US1050316A - Automatic railway safety device. - Google Patents

Description

l E. UNVERRICHT. AUTOMATIC RAILWAYSAEETY DEI/10E.

APPLICATION FILED oc'rnso, 1909.

Patented-ian, 14, 191:3.

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AUTOMATIC RAILWAY SAFETY DEVICE. APPLGATION FILED 0CT.30, 1909.

1,050,316, Patented Jan. 14,1913.

R k AM A Mfrs E. UNVERRICHT. AUTOMATIC RAILWAY SAFETY DEVICE.

APPLICATION FILED 0GT.30, 1909.

Patented Jan. 14, 1913.-

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'.DUARD UNVERRICHT, 0F HAMBURG, GERMANY.

AUTOMATIC RAILWAY SAFETY DEVICE.

Speccaton o1' Letters Patent.

Patented Jan. 14, 1 913.

Application led October 30, 1909. Serial No. 525,413.

To all whom, t may concern.'

Be it known that I, EDUARD UNvERmCHT, a citizen of Germany, residing at Hamburg Germany, have invented certain new and useful Improvements in Automatic I iailway Safety Devices, of which the following 1s a specification.

This invention relates to a novel safety device for railways that effectively prevents head-on as well as rear-end collisions. Eor this purpose, the track comprises a pluraht-y of safety-zones, each of which is protected by a vtrip or trainstop adapted to be engaged by a frangible cap closing the alr brakeconduit ofthe passingtrailnsaid trips also constituting Visible means for indlcat ing t0 the engineer whether the track 1s clear or not.. Each trip is so constituted that it normally occupies by its own weight the danger position. while it is raised into the clear track position by a motive power such as electricity. ln case 0f a cessation of this motive power for any reason What.- soever, the trip will instantly drop into the danger position and prevent the passage ot trains until the current is again supplied. 'lhe trips cooperate with duplex circuit. changers, which are automatically actuated by passing trains and are so interrelated that trains running in the same direction or in opposite directions can under no circumstances approach each other within dangerous limits.

In the accompanying drawings: Figures 1--3 are wiring diagrams of consecutive portions of a single track railway provided with my safety device, the continuation toward the right of that part of the system found upon any one View being shown in the next view. Fig. 4 is a diagrammatic view of one of the circuit changers, and Fig. 5 a detail showing the frangible air brake cap and cooperating parts.

'The letter T indicates a single track which comprises a suitable number of safety zones To, T1, T2, T7 seven of such zones being illustrated in Figs. 1 3. At each junction between adjoining zones there is provided a trip or train stop pivoted at wa to a post H, the consecutive posts being labeled H1, H2, H7. The tri s are moable from a lower horizontal or danger position into an upper inclined or clear track position, the construction being such that the trips will normally occupy by their own Weight the danger position, while they may be swungcup into the clear track position by a suitable motive power such as electricity. The drawing shows each trip post provided with a solenoid or clectromagnet u, the core o of which is by a link system w connected to the outer arm of trip The posts are placed at such a distance from the tracks that their trips permit an unobstructed passage of a oar or train, while said trips when dropped are adapted to be struck by frangible caps z projecting from said car, etc., and closing the conduit of the air brakes thereof. The trips which are preferably arranged at a distance above the road bed as illustrated in Fig. 5 thus likewise constitute visible means for in dicating the condition of a track, while furthermore cap .e will. be broken to auto niatically stop the train if the engineer should overrun a trip which occupies the danger position.

rl`he means for operating the trips c0nsist essentially otl circuit changing devices A", A2. .V one of which is provided for each trip. The circuit changing devices cooperate with track instruments j1,j2, j, jt, j, two of such instruments being provided for each circuit changer and arranged at both sides of the trip at a distance therefrom. The track instruments are adapted to be temporarily closed by a passing car or train, and according to the travel of the train either the instruments jl, jg, j'

or the instruments jg, j*, j are closed before said train reaches the Corresponding trip and circuit changer.

The circuit changing devices are preferably duplex so as to be operable from opposite sides and thereby prevent head-on as well as rear end collisions, as will bereinafter be more fully explained. Each circuit changer comprises essentially a first and a second set of electromagnets and a first and a second contact device operable respectively by said first and second sets, the contact devices embracing swinging.armatures s, t, which are substantial duplicates of each other. Armature s is pivoted at sa and is adapted to be oscillated by a pair of electro magnets, one of which is provided with a winding Z), while the other carries two windings a, Armature s supports a number of insulating tubes l, 2, 3 that` are partly filled with mercury, so that upon a rockingl movement of the tubes, the mercurv may tiow to one or the other end thereof. Into the right. ends of tubes 1, 2, 3 are respectively sealed the double contacts p, Z, 1,1, While into the left ends of tuberi, L), il are sealed the double contacts o, f. Of these` 'ne of the contacts y; is by wire pl connected to elcctron'iagnet, winding c, one of the con-- tact'S q is by wire o" connected to winding o and one of the contacts g is' by wire 'f/l connected to electrolnagnet o, while the rcmaining conta-:ts are connected to other derivi as hereinafter more fully described. In like manner, armature t is 'l'ulcrumod at i and iS adapted to be rocked by a pair of electromagnets carrying the windings f/ and e, n respectively. Armature t supportsy inercury tubes '4, 5, (l into the right ende of which are respectively sealed tht` double contacts o, l, y7', while into the left ende ot' tubes 5, t5 are sealed the contacts in, 7'. One of the contacts 0 is by wire o1 connected to Winding fla., one of the contacts r is by wire r1 connected to winding e, and one of the contacts m is by wire m1 connected to wind ing d, while one of the contacts is by wire f1 connected to one of the contact,` Zz, lt will be seen thatI after the armatures ,v and have been tilted beyond their dead centers by energizing the correspoinling electro magnets, the mercury flowing from oneI rnd of each tube to the other end thereof assists said electromagnets in their operation, to finally cause the armatures to remain in the positions to which they have been set.

