US1060408A

US1060408A - Electrical block-signaling system.

Info

Publication number: US1060408A
Application number: US74604013A
Authority: US
Inventors: Andrew J Allard
Original assignee: D R CREECY JR; T F GREEN
Current assignee: D R CREECY JR; T F GREEN
Priority date: 1913-02-03
Filing date: 1913-02-03
Publication date: 1913-04-29
Anticipated expiration: 1930-04-29

Description

A.J.ALLARD. ELECTRICAL BLOCK smmmue SYSTEM. APPLICATION IILBD T11R15, 1911. RENEWED P2113, 1913. 1,060,408, Patented Apr. 29, 1913.

3 SHBETSBHEET 1.

WITNESSES R A llorney A. I. ALLARD. ELECTRICAL BLOCK SIGNALING SYSTEM. APPLIGAiXoN rum) rm.15,1911. RENEWED 138.13, 191a.

L060Ah'08. Patented Apr. 29, 1913.

3 SHEETS-SHEET 2.

-A. J. ALLARD. ELECTRICAL BLOCK SIGNALING SYSTEM.

. s. 1913. 1,060,408. I Patented Apr. 29; 1913.

3 SHEETS-SHEET 3.

APPLICATION PILED-IEBJfi, 1911. RENEWED FEB I i INVENTOR- 1%- AW,

UNITED STATES PATENT OFFICE.

ANDREW J. ALLARD, OF RICHMOND, VIRGINIA, ASSIGNOR OF ONE-THIRD TO '1. F.

GREEN AND ONE-THIRD TO I). R. CREECY, JR., OF RICHMOND, VIRGINIA.

ELECTRICAL BLOCK-SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Apr. 29, 191 3.

Application filed February 15, 1911, Serial No. 608.776. Renewed February 3, 1313. Serial No. 746,040.

To all whom it may concern Be it known that I, ANDREW J. ALLARD, of Richmond, in the county of Henrico and State of Virginia, have invented certain new and useful Improvements in Electrical Block-Signaling Systems; and I do hereby declare the followin to be a full, cieur, and exact description 0 the invention, such'us will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to improvements in electrical block signaling and train control-- ling systems and particularly to such in whlch the signals appear in the locomotive and the brake controlling mechanism in the cab is actuated automatically to operate the brakes and stop the train.

One object of my present invention is to provide a block system which shall be oontinuous or in which the blocks overlap, and to so construct and arrange the sysirni that signals on trains will be accurately operati-td. to protect the trains both in advance and in rear thereof, and to automatically stop trains if the signals be ignored.

A further object ts to so construct and HF range the system that the engineen of a train the wheels of a locomotive through the medium of a track bar or shoe. Fig. 4 is a view on the line se -m of Fig. 3, showing the track shoe or bar. Fig. 5 is a section on the line ;2 -3 of Fig. 3. Fig. 6 is a section on the line of Fig. and Figs. 7, 8 and 9 are detail views of ports of the circuit shifting devices.

In Fig. l of the drawing. one complete block and the adjacent ends oi two other blocks are shown. the adjacent ends of the blocks being arranged to overlap, so that the blfltkl if of trains will. be continuous.

l--l represent the rails of a railroad trackend of tin long onta t rail 4 but rlcctrically shall be advised of the presence of another 1 train either ahead or in rear of his train and to inform him of the direction in which such other train is running.

A further object is to provide a continuous blocking system which shall be operated automatically when set by a train entering or leaving the end of a block, to effectually" protect trains from both rear-end and headon collisions.

\Vith these and other objects in View, the invention consists in certain novel features of construction and combinations of parts and circuits hereinafter set forthcnd pointed out in the claims.

In the accompanying drawings, Figure l is a diagrammatical view showing the tem of circuitsand devices along the railroad. Fig. 2 is a diagrammatiral view showing the circuits and devices on the roll ing equipment. Fig. 3 is a plan view of the track instrument embodying circuit shifts ing devices arranged at the intersection of two blocks and adapted to broperatcd bv tpill'dithi therefrom. and beyond the contact. rail 5). n distanw about eighteen hundred feet (more. or less) another short contact rails 6 is located. ---the contact rails 6 for two udjaceiit' block terminals being located apm'oxinnitclv in line with the ends of the insulatml track rail sections 52.

At itlli! cinl oi each block. two relays S are lo ated. and in order that the arnnitures of these relays shall respond to currents of \liiicrcnt voltages under different condition. as licreinnl'tci explained, the springs onncr'twi with said arniatures will he so adjusted that the armature of relay 8 will be actuated upon tho passage of a low voltage current through its coils and so that the armature of relay 8) will be actuated only when a curr nt of higher volt-age passes through its coils. For convenience, the relay 8 will be hereiimflcr referred to as a low voltage rchiy and the relay 9 Will be designated as a high voltage relay.

