-"a storage 'bank'is energized this manifests that the first switch encountered in that route will assume its, reverse position and if deenergized manifests that the first switch in the stored route will assume its normal position. The second and third storage relays by their condition of energization and deenergization also manifest that the second and third switch in the routeidentified is to assume their reverse or norma1 position respectively. Consequently, if all three of the storage relays are deenergized this manifests that all of the three switches of the route identified by the storage relays will all assume their normal position and that the cut of cars will move over the normally-set up route to the storage track "0 as shown in Fig. 5 of the drawings. v

Referring to Fig. l of the drawings, each of the eight push buttons PBH--PBO signify a particular route (see Fig. 5) which a train will take when-run off of the hump when a particular push 6 transmitted-to the storage bank A to energize T (see Fig. 2) cmienithistrain enters, up'on the storage relays of this storage bank in acthe LtracksWitchSW and-=deenergizes 'the' tr-ack "eorclancewith the code character identified by :relay T the opening Iof itsiront contact BU-Will the particular R relay. Referring to Fig. '1, it deenergizethe carrier'relay ACL Since, however, I w'illbe noted that the contact w of the relay HR, this carrier relay 'A'C is slow,dropping' the'train ll) when energized, will apply potential through description stored in the storage bank A i's trans "-10.

button is depressed. Depression of one of these push "buttons will cause its associated relay R to he energized. If there is no train stored, in the storage-bank A a multiple element code will be jumpers to each of the three bus lines leading to the"storage relays of the storage bank A and that all of the other contacts energize only two, one or noneof these bus wires, as a result of ennan s ftaining stora'ge 'ban'ks B 'and B 'uzitil thettrai'n described by :this train description-has entered upon the trackcircuit-' assoc'iated j with track switch SW KseeFig. 5)-, n'e'un"ely, the trackielay 'ferred tojthe storage relays of the storage bank- JB insofar as the condition of energization of the second and thirdstorage relayof' the storage FIB which none, one, two or three of the storage rebank is concerned; over front contacts H9 and '1 i size ofi'relay RWPA, *1 6 The "train description'now stored'in the stor a age'lbank B2 will, inithe eventthattheflstorage' bank B i is not being used, be transfer'red 'tothis '1 storage bank B in a manner'as already pointed Jays of storage bank A is energized depending upon WhiCl'iOf the. push buttons has been depressed. These jumpers correspond to the codes written over the respective'push buttons.

Let us assume that the operator depresses the push-button PBH. This will result in energizatic-n of the relay HR which relay I-IR will then 'be stuck up through a stick-circuit readily traced in tl1e-drawings. With the relay HR stuck up Substantially simultaneous with the picking up of;-the storage relays of the storage bank A the transfer relay ATR of the storage bank A is also energized. The picking up of the transfer relay ATR results in energization of the carrier relay A and with these'relays A'IR and AC both energized the storage relays of the storage bank A will be energized'to the same code pattern as are the storage relays of the storage bank relays lA 2A and 3A are-energized manifesting that a train descriptionis stored in the storage bank A which identifies a train that is to move to the storage track 1-1. This train description cannot betransferred to the storage unit Bconout in connection with "the stora'ge bank 'A "of stored in storage bank B this train' description will be-transferred to the storage bank B pupon occupancy of the detectortra'ck circuit contain I lays of: storage bank iA unless the "carrier relay AC is energized and that such energization of the carrier relay A C'. fwill resultiby reason of the opening ofits back contact sland 'deen'ergization of the carrier relay AC "of thestoragebankA2,! It is also readily apparent that when a train destination is stored inua particular storage'bank as manifested, among other things, by the ener-.

gized conditio'nof its carrier relay,1the transfer all of the carrier'relays assume their deenergized position and that the next switch over'w'hich the 'storage'unit'A. With'th'e'l'train'description'now.

all of the other push buttons'will be rendered ining track'relay T v I i V efiective to pickup their associated R relays. From this brief "description, it is. readily ape j With the relay HR picked up, closure of its front parent that both 'the'transfer 'relay'and the car- Contact will result in energization of the tr'ans- I rier relay of a storage bank must be'energizedito p fer relay ATR (see Fig. 2); With contact 32 of receive a train destinationfindi'cation 'butf th'at the-transfer relay ATE. closed, the carrierrelay only the carrier-relay need be energized to 'hold' o v "AC will be energized. With the transfer relay such'indicationin a'storage bank.Itis also seen ATR and tlie'carrierirelay AC both energized that the carrier 'rel'ay 'o'f eachstoragebank is: the storage relays of thestoragebank A will be made slowdropping' and-that 'byreaso'n or" this i connected to the three bus wires above mentioned fact a stored indicationimay' be transferred' from and these storage relays will be energized ,ordeone storage bank to another storage bank rate I energized depending upon the code character as time'when the c'a'rrier relay'of thefirst mentioned manifested by the jumpers connecting the constorage bank is "actually .deenergized-but hasnot 'tact and the bus wires, and in the instant yet assumedits deenergizedfposition. This case, will cause all three of the storage relays 1A apparent 'fromthe fact that atrain destination 'M2A and 3A to be energized. can, for instance, *notbestoredin thestoragerre-Mfl.

50 A which in the present instance resides'in all relay of suchstoragefbankcannot tbepicke'd up 50 three of the storage relays IA 2A and 3A bcbecause its pick-up circuit isbrokenasy-for'ining energized. I stance, :at back contact 52 of the carrier relay:

e picking p Of the S a el y 1A1 AC as a result'of which no'train destinationica'n through the medium of itS' t Contact -1 be transferred from the storage bank in therear I $5 sults in' he ene ization of the reverse relay BR so long as a previously stored train destination is all and results in operation of the switch machine stored therein, It is iaISO' rgadi1y"appa,rentby SM to its reverse position. This operat on of referring to Fig. 4 of th'edrawings, showingstorthe switch machine SM will of course'iresultin age banks employing only One:st0ra;ge re1a,yfD, deenergization of the normal switch repeater h t ith this' toragerr'elay D assuming its :de- 1] relay NWPA and energiZatiQn O e reverse energized position andits a'ssociated 'carrierrew switch machine indication repeater relay RWP layjDC assuming its'energized pos'ition'not -only T picking up the relay C resulted in is a circuit closed for manifesting that the-train breaking of the stick circuit for the relay HR (588 stored. therein shall pass to 'the storage track 'I, Fig. 1) and similarly picking up of the relay AC as indicated by the'illuminationof the indicating resulted in the breaking of the stick circuit for lamp i but also howsthata circuit iwillbe 86 the relay AC nd dropping of the relay A closed for the normal relay NRP to operate the i resulted in the deenergization of the storage reswitch p t b k't t n'ormalpbsition 't ays 2A2 and 3A2 and also resulted the event it formerly assumed areverse position; deene fl 0f the transfer relay O that From this latter consideration; itis apparentthat ro now only the carrier lay A and e transfer a'train destination may be indicated even though .deenergized "and the fact that a :train "destination v v n 25194363 is stored in a storage bank may be indicated by the carrierrelay' assuming its energized position and all'storage' relays assuming their deenergized position, v