The manner in which the several electromagnets hereinabove referred to are energized is apparent from Figs. 143, which illustrate seven consecutive safety zones of a single track railway. A train 100 is shown to pass through safety zone T4 in the directionof arrow P1, the trip a of post H4 being raised by said train in manner hereinafter more fully described to per mit a free passage thereof. The several con` tacts and mercury tubes are here replaced by contacts which are adapted to be closed by Contact Inei'i'ibers, that are illustrated as oblongs carried by a common rocking rod. As will hereafter be more fully explained when describing the various circuits, the three cooperating trips are arranged in ovcrlapping order, so as t0 increase the reach of their track control, the trips w1, fr, 1:5 operating together, do also the trips zr?, wt, me, etc. Vhen the cooperating zones are clear e., when no train is passing thereover, all armatures a, t occupy their normal position z'. c. such a, position, that the inercury will close the left hand contacts thereof. While the right hand contacts are open. Thus after train 1 00 has closed track instruinent js, a circuit is established, the ourrent flowing from main 7 through wires 5t), 51, instrument j, Wires 52, 53, closed contacts f of circuit changer At, wire f1, closed contacts la, wires k1., 9 and 1t) to the still l closed Contact g of circuit changer A (Fig. l illustrating the position of the armature ,se of said circuit changer after track instrument j has been close l). Vroni this eontart f/ the curi'eilt flows througl'i wire g1, electromagnet ZF and conductor l1 to main Si, thereby energizinrg said electroinagnet'and causing the armature ai of circuit changer At to be tilted into the position shown in li`ig, l. Through this movement of armature a", contacts 5,'. /c are opened, While contact I, )a f] of circuit changer A2 are closed. ly the above closing of track instrument js, a second circuit will be established, the current flowing as above described from main T to wire L of circuit changer A* and thence through wires t), to the ,ill closed contact in of circuit changer A" (Fig. 2 illustrating the position of the armature t of said cir- ,i cuit changer, after track instrument j" has i been closed). From said contact 'mr the current flows through wire m1, electromagnet d of circuit cln'inger and wire 14 to main S. ln this way, electroinagnct Il of this circuit changer is energized to throw its armature t into the position illustrated in Fig. i2, thereby opening the corresponding contacts no and closing contacts i1, 0, 7. lly the simultaneous closing of contactel l of circuity changer A2 and of contacts :y of circuit changer A, a circuit is established, the current tloting from main 7 through 'wire .ifi of circuit changer A2, contacts wire it?, solenoid u" of trip wt, wires 17, 17l closed contacts It of circuit changer A, and conductor 14 to main 8. liy this eur rent` solenoid if! of trip ai ia energized so as to raise said trip and permit a free passage of train 100.

From the ahoi'e it will be seen that train 100 is only able to raisel the trip :r into the clear track" poaition when contacts l of circuit changer A! and contactsy /1 of circuit changer are simultaneously closed, or in other words, when the cont acts and L of the slt-cond forward and the eecond rear track sections.reapwtively hare been previously closed. Thus for instance it= a train 101 should enter track section 'l"5, while the train 10|) is still within track section "1, the operation preriously described in connection with train 10o for raising the corresponding trip zr" into the clear track position could not take place. ()r in other i words, as train 100 was supposed to be the l only train temporarily traveling over track sections 'l"-` to T0, said train was free to raise trip .r as ysoon as it entered tract; seetion Tt. Train 101 in entering track section TG however is not able to raise trip 4u after closing track instrument j. 'l'his is duc to the fact that in order to establish the circuit for energizing solenoid u of i, trip if, elcctroinagnet if* yshould be energized l in order ti, close contarts l of circuit changer A, said contacts constituting part of the circuit of solenoid u. The circuit. necessary for closing electromagnet bt is a dupllcate of that described in connection with train 100 t'or energizing eleetromagnet b2 of circuit changer A2 which latter circuit depended upon the closing of contacts f of circuit changer A4, as above clearly described. For energizing electromagnets b, the contacts f of circuit changer Ae had therefore to be closed, but as these contacts have previously been opened by train 100 upon closing track instrument jg, electromagnet b cannot be energized, so that armature S* cannot be tilted and contacts l of circuit changer A4 remain open. Thus the necessary energizing current cannot be supplied to solenoid n" through wire when track instrument j is closed, and trip af remains in the danger position, thereby protectA ing train l0() against a rear end collision with train 101. Train 100 while passing track section '1" is also protected against a head-on collision with a train 102 which may now be supposed to enter track section T1 from'the, left. Train 102 however is not able to raise trip'w after it has closed track instrument j, so that it. cannot proceed. As has already heen brought out, an energizing' current can only be sent through solenoid 'U2 when the contacts l and /L of the respective circuit changers which are located second next on both sides of the solenoid are closed. ln order todose the contact /L of circuit changer A1 which constitutes part of the circuit. ot' solenoid u2, electromagnet rl* ot' circuit changer A* must be energized, so as to tilt armature l* into the position opposite. to that shown in Fig. rl`he circuit necessary for closing elcctromagnet d* is a duplicate ot' that described in connection with train 100 t'or energizing electromagnet rf" of circuit changer A which latter circuit. depended upon the closure of the contacts /c of circuit changer A4. Thus for energizing elcctroinagnet f/t it is necessary in analogous manner, that the contacts /c ot' circuit changer lA2 be closed. As however these contacts have previously been opened by train 1U() upon closing track instrument j, the necessary energizing current cannot be supplied to electromagnet d* through wire 19, thereby preventing thetilting ot armature tt. In this way, contacts la, of circuit changer A remain open. and the necessary energizing current cannot be supplied to solenoid u2 through wire 20, so that trip .122 remains in the danger position, thereby protecting train 10() against a head-on collision wlth train 10Q.

1t may here be stated that if train 100 has cleartrack while passing from track section T4 to section T3 the saine operation which has above been described with relation t0 trips m2, and m will be repeated for trips w1, w3,

:95, etc.,` the circuits established being duplicates of those described. In addition to the connections which bring about an interrela tion between the tripactuating circuit changers A2, A, A additional connections are provided between these circuit changers and the flanking or intermedlate circuit changers A1, A3, A, A7. It is obvious that before train 100 closed track instrument js it has closed track instrumentI jl", so that strip m5 was raised into its unobstructive or clear-track77 position, while trips :r3 and 92'* were maintained in the danger position. rOr in other words, the armatures s3, t7 of circuit changers A, A7 occupy the saine positions as the respective armatures s2, t of circuit changers A, Au illustrated in Figs. 1 and 2. Before train 100 is thus able to raise trip w3 after entering track section T and necessary that the armatures s and .t7 be returned to their normal positions, so as to permit an establishing of the proper s0lcnoid circuits. This operation is effected upon the closing of track instrument j by train 10() in the following manner: As contacts otS circuit changer A2 have been lclosed b v the previously described energizing ot' electroma, `fnet l, a circuit is established, thc current flowing from main 7 through conductor 15 ot' circuit changer A, closed contacts wires lo, 23, contacts l] of circuit changer A (which are still closed, as above described) elect roniagnet o and conductor l1 to main 8. Illectronlagllet a is thus energized to attract armature s, thereby opening its contacts l, l), q and closing its contacts y, L'. Owingr to the closing of contacts the circuit for energizing the electromagnet b1 ot' circuit changer A is established so that at'ter the closing otftrack instrument j by the advancing train 100 a current will llow from main T through wires at, 55, closed track instrument. j, wires 56, 5T, closed contacts ot' circuit` changer A, wire f1, closed contacts wires lvl, 58, closed contacts tr/ ot circuit changer A, wire g, clectromagnet bl and wire 5t) to main 8.

lllectromagnet /fl will tluls be energized to tilt armature s", and close contacts of circuitA changer A, such closing heilig a condition precedent for permitting the tlow of an en ergizing currenty through solenoid wf* of trip 03. As contact nt of circuit closer A5 is already in its closed position, the electromagnet d is energized upon a closing of track instrument j by a current llowingito wire /cl ot' circuit changer A3 as described and thence through wires (30, 601, closed contacts m, wire m1, electromagnet fl ot' circuit changer A5 and wire 61 to main 8. Armature t will thus be tilted to close contacts lt, thereby closingythc circuit ot' the solenoid u3 of trip x3, the current. [towing from main 7 through wire 62, contacts l -of circuit l closing track instrument j, it is therefore g5 Thisar'Y nraturc had previously horn tiltuil into tho oppositolyinclined positioinq u'liilo train itil) passed track auction T5, @o aa to protort, this` train against a roar-0nd :olli,--ion.l Tho currtnt t'or returning armaturtA t" to ith` normal position hy the dwing ot' track instruinont jR Howe,` from uiain 7 through wirt` tt. niagntt 07 of circuit hungry ritiro r'. mutant4 r (whirh are still oloftd as ahovo oxplainial) wirou 24, 1T. (ilosvtl trontarh` /1 ol rirouit changer A and wirr lfl to main S. ln thik; tra)i uloctroniagnrt #l is Qnrrgixod to return ariuaturo t? to its uorinal position, thrrrhy intorrupting contacts4 /i. o, fr and rlosinfwf gontacto f, m. ot" rircuit ohangor A7. As hoih contattal f and ol thia; oirruit ohangor aro now olovd, a rirouit is proparotl for onvrgizingf tho elt-otroniaggnrt fr" of circuit changrr Af and for ol'iorgizing tht` electro niaguut Il ot thi.x Sorontl rirouit oliangor to thc right otl circuit changer .V (not .Lhorvnl` thereby permittingY a train lllf at r ontvring track sootiou 'l'T to raise trip .127 into the Chair-track" position. At tho Saulo tinto7 the previously olohcd circuit that controls; solenoid u and raiHcS trip into tho cloar track position is interrupted owing: to tho ahow (losorihod openingA ot' the oontavh: l ot' oircuit changoiu 3 and ofthev contanti` ot' wirA t'uit changea' A7 so as to causo trip .1:5 to drop into the (langror pmition and to thus pro tot-tV train l0() again t a roar onu colliaion.