In orderto get a clear understanding of an.-

plicants invention it is proposed to now describe m the operation of the system. Let us first assume that the operator momentarily depressed in succession the push buttonsPBH, FBI and P130 in that order, for the purpose of allowing three cuts of.cars to be automatically sent to' the storage tracks H, I and '0, respectively, shown in-Fig.

of the drawings. Momentary depression of the push button PBH closes a pick-up circuit for the push button relay HR. which may be traced as follows: beginning at the battery BAT, push button contact CPB, contact of the push but ton PBH,-winding of the relay HR, back contacts l2, I3 "l4, l5, l6, l1 and18 of the push button relays IR to OR, respectiyely back contact [9 of the; relay TRA through the push button contact CRto the terminal Picking up of the push a button relay HR closes an energizing circuit for the indicating, lamp it through the front contact 2,0 of this relay and also'closes two stickcircuits which maybe traced asfollows: beginning at the battery BAT,' push button Icontact' CPB, stick contact 2| of the relay HR, winding of this relay HR,- back contacts l2,/l3,- l4, l5; l6, l1 and I8 and thenbranching into two parallel circuits one including the backcontact I79 of the relay A'I'R v and the other including the stick contact 22 of therela'y HR. and including back contact 23 of the;

relay, AC both of these branches then passing through the front contact of push button CR to the other terminal'(-) o'f-the batteryBAT With the push. buttonirela'y HR now energized ;a pick- 'up-circuit; is closed for'the transfer relay ATlEt which maylbe traced as follows: beginning at i the positive terminal of the battery BAT, front contact 25 ofthe relay HR', ,back contact 28 of the relay AC winding of the relay ATE. to the other terminal of thebattery BATL With this relay ATR now. energized it h-is, stuckfup through two stick circuits each includingfthe front stick contact28 ofthe relay A'JLR. and ineluding in multiple the front contact 29 of relay ;HR and the normally open contact 30 of the push button PBH. Picking up of the transfer relay A'I'R opens the stick circuit for the push button relay HR including the back contact, I9 of this relay ATR the other stick circuit for-the push button relay HR' including the back contact 23 of lithe relay AC however remainslintactl Picke ingup of the transferrelay ATR closesa pick-up circuit for the carrier relayAC which may be traced from the battery BAT, through thecan-f j cellingrbutton contact CPB,-front-contact 25' of; the relay HR, front contact 32 of the relay-ATR the windingof the reIayTAC back contact 33' ofthe relay ATR and push buttoncontact CR 5 te't e other terminal of the batteryBAT.

two stick circuits which may be traced as follows:

The relay, 'AC 'uponpicking up is stuck up through beginning at "the terminal of the battery I BAT,push button contact CPB, stick contactilii of the relay AC winding of this relay AC through twovparallel branches, oneincluding the backcontact 33 of th relay AfI'R ,"and the; push buttoncon'tact CR -in series, and the other includingthe stick contact 36 of the relay Ac ft'he iback contact-31 0f the relay AC ,-a'nd the storage relays A 2A 'and 3 A will be energized. 1

The energizing circuit for these relays include the front contacts 4|, 42 and 43 of the. relay ATR and include the contacts 44, Atiand at of the relay AC The picking up. of these storage relays IA, 2A and 3A will complete stick circuits for these relays including the stick contacts 41, 48 and 49, respectively. The picking 'up of the relay AC by the opening of its back contact 26 made the transfer relayATR dependent upon its stick circuitsincluding the contacts 29 of relay HR andtfl of push button PBH, respectively. Also, the picking' up of this relay AC breaks the only remain-' ing stick circuit for the relay HR at its back contact 23, the other stick circuits for this relay HR. 3

having been broken at the back contact H! of the v relay ATR? when thisrelay ATR became energized. The actual dropping of the relay HR is however delayed, this relay HR being slow dropping so that'the storage relays 1A 2A and 3A have suflicient time to assum their energized position to close their stick circuits before their pick-up circuits were broken at the contact of the relay HR. I

With thepush button relay I-IR now deenergized one of the stick circuits for the relay ATR, namely, the one includi'ng'the front contact 29 of relay HR, is broken andif the operator has released th push'button PBH and this push button has not remained downaccidentallythe other stick circuit for'the relay A'IR, is also broken at the contact 30' of this relay PBH, so that this transfer relay A'IR. assumes its deenergized position;

Picking up of the carrier relay AC through the medium of its front contact 5| and the back contact 52 of the r,e'lay"AC has in th meantime picked up the transfer relay ATR This transfer relay ATR once energized closes two stick circults for this relay which may be traced as fol lows: (1) beginningat the terminal of the battery BAT, the contact of the push button CPB,

the front contact 53 of the relay ATR the stick contact 54 of the relay ATR through the wind ing of this-relay ATR to the other terminal and (2') beginning at the battery BAT through the push button contact CPB, the front contact 5| of the relay AC the stick contact 55 of the relay ATR through the winding of thisrelay ATR to the other terminal of the same bat tery. Picking up of the transfer relay ATR opens vone of the stick circuits for the relay AC? at its back contact 33, thus making the energization of this relay AC dependent upon the backcontact 3'! of the relay AC Also with relays" ATE, andAC now in their energized condition a pick-up v circuitfor the-carrier relay AC which maybe traced as follows is closed: beginning, at

the (+)jterm'inal of the battery BAT, contact of the push button CPB, front contact 58 of the .relay AC front contactjEQ of the relay ATR front contact 60 of the detector track relay T through the winding of the relay "AC through v through the push button contact CR 'to the other terminal of this battery BAT. With this relay AC now energizedit will remain ener gized through a stick circuit including its stick contact 62 and including front'contact 60 of-th provided that the detector track relay T is *enof the detector track relayT front contact 8! of the switch control relaysf RRand' the front the carrier relay AC b With these storage relays iAL 12A and 3A now carrier relay AC will make thetransier relay ATR dependent for its energization upon the two stick circuits for this relay heretofore traced and including the stick vcontacts 54 and '55, respec-,

tively. With. the transfer relay ATE and the carrier relay AC now both energized all of the energizing circuits for the relay AC are broken and this relay will afterla short time assum its deenergized position, but before this relay AC assumes its dee'nergized position, it beingslow dropping, to deenergize the storage relays 9A 2A and 3A the code stored in these storage relays will be transferred to the storage relays EA 2A and 3A of storage band A through circuits including front contacts t l,- 65 and M of relays 5A 2A and 3A2, respectively, and includ-.