lf tho dilortion ol travel ot' train ltltl is rovorsod tho Saulo plotet-tiou against houdon and roar ond Oolliaionr` is altortlwl as, ltoloro. Thus tor intaut-o if train 10() uvre to approaoh trip ll from tho'lt-ft. instead ot' trout th(` right` tho proviou olosing ot' trat'l( instruuiout il will puriuil a, rainingr of trip r" into the oloar traoli positioinwhilo trips a :unl w" are niaintaiutal in thrir L"dang'or" position. ln thin ra. tho operaVY tion otI rirtuit changers h is 2X- ai'tiy tho santo as alioro dost-,ritual in ronnuvtion with train ltltl wht-ii running toward the lol't and lhrrohy closing trailY in tru luont '.l`l|i. i opriousy from thu Vtat-l that tlutwo trat-h inatriuuonts tlanltiug nach trip aril ronnot'tufl hv a oonunon uirtx to tho contat-ts f of tho t'irruit chau/grr poi-tatu'- ing' to saill trip. hun hou'owr tlul train ruth` toward tho right instriul oll toward tho 1 left, tho oluotrouiaguots c anti a Colne into action for rondoring operable the trips which Wer? prrviousljy' maintained in their loworud or dan, joi"`y posfiou. Thus* iti may' bc assunn-d that a train (not szlimvni has entered truuk section l: from thi" loft and (lepre al trank inatrunnlnt j in iihirh caS-u tivo oircuit@y aro tirat tastahlitel'iud. tho "urrol'it, m"v onf.;- ciruuit pausing; from main Y through wilt 5i. rloaotl iirltiuiucnt j@ wir@ 5'?, timed t-.oiataa-` f of" rfi "t, rhangor .,V, wir@ f, vlot-:oil Unitaria /y it. t. wir@ 5F. cloned rontarlei y ot ril-uit rlrngor wirtl 5?", rhatroniagg'nm fi" and iro 'i. to main tt. .lllootromagna f is thm: onorgrizod to attract armature;I i", thorrh'yy (.losing rontacts 7 olI rir'ouit ohaugrr 1. "li'luy ourarnt, ot thu .wom-furl (Sirtuit tloxv troni uiio s of' Circuit. changrr if Yiuougjh iro tit), t'itl, Clostal contanti; m.. u'irr nth vortruniagnr-t rfi and wir(x (El lo ioain t irctroiuagjnot il will thus tilt aiiuatur(l 7i to oloso mutants, tof ui`rruit @anvirr Xi. tluzrl hoth the contacts l ot o #uit rhangr-r A! and the contacta h ofV rirta. rh, .aro olof-aal. the previoual'v (lo 'rilwtl f it lor energizing th@l solonoitl 'u oi,trip fr; will hu uqtahlishod thorolw raining they lattor into its "Gitaar trank" poritL t so that. thtx train may prouoed, trillal af'. a" lining .Ailnultanoously re-ndoreil inoporahlo h v tho tilting oit' armatures. s", if' so as: to protect tho train againat roar cud and head on Colli. i" all as previously t'ully brought out.. ward tho right. the train flows traok insitru mout j" ot' track section til, tho following' oircui` u'ill ho Oatahliszlnal for bringing; the previoulv inoi'icraliltl trips into oporal'tlo condition. Owing; to thtdosing of trarli in.-:trunn nt j? tln;l santo rirruita4 aro o--tahli hoil an pretiousltY debrrihed when train lo() rloaod track instruuitnt j, e. ar maturo ot' circuit Changer A.: and armaturtft ot' (ii-ruit, Changor A occupy tho positiona illustratori in Furs. Yl arnl Q. A cirruit uill thun ho oatahlr-ihcd t'or roiuloring' trip a" oporahlo, tho t-uisloitt, flowing" from main T through wirt: t3. olossutl rfontartry Z of tix'tuit Changer A1, uiros tti, GT, Contacts p ot rirruit ohangrr ft* (which are still t-losod owiunr to tho prow/ionsy pasnago of' the train through sortion 'l"" as .instr` tlofacrilwil), w'iro 7N, rlortrouiagiuot u", and wires GS, 59 to inaiu S. in this wav, olootroinagnot U will ho oinirgiztd to tilt aruiaturo a thorohy rloiting rontarta i and owning ueiittartry l of rirwuit rhangrr ;\t t.. qantoy timo anothor oirruit is. f'tal li-\lnal. tho rurront tlowiug troni niain T through wiiu lit. olor.L troniafgnit n?" of circuit y#hangt-r wiro o, rontat'ta o tuhirh artl `drill rios-,rtl as ahoro rlosrrihuil). wirt` 7th ti". rlowtl roulants 1li. ot' rin-uit rhaugrr A\ aint wirr ll to niain F. Thu` uhwtroinafgnot zw i1- rompi/:wl to tilt alniaturo t tltololit rinsing Contatt ,f and opening; rontafft /z ot. Circuit rhangcr U;