ing contacts 5?, 58 and 69 of the transfer relay ATR and including contacts H, l2 and 73 of energized they remain energized through stick circuits including their stick contacts TM; 15 and i6, respectively. Shortly after this transfer takes qpla'cethecarrier relay AC will assume its deenergized position,- its sole remaining stick circuit having been opened at the backcontact 31 of the carrier relay AC as a result of. which,

,- the storagerelays HA 2A and 3A are de- A energized because their stick circuits are broken at the front contacts 46, '45- and ii}; of the car-v rier relayAC I l I v Picking upof. the storage relay lA closes, an energizing circuit forthe switchjcontrol relay RRf which may be traced from the positive terminal of the battery BAT,through the push button contact CPB, through front contact I9v of the storage relay HA Energizationof the reverse control relay RR causes the switch machine SM to be operated to its reverse position ergized, this energizing. circuit for the switch machine SM may be traced flOll'l the positive terminal of the battery BAT, through the push button contact CPB, through front contact 80 contact 82 of the switch reversing relay R The completion of this circuit causes the switch machine SM to be operated to itsreverse position and by its initiation causes deenergization of the switch machine repeater relay. NWP v and upon its v completion causes the energization o fl the switch machine repeater relayRWPAthrough circuits well known to thoseskilled inthe art. Itwill be noted that the switch reversing; relay R is normally energized through a stick circuit in-- cluding the back contact 85 of the relay RWP and the front contact 86 f the switch repeater relay NWP and the stick contact 8'5 of the relay R dropping to an extent that if the switch ma-' This switch reversing relay R is slow chineoperates properly the relay R. will remain in its energized position until the contacts 85 and 86, of the relays RWP and NWP have reversed so that a new stick circuit is closed. for therelay- R and this relay Rf: will remain energized. If, on the other hand, the switch the codes. stored tth'ereinjso that storage relays tQaP Qe. 399 11 also,iindicatedm fialfifia det tor Week r ari'l he u c ieeua Q he;

ae .3; and hi tius: then r y in the a itch; SMrt hae t ts onnalcil t, me e sw tc ma hi e. Sal/ t" mite nsirmalj..po tion. In this connection-it should be unde stood that the car inthe latter' vcase would take the wrong storage track, but that is preferable to derailment. This stick relay warble picked j up again by the passage of the car'overthev ack, switch through the medium of back contact 84 p of track relay T K, j e 'e i1fl;

With thev carrier, relay AC1. and the storage'; relay 8A both assuming the] energizeduposit v; an energizing circuit is olosedifor-the indicatn a p b n l n ,'theffrbntijcc c t-e her relay AC "and the front contact 8,9,fof, the jrela i 15;; HA Theroute indicating lamp BLf-is also 'ien'er gizecl; manifesting that the track switch has b initiated for movement to the revers'eiposition This energizing circuit for" thisjljamp BL; in}; cludes the front contacts! of; the track. re T the front contact 8320f the carrierrelay AQh and the front contact9 3' of the storage rela'yfl'l A Ifl'ie lighting .of this'larnp rs'eexrigaf 111; inform the operator in the brakendans I"'towerI that the first cut of cars will enter upon thelbt: track section B. When the cars eventually pass, over the track'switch,SVM'theTtrack rearwbecomes deenergized and closesjanother circuit: a for the lamp BL which includes back contact; 911," of track relay T and front contactqfit} of; relay. an: i

RWP Q The indicating lamps 1 iin'f the hump,

tower and, 11 in the: brakemanjs "tower wil1-"o fj= course be extinguished as the "relays andfl HA respectively, become dee'nergized; the latter. of which became energized'whenthe storagere v 3%; lay 1A was picked up. The carrier relay AC v and the storage relaysi' lA- 2A andf-sh are as-Ii Q sumed to still remain intheir energized .condi j-. ticn. Q By this time the operator'att :hump control? 40 v board will'have depressed the push. button PBI; characterizing a code F j"as conventionally, illustrated directly over this pushfbuttoniPBI" Q s as a result; of which the storagelrelays lA'efand 2A become energized" in response'to theehf ergizationof the push-button relay IR, allinlal manner as already described in ccnn ection with the'first'described'train description 1 The care rier relay AC of course alsob ec'omes energized) but the transfer relay 'ATR doesnot become-15 g;

energized because its pick-upjcircuitis brokenja the backfcontact" 52 of -the" car'rierrelay A; The code is-thu s stored in storagebank A whereas the code +f is stored instorage bank; A The" temporary energizationof th}, 55 transferf relay; A'I R of course deehergizes the push button storagerelay Withthe storagerelay 1A new again energized the-"indicating lamp 12 shown ii -Figs. Zanddof thedrawingsf will againflbecome 'illumin'ated'= thus indicating that the" second train is -alsodestined-Torthe:

track section B. The two-carrierr-elays Ac and AC and the two sets of storagerelays now have.%;

mg ZA AA IA and 2A are now: all are gized..,, The. storage relay 3A 'is fdeenergiz'edibe-li. a cause the second codels'tored. in-- thewdescribei system is a+ code V By this time-theoperator at thelhurnpcontroli' board will have depressed the push button PBO a resulting in the energization of 3 the push button, arOR. This D 1 7', QI -"6 y o irefle'ctsli a.v. cod s:;- n m dzz r nv tional; f1 showing .1-of. directlyiovergthe pushgbu by the fact that all of the three jumpers leading from the contact 94 of this push button relay OR are disconnected from the bus wires.- Since the carrier relay AC is now energized the pick- 5 ing up of the push button relay OR will not rezo' ings letus now assume that the first-cut of sult in energization of the transfer relay ATR this because the pick-up circuit for this relay is broken at the back contact 26 of relay AC With thethird train description now stored in the push button bank by the relay OR'assum-' ing its energized condition the indicating lamp is illuminated through a circuit including the front contact 95 of the relay OR, thereby informing the operator at the hump control board that the third train is destined to the track .0 over the normally set up route (see Fig. and that its destination is stored in the push button relay group. I I