By the tilting of armatures s1 and t said armatures are returned to their normal positions, so that the 'cooperating trips m1,

` are rendered operable owing to the closing through which it temporarily passes.

of contacts i: and 71, respectively. Simultaneously with the establishing of the above circuits, trip :r3 which still occupies its clear track position is released to 'drop by its own weight int-o the danger position. As above descrilied the energizing current of solenoid uL thatl has raised trip :c3 into the clear track position flowed through the then closed contacts l of circuit changer A and through the closed contacts L of circuit changer A5. 'As bot-h of these contacts are however opened for bringing trips .1" and w in operable condition, the circuit of solenoid a3 is simultaneously interrupted,A so that the latter is denergized, and trip w3 drops automaticallv by its own weight into the danger position.

To recapitulate .the general opera-tion of the system without again referring in detail.

to the circuits established, itv is evident that if a train has a clear track, it will automatically raise the trip of the track section At the same time, the trips of the second next forward and of the second Anext rearward track sections are automatically rendered inoperable. As has been fully brought out, the circuit of each trip solenoid includes two pairs of contacts l and It, one pair of said contacts being located in say t-he second next forward track section, while the other pair of contacts is located in the second next rearward track section. Each solenoid can therefore only then be energied when both ot said contact pairs pertaining to the solenoid circuit are simultaneously closed. 1t

vis furtherevident that the armatures s and I pertaining to the .several track sections are normally so tilted as to maintain the contacts It and Z in their open position. 1li`rom Fig. 2 it is also evident that in the track section whose trip is raised by a passing train. the contacts l1.. and l are open. The conditions which will therefor-eprefail when two trains approach each other from opposite directions on a Single track railway are 'as follows: Let. it beiassumed that train 100 passes track section T* in the direction of arrou l" while train 10i passes track section '1"' in the opposite. direction As both trains are now at a distance that exceeds the. reach of their track control. i. c. as train -100 did not yet enter track section lf3 controlled by train 1011-, and as. the latter did not enter track section 'Yi-corr lrollcd lu' train 100. hoth trains are thus free lo proceed. As all the various circuits controlled. by a train have i'ucviously been fully diseusscdit is unneccssarj7 tofollowuli enel-i circuit which has been established upon. the closing of track instruments jE and jl by the trains 100, v101 respectively. It suffices to reiterate that upon vthe closing of track' instrument j", trip a," is raised to give the clear signal to train 100, while at the salue time the several contacts which must he closed for permitting the raising of trip r2 are opened thus preventing a. current from being sent through solenoid u". In this way trip :lf2 is rendered inoperable when train 104 enters track section T2. The opened contacts in question are the contacts '1.' of circuit changer A2 which preventthe energizing 'of electromagnet d* of circuit changer A, so that armature t* cannot be tilted for closing,r contacts h of saidl track section. Thus solenoid u2 of trip .'v'-l cannot be energized, and the trip remains in -its danger l position, thereby causingr train 4lisions are effectively prevented. Similar conditions would prevail if tra-in 101 should tollo'w train 100 and enter track section T",

while train 100 is still in track section T4,

as has already been fully explained, thereby 4etectively preventing rear-end collisions.

Attention may further be called. to the fact that with my vdevice a trip of a safety zone is' raised into the .clear track position by a passing train only after the two protecting trips in the front and rear have been rpudered inol'ierable by the-same train. From thc foregoing it is evidentthat by the closing of a track instrumentin al safety' zone, the armatures of the cooperating pro vtecting zones in the front. and rear are rocked thereby oiwningthe trip-actuating solenoideircuits of said protecting zones. .\s these solenoids can consequent-ly not be cnergized, their trips are effectively prevented from heing raised by any other.

trains; (')nlrafter the armatures of the protecting zones have been rocked, the soleufiid-cireuit of that trip is established which pertains to the zone through which the train temporarily travels, so that this` trip is raised to permit. an unobstructed ad Vance of the train. .lt will thus vbe seen that my improred safety device "affords reliable and .novel protection against head-on and .rear-crut collisions of cars and railway trains.

l claim:

1. Safety system for railways con'iprisin r in combination positive and negative electrical mainsaseries of circuit closing means, a scriesof trips normally held in danger position, electromagnetic devices adaptedA to be connected across' said mains, each such device having operative connection with a` respective trip, a series of circuit changers,

one of such changers being provided for each trip, electro-magnetic' devices adapted to be connected across said mains and -cach operative .upon a respect-ivc'circuit changer,

and electrical connections between each circuit closing means and two electromagnetic devices of the circuit changer situated respectively in advance and in the rear of said circuit closing means, the operation of anyone of such means by the train causing the appropriate two of such circuit changers to actuate that electro-magnetic Ydevice which is operatively connected to the trip "immediately in front of the train subst-air 'tiallyasset forth.

2. Safety system for railways comprising a series of 'circuit closing means, a series of cooperating trips, electro-magnetic devices for said trips, a series of circuit changers each of such changers corresponding with a respective `trip, electromagnetic .devices constituting partof said circuit changers, electrical connections between each circuit closing means and two electromagnetic devices of the circuit chaugerssituated re- 3o spectively in advance and in the rear of said circuit closing means electrical connections between the magnetic device of the circuit changer corresponding with the last. named closing means, and theco'ntacts of said circuit changers in advance and in the rear, and electrical connectionsv betweei'r the electroi'uagnetic device of each trip and the circuit changers in advance and in the rear, lthe closing operation of. any` one. of said .40 circuit closing means by the tram causing the advance and rear circuit changers to simultaneously close the circuit of theelectromagnetic device operative upon the trip pertaining to said circuit closing means, and at the same time preventing thetrips. per- 'taining to said advance and rear vcircuit changers from being moved to inoperative position substantially as set forth.

3. In -a railway safety system, a track divided into a,A first, second,- third, fourth and fifth section, circuit closin4 means, a trip and a circuit changer provi edfor cach `of said sections, each circuit change-rbc'- ing composed ofa first'and a second set of electromagnets and-of a first and -a second contact device operable respectively b said first and second sets,"an additional efectrof magnet provided for each trip, u, first electric circuit including the third circuit closing means and an electromaguet-effthe first set of the first circuit changer, a second electric circuit including saidfthird circuit' closing means and an electioinagnet of the second l.set of the fifthcircuit changer, a third electric circuit including the first confifth circuit changer and an electromagnet 'of the first set of said third circuit' changer,

-vice of the first circuit.- changer and an electact device of the first circuit changer' and an electromagnet of the second set of the third circuit changer, a fourth electriccircuit including the second contact device of the a. fifth electric circuit including the electrovmagnet of the first trip and the second contact device of the third circuit changer, a sixth electric circuit including the electromagnetof the fifth tri and the-first contact device of the thir circuit changer, a seventh electric circuit including' the first contact device of the first circuit changer and an electromagnet of the'first set of the second circuit changer, and an eighth electric circuit including the firstcontaet device'of the first circuit changer, the-elcctromagnet of the third trip and the second contact device of the fifthA circuit-changer, theclosinr ofthe' third circuit closing? means causing tiie closing of the first and second :sol

circuits thereby respectively operating the first and second contact devices ofthe first and fifth circuit changers,suid operation effecting firstly the breaking .of the thirdv and i fourth circuits whcrcby'thc Yfifth and -sixth circuits can no longer be closed` secondly the closing of the seventh circuit, thereby moving the first contact device of the second circuit cha'nger intoits normal position, and thirdly the closing of the eighth" .circuit 'thereby operating the third trip.A

4. In a railway safety system, a track' divided into a. first, second. third` fourth, fifth and sixth section, circuit closing means, a trip and a circuit changer provided for each -of said sect-ions` each circuit changer being composed'of a 'first and a .second set of elecv tromagnets and of a first and a second con- 1 05 tact device operable respectively by said" -fiist and second sets, an additional electromagnet provided for cach trip, a first electric 'circuit including the third circuit clos-4 ing means andan clectromaguet oftheV first Set of the first circuit. changer, a' .second ciec' t'ric circuit including said 'third circuit closing means and an clcctron'iaguet ofthe secoud set of the fifth circuit changena third electric circuitincluding the first contact de- 115 tromagnet of the'second set of the third. cir- 'cuit changer, a fourth electric circuit in- -tric circuit including the second .contact device of the fifth circuit changerv and an elee-' 'tromagnet of the second set of the sixth cir- 1.30

cuit changer, and an eighth electric circuit includingr the first contact device of' the first. circuit. changer. the elcctrontagrnt-t ofl the third trip and the second contact device ofl the fifth circuit changer` the closingr of the third circuit closingmeans causing' the elo ing of the first and second circuits thereby respectively operating the first and second contact devices of the,y first and tif'th circuit changers. said operation effecting firstly the breaking of the third and fourth circuits whereby the fifth and sixth circuits can no longer be closed. secondly the closing of the seventh circuit` thereby movin;Y the second contact device of the sixth circuit changer into its normal position, and thirdly the closing of the eighth circuit thereby operat ing the third trip.