Referring for a moment to Fig. 5 of the drawcars has reached the track switch SW which track switch has'been operated to itsreverse position as heretofore explained, that this first cut of carshas entered upon the detector track" .25 circuit T thus causing this track relay to assume its deenergized position, causing the route indicating lamp BL to be energized through the back contact'ofthis track relay T and independently-of the position of the storage relay 'IA but through a circuit including the front contact 96 of track repeater relay RWP Dropping of the track relay T causes deenergi zation of the carrier relay AC but since this carrier relay AC is slow dropping it will not drop -until the indication stored in the storage bank- A has been transmitted to the storage bank B the track switch A now assuming its reverse position, but were itstill assuming its normal position this train description would have been trans- :ferred tovthe storage unit C through contact 202 of relay NWP, instead of contact I02 of relay RWP through contact 203 instead of contact I03 of relay T R. and through contacts M9 and 220 of relay NWP instead of contacts H9 and I of relay description is- A to the storage bank B in response to the'drop- RWP (see Fig. 2). This stored train pingof the track relay T and before the carrier relay AC is deenergized by first picking up the transfer relay B'I'R, through thefollowing circuit:-beginning at the terminal of the battery BAT, front'contact I00 of the carrier relay AC back contact IOI of the track relay T front contact I02 of the switch repeater relay '-pick-up circuit for the carrier relay BC? which includes the front contact I08 of the relay BTR and the back contact I09 of the transfer relay -IBTR Picking up of the carrier relay B0 results in the closure of two stick circuits for this relay, one stick circuit including the stick contact III of the relay BC andthe back contact I09 of the relay BTR and the other stick circuit including both of the stick contacts III and N2 of the carrier relay BC and also including the back contact II3 of the carrier relay BC With the transferred from the storage bank transfer 'relay'BTR and the carrier relay BC now both energized train description j (signifying track H) stored in the storage bank" A is transferred to the storage relays of the storage bank B before the slow dropping carrier relay AC assumes its retracted position to cancel this description from storage bank A This code is transferred only insofar as the last two code characters of the stored code is concerned through the medium of front contacts I I5 and I It of the storage relays 2A and 3A through the back contacts Ill and, H8 of the trackrelay T through the front contacts H9 and I20, of theswitch repeater relay RWP through wires I2I and I22, through front contacts I23 and. I24 of the transferrelay BTR and through front contacts I25 and I26'of the carrier relay 'BC Picking up of the storage relay 23 results in the illumination of the indicating lamp at through the medium of front contacts I21 and I28 of the relays BC and 2B respectively. The storage relay 3B is also picked up but this has no efiect on the control of indicating lamp d Since there is no trainstored in bank B of the storage unit B the train description storedin the storage bank B is immediately transferred to the storage bank B 1 This transfer takes placein a manner and for reasons described in connection with the storage unit. A

shown-in Fig. 2 of the drawings and is for con- It may, however, be;

veni'ence not repeated. stated that it results in the picking up of the relays 2B and 3B 'and results in the illumination of the indicating lamp d through a circuit including front contacts I30 and HM of the relays BC and2B respectively. Also with the relays 2B and 3B energized the switch machine SM is operated to the reverse position through Y the medium of a circuitcontrolled by the relay RR all in a manner as already described for the track switch SW "Reviewing for a moment, storage bank'B now stores a code storage bank B is empty,

the storage storage bank A stores the code -,,and

code -;is stored in push button relay OR.

1 It'is of course understood that the code I stored-in storage bank A will be immediately 1 transferred to storage bank A for reasons already described, Reviewing again the codes and. are now stored in storage banks B A and the push button bank respectively. vi

-Dropping of the theentrance of the first cut of cars upon the track switch SW resulted in the energization of the track repeater relay T R through a pick-up circuit including the-back contact I33. of the carrier relay AC and the back contact I34 of the track relay T Picking up of the repeater track relay T R resulted in the closure of the stick 'circuit for this relay including its own stick contact I35 and the back contact I30 of the until ,thecarrier relay AC had actually assumed its retracted position as is evident in View of back contact I33. With the track circuit containing the track relay T still occupied by the first cut' of cars and with the track repeater relay T R still energized the indication code stored ,in the storage bank A was transferred to the storage bank A because there is an auxiliary pickeup-circuit for the carrier relay AC including i the front contact I38 of the repeater track relay- T R,itbeing of course understood that the pretrack relay T in response to I v track re1ay T This picking up of the track re- 1 peaterLrelay'T R. did of course not take place,

I machine lever SMLP.

of the r6186 'R ,y.contact 1.51 of the switch ma? chine lever SMIR fron-t contact .158 of the track relay :TP, front contact 159 of the carrier relay D61, and front contact .160 of the storage relay 313 through this lamp I-IL to the ,other terminal (a?) The illuminationpof the lamp *HL will in.- form the operator the :brakemans tower that the first cutpof cars isto .move'into' the storage track If, however, the operator'moves the switch machine :lever SMLP to its lofts-hand position, as it :wasabove assumed, the route indicating lamp I-IL will he energized .dimly :through a circuit included in series with the indicating lamp HL the manual control indicating lamp MCL and also the contact I511 .of the switch If the switch machine 5M shown in Fig. ,4 .of the ,drawingsshould have been slow incompleting its stroke it would have resulted in the deenergization -of the switch re.- versing relay RP thereby resulting in the return.- ing of the switch machine .SM .to its former position, allin a manner ,;as heretofore described in.c nnectiQnwith-Fig. 2 .of the drawings. This deenergization of the switch reversing-relay R also results in-the opening of the front contact I56 of this relay and in extinguishing the lamp or as the .case may be, and results in the energization of the extinguished lamp through .a

flashing circuit which may be traced from the terminal .of. the battery BAT, contact of the push button .GPB, contact Hi2 of the flashing relay backcontact I 63 .of the switch machine repeater relay NWP through the route indicatin lamp to the -other,termina1,(-). The lamp will be flashed by-the completion or this circuitbecause the flashing relay F internittently moves the .contact 1-62 to opposite ex.- tr eme positions. flashing relay F is controlled ,through the back contact J64v of the switch reversing relay BP, tand the flashing relay is intermittently operated be'causelits flashing QQm Q 216. nt mittently shunt one or h th 03 it two en rs tius w nd n s. all in a manner as clearly described in the prior patent to Field -No. 2,Q9f7,'786 granted November v2, 11937.. 1. c cu t and ci cu po t on shown in i h in i F g- .4 o th dr win a e the same as those shown in Figs; 2 and 3 so that these circult portions need not be again described, It a b po n e gi ha h fr co ta t 29.0 of the carrier relay 'DC corresponds to the contact {B of the carrier-relayAC and this contact would be ,used -to control a subsequent storage banlranii storage unit :ifthere were more than three track switches inv a route through the hump yard-to be controlled,