5. In a railway safety system. a track divided info a first. second. third. fourth. fifth and sixth section. circuit closing means. a trip and a circuit chantr'er provided for each of said sections. cach circuit changer being composed of a first and a second set of electromagnets and of a tiret and a second contact device operable respectively by said first and second Sets, an additional electromagnct providedY for each trip. a first electric circuit including the third circuit closing means and an electromagnet of the first set of the first circuit. changer. a Second electric circuit` including said third circuit cios-iut.r means and an electromagnet of the second set of the fifth circuit changer. a third electric circuitincludingT the first contact device of the first. circuit changer and an electromagnett of the second set of' the third circuit changer. a

fourth electric circuit includingV the second.

contact device of' the fifth circuit changer and an clcctromagnet of the first. set of said third circuit changer. a fifth electric circuit including.T the efectrou'ntgnet ot' the first trip and the second contact device of the third circuit changer. a sixth electric circuit includiirgT the electromagnct of the fifth trip and the. first contact device of the. third eircuit changer. a seventh electric circuit inA eludin;r the first contact device of' the first circuit changer and an electromagnet ot the first set of the, second circuit changer. an eighth electric circuit includingr the :second contact device of the fifth circuit changer and an electromagnct. of the second set of the sixth circuit changer. and a ninth electlitgcircuit includitr;v the first. contact device, of the first circuit changer. the electromagnet of the third trip and the second contact device of' the fifth circuit changer. the clot; ingr of the third circuit closing mcane causing' the closing.r of the first and fecond circuits thereby respectively operating the first and Second contact t'levices` of the first and fifth circuit changers, said operation effecting: firstly the breaking: of the third and fourth circuits whereby the fifth and sixth circuits can no longer be closed. secondly the closing of the seventh circuit. therel'iy moving the first contact device of the second circuit changer into its normal position. thirdly the closingr of' the eighth circuit. thereby moving' the second contact device of the sixth circuit changer into its normal position. and fourthly the closinf.r of the ninth circuit. thereby operating the third trip.

In a railway safety system. a track divided into sections. a train stop for each Section. car-controlled means for moving each train stop to inoperative position as the 'ar apin'oaches it. means adjacent to a train stop in front of and another behind the one approached by the car for rendering.r inoperative. said first named means except when said two last named train stops are in operative position. whereby the train stop approached cannot he rendered inoperative unless said two train stops are operative.

7. In a rail vay safety system, a track divided into sections. a train Stop for each Section which normally occupies its operative hostion. car-controlled m ane for Inoving each train stop to inoperative position as the car approaches it` means adjacent t0 a train stop in front ot and :mother behind the one approached hy the car for rendering inoperative. said first named means except when said two last named train stops are in operative position. whcrehy the train stop approached cannot he rendered inoperative unless Said two train stops are operative.

8. In a railway safety system. a track divided into sections. a train stop for each section which normally occupies its operative poeition. an electric circuit adapted to he closed by a car as the latter approaches a train stop. means controlled by said circuit for moving! said last named train stop to inoperative position. means adjacent to a train Istop in front of and another behind the one approached by the car for keepingr open the circuit controlling aaid first named means except when said two last initiiert train stops are in operative position. whereby the train stop approached cannot be rendered inoperative unless said two train stops are operative.

t?. In a railway safety wteni. a track divided into sections. a train stop for cach section. ca1contt'olled means for ntoviugr iiicachcd lijf the frait'iir liccrtin ipcu they circuit controlling @aid tiret naincd nicanfs' cxccpt ivhcn said l:i.-1t iianicd train Stop in operativi: position, whcrizhy the train atop apin'oi'u ,c cannot lic rcndcifcti inoperative uniovi' thc train atop located Vin front ol the one apin'oachcd is operative.

11.`ln u railway safety Sym'tein, u track -dividcd into fici-tintin; a train stop for cach :section` a li 'ist electric circuit adapted to he closed by a car thc latter'al'iproaches a tain stop, a second clcctric ircuiti controlled hy yaid iiust clcctric circuit tor mov-- ini; said laat nunicd train :stop to inopcralivc position, neeans udjacrn: to tciiiii clon in front of and auottivr licliintl thcv one :ip-- nroachetl hy thc' rai tor prevu-'dingy said clcctrii': circuit troni oiicraliiinj inxccii whci: @ahi tun livel' naait-rl iiaiii unir aie in oir` ciatii'c pofitioii, hri'ch; iliL`4 train non an proiiclicd ciiiiioi lic riiiiici'td i? i uulci; Santino trani ton art chi/.fric if'. 12. ln a railway what) :fwicin` a vided into arctfioiis;q a iran: den 'lor icuii fc tion7 a tiret, clcctric circiiii adaticd to icc clostcd hy a car un thiv 'tattili' train ystop, a Sicconil clcctrc circuit ion t'rollcd by said tir t electric circuit, for iuov ing Said lust uaincd train stop to nioiricralii'c position, incaiis adjacent to a train stun in front of the oiic apiiriiachcil hy the car tor preventing;v ,said tiret. clcrtiic circuit tioni opciating except ivhcn vwid trout train atop is iu oirici'zitirc infeitioii. ittici-cti; thc train clioil cannot stop appro" init train s'itoin .i #wond clit-tric lrollcd tu said tiret, icciiic i ir in l:i-t i z.. position. unal circuit chai: i train sto!) in t'rcnt ol' and another iuhuct thi` ourl :tiiiii'oxicliid iii th i'oi irren-utingj .fiaitl tirct Alrcrir i i cl cd except ar oiicratco circuit a id ciiL 'will t i lic, i'cuiscrcd iuolicircuit i iig aix clfctiiiniagnctii:

Loisosie ilcricc and a Contacty device operated thereby, au additional electromagnetic device provided 'or and oiicratively cornici-ted to cach train Stop, a tiret circuit adapted to conductii'cljvY connect' thc circuit closingr incarm` ot ao one election irith thc electrounigijiiiftic dij-ricca ot' thc circuit channcrs located iciqicctiicly in thc front zuid rear ot ,Maid acctioii, and a accond circuit adapted to ccfuductiVcly connect thc contact devices of fiaiil front` and real' circuit changers with the electrouuufuetic device of the train stop pertaining to thc first named Section,

ln a railway Safety System, a track divided into sections, car operated circuit closing ineai'wu a train Stop and a circuit changer provided for each section, Said circuit chaugfcr coinnriing an clectromagnetic device and a contact dcvicc operated thorehgiz an additional electrinnaignctic device provided for and opcratitcly connected to cach train non a tirait. circuit adapted to coiuluctii'clj4 connect thc circuit closing; incany .'t' ain' oiii- #cction with the electro-y inagnci'ic dm ,ccs ol' thc circuit changers lo- `litcil rcfiiicctiicly in thc trout and i'car of @-aid Scctionr a kwit-ond circuitr adaptctl to -oiiductircliv connect the contact dcvicc/S of Kil troni and icar circuit changcrs with the cct i'oiiiagniltic device ofthe train stop pertainingr to thc firg-1t iianicd section, and a t third circuit adapted to conductivclf.7 coniicct thc cciitact dciicc ot' the circuit changcr 1 nl' the liront section with tht` electromagnetic f device ot a circuit changer located interni(L 5 diato ihrl circuit changer ot' the Section to iicrtain and thc circuit changer of Said front .acct um.

tti. ln a railway safety system, a track liiiild into citicii, car opcrated circuit 'ludici' iufaiw. a i'ain stop and a circuit haunjcr rin idcil tor cach @1ct-tion, iid circuit changer roiniiriaing an clcctroinagnetic ilciicc :iii-fl a contact dcricioperated thcrclig'. :in additional clcctroinagnctic dcvice I'noviilcd t'i'nI and opci'ativcly connected to cath train ydon. a tiuit circuit adaptcd to ci ndiictiicli' ciinncct the circuit closing i: am ot' any oiic cction with the clcctro- 3 niaiguciir ilmicw ot the circuit changers loratid ria` ciirelv in thc front and r ar ot nid `.ictoii, and a second circuit adapted to oiuliu'tii'cly coiincct the contact devices ot v`uid t'roiit and rciir circuit changcrs with 1 thc clcctrfanagjnctic dcvico ot thc train stop |icrtaiiiiiicj to the tirst naincd section, the intcrirlriiion hctwccn thc parts [icingr such thai upon thc opcration ot a circuit closing lucana lrY :i car` said first and Second circuits :irc comccutircly closed.

IT. ln a railwayY sat'ctykyfw'tcin, a t ack (li- \idcd into ecctionu, -ar operated circuit closproridcd tor each section, said circuit hich xaid last uarncd circuit closiing;r lucana y inn' incinta, a train stop and a circuit changer changer comprising an electromagnetic device and a'contact device operated thereby, an additional electromagnetic device `pro vided for and operatively connected to each train stop, a first circuit adapted to conductively connect the circuit closing means of any one section with the electromagnetic devices of the circuit changersl located respectivelylsecond in the front and rear of said section, a second circuit adapted to conductively connect the contact devices of said front and rear circuit changers With the electromagnetic device of the train stop per taining to the first named section, a third circuit adapted to conductively connect the contact device of the circuit changer of said front section Withy the electromagnetic device of the circuit changer located intermediate the circuit changer of the section to which said last named circuit closin means pertain and the circuit changer of said front section, and a fourth circuit adapted to conductively connect the contact device of the circuit changer of said rear section With the electromagnetic device of the circuit changer located behind said last mentioned rear circuit changer.

In testimony whereof I have signed my name to this speciication in the presence of two subscribing Witnesses.

EDUARD UNVERRICHT. Witnesses:

ERNEST H. L. MUMMENHOFF, IDA CHRIST HAFERMANN.

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