It is of course understood that occupancy of the detector track circuit containirrg track relay T willcause the train description stored in storage bank D to be 'cancelledby openingof the front contact .269 of, relay T It should be remembered that codes and are still stored in storage Movement of thesecond cut of cars -,upon the track circuits containing track relays.',-I T and T -in succession will cause-the second code to be transferred from storage unit to storage unit, and from storage bank to storage bank wlthina .unit, in the same manner as has been described in connection with the fi'rst cut vof cars. Likewise the --third code will be similarly transferred, ibut ;tl;1is latter code will not be transferred to units Band-.13 in succession, as was th ase abcve..-b.ut will be transfer ed to 1 unit :(3 and iG in succession, the switch-.-ma.-

b k nd A ,m ctiv y.

chines "SM .and'SM in each case remainin n their normal position because this third cut of cars is described by an all negative code as hereo or expla ed- Referring to Fig. '7 although the push button hank: shown i F 1 an he Storage units A. B and 1) shown in Figs. 12, 3 and 4, respectively, hav .onlyb en shown an des ri d pe ifi l y, it should he understood that storage unit C is id ical to stora e unit B and th t torag G are, identical to storage unit D. In other words, if it is desired to reproduce the wiring diagram for the entire system illustrated in Fig. 5 of the drawings it is only necessary-to reproduce Fig. 3 once photostatically and reproduce Fig. 4 three times ,photostatically and to then connect the drawings end to end as illustrated in Fig. '7 oi -the drawings. In order to make indicating lamps conform to what is illustrated in Fig. 6 of the drawings, it would be necessary to change the reference characters applied to the indicating lamps of units 0, E, F and tG lall in a manner as is obvious from Fig. 6 of the drawings. Similarly the reference characters of the relays of units C, E, F and G should be changed to conform with the scheme of nomenclature heretofore described.

Thecar classification system described in this application is particularly meritorious by reason of the comparatively few relays required. For in-. stance, there is only one storage relay required for veachof the storage banks of the last storage unit in a particular route, there are only two storage relays required for each storage, bank in route, and these same storage relays serve to store the desired positions of thesame or diiferent track switches in different routes. :For instance, the storage relay 3A may store .whether any one of the switch machines SlVI SM SM? or SM shall assume a particular position, the

particular switch machine which is to be controlled by this storage relayfiA being determined bythefact whether one or both or neither of the two preceding storage relays IA and 2A are energized. For instance, if all three of the storage relays lA 2A and 3A are energized it manifests that the storage relay 3A is to control the switch machine SM If, however, the storage relays 1A and 3A only are energized, the fact that the storage relay 1A is energized .and storage relay 2A is tdeenergized manifests that the car will take track section E and that the storage relay 3A 'will control the switch machine SM In other words, although 431 One of the storage relays determines what positions-particular switch shall take such storage relay mayatone time designate the position one particular switch shall take and at another time may designate the position another particular switch shal take- Th n su is th t e storage bank of each storage unit has one less storage relay than does the storage bank of the next storage route.

. some important features of the system embodying the present invention reside in the provision of interlocked pick-up circuits for the push button relays. (Fig. 1) which function to allow only one o-f these relays to be picked up at one time. That is,--the pick-up circuit for each of these-relays includes a back contact of every otherjpush button relay.

unit toward the hump in the same Each route push button is provided with a contact, such as contact 39 of push button PBH, for instance, which checks that the push button PBH has been returned to normal, for if it remains closed the transfer relay ATR cannot drop thus paralyzing the system until this push button PBH has been restored,

A front contact, such as front contact I38 of relay- T R, is provided for each track repeater relay so that the first carrier relay, such as AC may be picked up to store a new train description in the storage bank, such as bank A while the preceding car still occupies the detector track circuit for the associated track switch. The relay T R, since it cannot pick up until relay AC has dropped, cannot maintain relay AC energized through its front contact I38 but can allow it to pick up as just pointed out.

The stick circuits for the transfer-relays and the slow dropping carrier relays are such that carrier relays drop in succession from right to left and that the transfer relays drop in succession from left to right, as viewed in the drawings, providing that the next carrier relay to the rear (to left in drawings) is in a deenergized condition. For instance, if a train description is set up in the push button relay group (Fig. 1), assuming each of the storage banks A and A to be vacant, the relays ATR AC ATE, and AC are picked up in that order and then each relay is stuck up. The transfer relay ATR. is directly stuck upby relay AC up (see contacts 5| and 55) and is also directly stuck up by transfer relay A'I'R up (see contacts 53 and 54) although carrier relay AC may drop transfer relay ATR is dependent on transfer relay ATR up. Reversely with transfer relay ATR up, it having been explained that it is directly stuck up through front.

contact 54 of carrier relay AC this carrier relay AC is dependent on back contact 31 of carrier relay AC being closed. In other words, thecare rier relays are sequentially deenergized from right to left except for the one at the extreme right for a particular storage unit having a train de-:

scriptionstored therein, and the transfer relays are sequentially deenergized from left to .right providing the carrier relay next to the left is in.

its deenergized condition. This construction positively segregates successive train descriptions in a manner so that two descriptions cannot reach the same storage bank. For instance, one train description must have reached its destination by filtering through one or more vacant storage banks to the last vacant storage bank before a second train description can start on its trip to the vacant storage bank next in the rear of the just occupied bank.

In the same Way as with the transfer relay ATR which remains stuck up if one of the route push buttons is stuck in its depressed condition, the other transfer relays will remain stuck up if the slow acting carrier relay next to the rear,

thereof (to left in drawings) remains accidentally stuck up. This feature constitutes a check upon the system in that the system will remain paralyzed until a maintainer rectifies the trouble.

The stick circuit for each of the carrier relays which includes the back contact of the next preceding (to right in drawings) carrier relay is provided to prolong the loading time. For instance, the stick circuit for the carrier relay AC including the back contact 31 of carrier relay AC is maintained intact longer than is the stick circuit including back contact 33 .of transferrelay A'I'Rl. sothat the dropping'of the carrier relay AC is additionally delayed.

.Another fact to be borne in mind is that the energized condition of. a carrier relay manifests that an all negative code is stored therein unless there is also astorage relay energized to manifest a different code or train destination.

Referringlto the track layout shown in Fig. 5

of the drawings it may be pointed out that in.

some earlier systems of automatic hump yard control it was necessary'for a first route to have been entirely clearedup before a second route could be established, this by reason of certain shortcomings in the system-and the fact that thefirst .track section is commonto all routes. This is not necessary in applicants system for inv cants system enables a fast car. to actually get to its storageztrack before an earlier started first car reaches its storage track. Referring to Fig. 5 a first car may have only reached'the track switch SW whereas a second car has already reached the track switch SW Also, the present system lends itself efiicaciously to a hump yard track layout where the actual storage tracks for certain routes may be located as much as a mile beyond the entrance to other storage tracks. This is possible because the car description which is to control the track switch over which such car is to move is carried step by step from one train describer unit to another as it passes over the track switch and in an extreme case a particular train description might-be carried from one train describer unit to another for an hour or more, while'other and later initiated train descriptions may have long been cancelled because thejcar which they described has reached its storage track. The present system has a decided advantage from an economic. standpoint. This is true because each storage relay, except the first, may [define the position that one or another track switch is to take. For instance, the storage relay 2A or 2A may define the position either the switch SW or; the switch SW is to take, whereas the storage relay 3A or 3A may define the position that any one of the track switches SW, SW, SW or SW is to take. ergized manifeststhat the track switch is to take the reverse position and by beingdeenergized manifests that it is to assume the normal position, and in this connection it maybe pointed Also, such storage relay by being enout that the system functions equally well if all gized whether or not a train description is stored in a particular storage bank.

Having thus shown and described one specific car classification system applicable to a car classification system in which there are three track switches ineach route-and in which there are only eight storage tracks, it is desired to-be understood that the system may be applied to much more complicated classification yards .in which. there are different numbers of switches in different routes. In order to point out how different routes may have different numbers of track. switches we may assume that thestorage track H is omitted from the present disclosure in which event the track switch SW and the switch machine SM would be entirelyon'litted'as would all of the apparatus-of storage unit D. In this case the storage unit B (see Fig. 3) would still requiretwo storage relays 2B and 33 butithe storage relay 3B would perform no function I when a train is routed into the track section D terminating in the storage track I, also'if the storage track J were'also omitted the storage relay 33 could be omitted. Other additions, omissions and modifications may be made to the present invention without departing from the spirit or scope, thereof except as demanded by the scope of the following claims.

What we claim as new: i

1. In a car classification system the combination with a track switch, a track section leading to said track switch; two other track sections into which saidltrack switch may direct trailic a train describer unit for controlling said track switch and including a first and a secondstorage bank of relays; each bank including one carrier relay, one

storage relay and one transfer relay; said carrier relay when energized reflecting that 'a train destination is stored in the bank irrespective of whether or not said storage relay is energized,

I the condition of energization of said storage relay reflecting only what position the track switch is to assume and the transfer relay determining by being energized that a train .destination may be transferred thereto; means for controlling said relays to store a particular train destination in such bank; a switch control circuit for controlling said track switch to one position including a front contact of said storage relay of said first bank and a switch control circuit for controlling said track switch to the opposite positionincluding a back contact of the storage relay of said first bank and a front contact of the carrier relayof said first bank; and circuit means for transferring a train destination stored in said second bank to ,said first bank including front contacts of the storage relay and the carrier r'elayof said second bank and front contacts of the carrier relay and transfer relay of said first bank.

2. In a car classification system the combination with a track switch, a track section leading to said track switch; two other track sections into which said track switch may direct traffic; a train describer unit for each of said track sections, each unit including one carrier relay, one or more storage relays and one transfer relay; said carrier relay when energized reflecting that a train destination is stored in the bank irrespective of whether or not a storage relay is energized, the

condition of energization of said storage relays reflecting only the train destination stored therein and the transfer relay determining by being energized that a train destination may be trans ferred-thereto; means for controlling said relays to store a particular train destination in such bank; a switch control circuit for controlling said track switch to one position includinga front contact of one storage relay of the storage unit associated with the leading section and a switch control circuit for controlling said track switch to the opposite position including a back contact of said one storage relay and a front contact of the carrier relay of the unit of. which said one relay constitutes a part; and means for transferring a train destination stored in the unit associated with said leading section to the unit associated with the section to which said track switch then directs trafiic including front contacts of storage relays exclusive of said one storage relay and including a front contact of the carrier relay associated with thesame unit as said one storage relay.

3. In a car classificationsystem the combination with a track switch, a track sectionleading to said track switchytwo other track sections into which said track switch may direct traffic; a train describer unit for each of said track sections, each unit including one carrier relay, one or more storage relays and one transfer relay; said carrier relay when energized reflecting that a train;

such bank; a switchcontrol circuit for-controlling said track switch to one position including a front contact of one storage relay of the storage unit associated with the leading section and a switch control circuit for controlling said track switch to the opposite position including aback contact of said one storage relay and a front contact of the carrier'relay of they unit of which said one relay constitutes a part; switch repeating contacts associated with said track switch and assuming a position in accordance with the position assumed by said switch machine and track switch; and means for transferring a train destination stored in the unit associated with said leading section to the unit associated with the section to which said track switch 'thendirects trafiic including front contacts of storage relays exclusive of said one storage relay and including a front contact of the carrier relay associated with the same unit as stick relay for each push button, each stick relay when energized describing a particular train, a

pickup circuit for each stick relayincluding a normally open contact of its associated push button, a transfer relay for transferring the train description from a particular stick relay to said train describer unitandhaving a pick-up circuit including a front contact of each of said stick relays all inmultiple, a said stick relays including a back contact of said transfer relay, and-a stick circuit for said transfer relay including in multiple normally open contacts of all of said push buttons and including in multiple front contacts of all of said stick relays, whereby said transfer relay after once being energized cannot be deenergized unless all of said push buttons and all of said stick relays simultaneously assume their normal positions.

5. In a car classification system the combination with a track switch, a track section leading to said track switch; two other track sections into either of which said track switch may direct traffic at one time; a train describer unit for controlling said track switch and including a first and a second storage bank of relays; each bank includ-v stick circuit for each of i'ng one carrier relay, one storage relay and one transfer relay; said carrier relay when energized reflecting that a train destination is stored in the bank irrespective of whether or not said storage relay is energized, the condition of energization of said storage relay reflecting what position the track switch is to assume and the transfer relay determining by being energized that a train destination may be transferred thereto from apreceding train describer bank; a switch control circuit for controlling said track switch to one position including a .front contact of-said storage relay of said first bank; a switch control circuit for controlling said track switch to the opposite position including a back contact of the storage relay of said first bank; and circuit means for transferring a train destination stored in said second bank to said first bank including front contacts of the carrier relay and front contacts. of the transfer relay of said first bank and front contacts of the storage relays. of said bank.

6'. In combination, a track switch, a switch machine for operating said track switch, a normal circuit which if closed operates said switch machine to a normal position to cause the switch machine to open such normal circuit, a reverse circuit which if closed operates said switch machine to a reverse position to cause said switch machine to open'such reverse circuit, a

* normally energized slow dropping switch reversing stick relay energized by a stick circuit including its own front contact, contacts: on said switch reversing'relay which upon dropping of said switch reversing relay either open said normal circuit and close said reverse circuit or open said reverse circuit and close said normal circuit depending upon which of said circuits was closed, and means for deenergizing and dropping said switch reversing relay by opening said stick circuit if either said normal or said reverse circuit has been closed for more than a predetermined time including contacts closed only if said switch machine assumes its last controlled position.

7; In combination, a' track switch, a switch machine for operating said. track switch, a normal circuit which if closed operates said switch machine to a normal position to cause the switch machine to open such normal circuit, a reverse circuit which if closed operates said switch'machine to a reverse position to cause said switch" machine to open such reverse circuit, a normally energized slow dropping switch reversing stick relay energized by a stick circuit including its own front contact and havingv contacts which up on dropping of said reversing relay either open said normal circuit and close said reverse circuit or open said reverse circuit and close said nor- 7 mal circuit depending upon which of said circuits was closed, means for d'eenergizing and dropping said switch reversing relay by opening its stick circuit if either said normal or saidreverse circuit has been closed for more than a predetermined time including contacts which are open when either said normal circuit or said reverse circuit is closed, a detector track circuit for saidtrack switch, and a pick-up circuit for said switch reversing stick. relay including a back contact of said track relay.

8'. In combination, a track switch, a switch machine for operating said. track switch, a normal circuit which if closed operates said switch machine to a normal position to cause the: switch machine to open such normal circuit, a reverse circuit which if closedoperates said switch: ma-

chine to a reverse position: to cause said switch.v

machine to open such reverse circuit, a normally I energized slow dropping switch reversingstick relay energized. by a stick circuit incl'uding'its own front contact and having contacts which upon dropping of'said reversing relay either open said normal circuit and close said reverse circuit or open said reverse circuit and closesaid normal circuit depending upon which of said circuits was closed, means for deenergizing said switch reversing relay by opening its stick cir-- cuit and dropping said switch reversing relay if either said normal or said reverse circuit has been closed for more than a predetermined time,

a detector track circuit for said track switch, a pick-up circuit fcrsaid switch reversing stick relay including a back contact of said track irelay, an indicator means for indicating the .posi-' tionrof said. switch-machine, and means for in-- termittently rendering said indicator active when" said sticks relay is. deenergized. i

9. In a train descriptionrtransfer system, com

prising a plurality of relay groups each capable;

of manifesting whether av train description is stored in storage relays associated. with'su'ch group, said. storage relays by'their condition of" energization or deenergization" characterizing a code defining the train destination, each group including a first and, a. second; stick relay the second stick relay of which'when 'energize'dmaniefests that a trainv description is stored inthe group and the first stick. relay when energized manifests that a train description may be trans ferred thereto, a pick-up circuit for as first stick relay including a back contact of the" associated secondstick relay, a stick circuit for such first stick relay including a front contact of thefirst. stick relay of the next group in the rear, a pickup circuit for the second stick relay including a: front contact of the associated first stick relay,

and a stick circuit for such second stick relay,

including a front contactrof a-trackv relay ofatrack circuit traversed by a train described by such relay group.

10. In a train "description transfer system,;

comprising a plurality of relay groups each:

capableof manifesting whether tionis stored in storage relays of energization' or deenergization characterizing." a code defining the train. destination, each-group and stick relay of which when energized-2 manifests, that a train description isstored in the group and that a train descriptionmay be transferred there; to, a; pickup circuit fora a train descripe associated with I such group, said storage relays-by their'condition.

' including a first and a second stick. relay the secthe first stick relay when energized manifests first stick relay including:

a back contact of the associated second stick re-'' lay, a stick circuit for such first stick relay including a. front contact of the first stick'relay of the next group in the rear, a pick-up circuit for the second stick relayincludinga front contact of; the

associated first stick relay, and a stick circuitfor such second stick relay including a; front contact of a track relayof a track circuit traversed: by a train to'be described by such relay group-andalso including anormal-ly closed mai-iuallyoperable cancel-ling contact. a;

11;. Ina. train descripticn trans-fer system,.comprising a plurality of relay groups each capable; of manifesting whether a train description is stored in storage relays associatedwith such, group, said storage relays by their condition of energization or deenergization characterizing a code defining the train destination, each group; including afirst; and a second-stick relay the .Secondstick relay of which when energized *mani- :fests that a train description is stored in the group and the first stick relay when energized manifests that a train description may :be transferred thereto, a pick-up circuit for a first stick relay including a frcntcontact of the second stick relay ofthe group in the rear and including a backcontact of the associated second stick relay, astick circuit for such first stick relay including a front contact of the first stick relay of the group :next in the rear, a pick-up circuit for the y second stick relay of which when energized man- 'ifests that a train description is stored-by storage relays in that group, said storage; relays by their condition of energ-ization-o-r deenergization characterizi-ng a code defining the train destination;

a pickup circuit for the second stick relay of a particular group including a front contact of the second stick relay of the group in the rear 7 and including a back contact of the first stick relay of the group in advance; a pick-up circuit for the first stick relay of said particular group including ,a back contact of the second stick relay of said particular group and a front contact of the second stick relayof the group vnext in the rear; and stick circuits for the first and second stickrelays of said particular group including a .front contact of the second stick relay of the group in the rear and a back contactjof the first stick relay of the group in advance, respectively. 13. In a-trai-n describer system; the combination with. a series of groupsof relays, each group including a first and a second stick relay the second stick relay of which when energizedmanifests that a train description is stored by storage relays in that group, said storage relays by their condition of energization or deenergization characterizing a code defining thetrain destination; a pick-up circuit for the second stick relay of a particular group including a front contact of the associated first relay and a front contact of the second stick relay of the group in the rear and including a back contact of the first :stick relay of the group in advance; a pick-up circuit for the first stick relay of said particulargroup including a back contact of the second stick relay of said particulargroup and a front contact of the second stick relay of the group next in the rear; and stick circuits for the first and second stick relays of said particular group including a front contact of the second stick relay of the group in the rear and .a back contact of the first stick relay of the group in advance, respectively,

14. In a train describersystem; the combination with. a series of groups of relays,,each group including a. first and a second stick relay the second stick relay of which when energized manitests that a train description is-stored by storage relays in that group, said storage relays by their ltion of energization or deenergization charzing a code defining the train destination;

no ,ular group including a front contact of the associated first relay and a front contact of i the second stick relay of the group in the rear or more storage z-up circuit for the second stick relay of a and including a back contact of the first stick relay of the group in advance; a'pick-up circuit for the first stick relay of said particular group including aback contact of the second stick relay of said particular group and a front contact of the second stick relay of the group next in the rear; stick circuits for the first and second stick relays of said particular group including :a front contact of the second stick relay of the group in the and a back contact of the first stick relay of the group in advance,'respectively, and second stick circuit for the second stick rely :of particular group including a back contact of the second stick relay of the group in advance.

1.5.EI1731 train describer system; the combination with aplurality of groups, of relays each including :a transfer relay, a carrier relay and one relays which storage relays'and carrier relay by their condition of energization designate the route a car. is to take; pick-up circuits for the storage relays of each group except the rear "group including front contacts of the corresponding storage relays of the group in the that group; the route a car is to travel being defined by the energized or deenergized conditions of the successive storage, relays of each group in a manner so that each storage relay defines a particular track switch in advance and when energized manifests that the corresponding track switch is to assume one position and when deenergized manifests that the corresponding track switch is to assume the opposite position; and control circuits for the transfer relays of each :groupconstructed to cause the car route 1 stored therein to be transferred to the next :relay group when such next relay group has been Va,- cated otthe car route which has stored therein. 16. vI-n a train describer system; the com-v bination with a plurality of-groups of relays each including .a transfer relay, a carrier relay and one or .rnore storage relays which storage relays and carrier. relay by their condition of energization designate the route a car is to take; pick-up circuits for the storage relays of each group except the rear group including front contacts of the corresponding storage relays of the groupin the rear, front contacts of the transfer relay of that group and front contacts of the carrier relay of that group; the route acar is to travel being-defined by the energized or deenergized each group in a manner so that each storage relay defines a particular track switch in advance conditions of the successive storage relays of spending trackswitch is toassume the opposite I position; a pick-up circuit for the transfer relay of each group except the rear group including a front contact of the carrier relay of the next group in the rear anda back contact of the associated carrier relay; and a stick circuit for such trans-fer relay including a front contact of the transfer relay of the next group in the rear.

1'7. In a train describer system; the combination with a plurality of groups of relays each including a transfer relay, a carrier relay and one or more storage relays which storage relays and carrier relay by their condition of energization designate the route a car is to take; pick-up circuits for the storage relays of each group except the rear group including front contacts of the corresponding storage relays of the group in the rear, front contacts of the transfer relay of that group and front contacts of the carrier relay of that group; the route a car is to travel being defined by the energized or deenergized conditions of the successive storage relays of each group in a manner so that each storage relay defines a particular track switch in advance and when energized manifests that the corresponding track switch is to assume one position and when deenergized manifests that the corresponding track switch is to assume the opposite position; a pick-up circuit for the transfer relay of each group except the rear group including a front contact of the carrier relay of the next group in the rear and a back contact of the associated carrier relay; and two stick circuits for such transfer relay one including a front contact of the carrier relay of the relay group next in the rear and the other including a front contact of the transfer relay of the relay group next in the rear.

18. A car classification system comprisinga plurality of groups of relays each group of which is capable of describing by the condition of energization or deenergization of the relays of such group the destination of a car described thereby, means for transferring a train destination description from one relay group to the next by energizing certain relays of such next relay group to conform to the energized condition of corresponding relays of said one relay group, means for operating the track switch of a particular relay group in accordance with the train destination described by such relay group, and means manually operable for cancelling the train destination descriptions stored in all ofsaid relay groups at the same time.

19. In a car classification system the combination with a track switch, a track section leading to said track switch; two other track sections into which said track switch may direct traffic; a train describer unit for controlling said track switch and including a bank of relays; said bank including one carrier relay, one storage relay and one transfer relay; said carrier relay when energized reflecting that a train destination is stored in the bank irrespective of whether or not said storage relay is energized, the condition of energization of said storage relay reflecting only what position the track switch is to assume and the transfer relay when energized, manifesting that a train destination description may be registered therein; a switch control circuit for controlling said track switch to one position including a front contact of said storage relay of said bank; and a second switch control circuit for con trolling said track switch to the opposite position including a back contact of the storage relay and a front contact of the carrier relay of said bank.

20. A car classification system comprising a track layout starting with one track and terminating in a large number of storage tracks connected to said one track through routes each route including a plurality of track switches; a

train describer switch control unit for each track switch, each unit being divided into a first storage bank and a second storage; each storage bank, including a transfer relay, a carrier relay and one or more storage relays arranged in order; a detector track circuit including a track relay for each track switch; a pick-up circuit for the transfer relay of each bank including a back contact of the carrier relay of that bank and a front contact of the carrier relay of the bank next in the rear,- but where such bank'in the rear is part of the traindescriber switch control unit;

in the rear the pick-up circuit also includes 'a contact closed only when the switch in the rear assumes a particular position and includes a'contact closed only if the associatedtrack relay is. deenergized;.a stick circuit for each transfer relay including its own front contact and a front contact of the carrier relay of the bank next-in the rear, but where such bank in the rear ispart of the train describer switch control unit in the rear the stick circuit also includes a contact closed only when the switch in the rear assumes said particular position; a pick-up circuit for each carrier relay including a' front contact of the carrier relay of the bank nextin the rear, but where such bank next in the rear is part-of a train describer switch control unit in the rear the pick-up circuitalso includes a contact closed only when the switch in the rear assumes a-particular position and includes a contact closed only if the associated track relay is deenergized;

a stick circuit for each carrier relay including its own front contact and including a back 0011- I tact of th'ecarrier relay of the bank next in ad- Vance when these banks belong to the same train describer switch control unit, but including a j contact closed only if the associated track relay is energized when such bank next in advance.

belongs to another train describer switch control unit; a pick-up circuit for each storage. relay including a front contact of a corresponding storage relay of the bank next in the rear, but where such bank next in the rear is part of another train describer switch control unit in the rear the pick-up circuit also includes a contact closed only when the switch in the rear assumes a particular position and includes a contact closed only when the associated track relay is deenergized; a stick circuit for each storage relay including its own front contact and a front contact.

of its associated carrier relay; a switch machine associated with the 'first'bank of eachunit for operating the associated track switch; and means for operating each switch machine controlled by the first storage relay of the associated first bank. 5

21. A car classification system comprising a track layout starting with one track and termi nating in a large number of storage tracks connected to said one track-through routes each route including a plurality of track switches; a train describer switch control unit for each track switch, each unit being divided into a first storage bank and a second storage bank; each storage bank, including a transfer relay, a carrier relay and one or more storage relays arranged in order; a detector track circuit including a track relay for each track switch; a pick-up circuit for the transfer relay of each bank including a back contact of the carrier relay of that bank and a front where such bank in the rear is part of the train describer switch control unit in the rear the stick circuit also includes a contact closed only when the switch in the rear assumes said particular position; a pick-up circuit. for each carrier relay

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