The juncture of two blocks, so far as the track is concerned, is indicated at 7, (Fig.

l) anal iii ti n ism for shillii inafter exgilztiiml, is

ln Fig l of the tll'tfliindicate one w ll of n block m ll 7 relays at B inalieaic llil othe and of the m'l lt bloelm m that upon. limpet-lion of Fig it Ft will be seen that the iitljm-rnt (littff oi tl e llltltiliif} (so far as the oireuits htHYiat'li the owl; lei-mi nails are innnvrneill overlap and. thus the blorlcs oi the ten: are timl together electrically. Attention um also be rzillril to the fact that no pmrtiou of on trunk rail will be included in the eleeirienl rirruits and that only the section of the other tra rail which overlaps the blOPli terminals, will be utilized as an elertrioal couductenx The eoils of the relays 8 are uminevtoil in series and the relays at one end o a hloelz F are connected in series with the relays iii, the other end of the same blot'l; in :i nornmllv (based eircuit to Whit-l1 sullieient tjlll'lt-Hi' is supplied to nornnslly energizr tin low rt sistnnoe relays 8. This rirmit nniv iv: trniml on the full block shown in l ig. as i'illows: From n battery .10, by a con llicto to and through the coils of the relays 1' 9 at A; then by a conductor to and through the (oils of the relays 8- {ti 1%; tlutn by :1 con durtor 13 to one terminal oi" a buttery Ll: from the other terminal of this battery to n rmistance 15; from said resistsnr'o by a cow duetor 10 to a conductor 17; lien by said eonduetor 17 to a conduotoi. 18 at. the A end of the block; than by said coinlnetor 18 to a resistance 19 and from mid lLSlF l'til'lPQ. hurl: to the battery 10. The run-mt in this i1rir- (:uit will not; he sullieient to energim the high. voltage relays 9 in n mnnnel to more the armnl'nres of said relay z-nt it sn icii vii to energize the low "oltia'ge relays in a manner to move their arnmtures and 1min tain normally onein partial local (liICllllS which include the mmbwt rails 4 zrncl At each end of cash block, the armature levers of the relays are connected. by :1 conductor 20 with an insulated trnrlt rail surtion 2. The contact '31 of the relay 5-; i connected, by a conductor 22 with one terminal this battery is connected by n (Olifilllti kl l. with a short COIliHUt mil :1 Uni: uni of a re sistance 25 is conneeted with the minim-to; 24 and the other end of this resistance is connected With a contact 536, \vith which the Riv-itch arm 27 of a, switch 28 ooz'i perntes, This switch arm is connected, by a eomluotor 29 With a long conductor rail 1-. iihe contact 30 for the armature lever of each relay 9 is connected, by a conductor 31 with the conductor 22.

The switch 28 comprises three i'neohaini cally connected arms 27, 32" and 33 and sui able contacts for said arms. One of said con tacts (34) is electrically connected with th s bearings near its of a battery 23, and the other terminal (11 l and the suit-(h arm o is runconduetor 35 with a short con- Tliie conduotors 35 at the :idja rent or overlapping ends of two hloilts 1m:

' l by :1 coinluetor fil l "od that the circuits and devices it auch end of mirh hlork are the same and it (zi' iiperntion of the oirmiits and devires between the blocks will be licreiu- :1 tier nunio timinront.

The loeal partial eireuits which inelude the batteries the Contacts of the high resi tnnre min} and the contact rails l -5 are f r the pin; r-so of so jpl ving current to :wtunto devises on on rolling equi 'iment when (under certain conditions) the latter bridges one or the other of said contact mils and the melt rail section but: the said loral circuits (an not he closed (even when the ciro: 'ts and devices of the locomotive are in eluded therein} until current of suilioientvoltage psi, hrough the coils of the relay nmgnrts to roost; th s high voltage relays to minute their miniatures and close said local ciri-ni at the relays and such cmnplete eloslog of the said loeel circuits, is brought about by the ineolmnir ll operation, by a locomotive, of oirruit sting or switch devices 10- rntod near the track rail section and aetu ated by the wheels of the loco live. Thes cirnuit shifting or switch ilevi ser e other purposes than to etl'ect the closing of the partial. local eirouit or rather placing said circuits in condition to be (Elm-Ind through the devices on the locomotive when the latter bridges oi'mta'f't rail and trsrlt rail soetion 2,, buL tor ironvenienee the said mechanical Pin-nit, shifting or switchii'ig nie hanism will now he. ileseril'ietl in its entirety, nun afterward. other cit-mils and. npplinnres Whirl: Poi/points therewith will he explained.

(entmlly hetncen the ends f ezn insulated t'i'filit rail section 2, 2nd opposito the {mint 6 Vlll fil marks the juncture of tWo liim'lts ot' rai i drum or ylinder 37 of in snlz-itiug mate is located at right angles to said mil section 2. This drum or cylinder is mounted to turn on a shaft 38 having ends in standards 39. The #llflil 218 is provided at is end with a crank :H'w l1) which pivotally connected with a in t} on an elongated bar or shoe Fl-El (lislltlnttfl alongside the h ad ot' the rail section The bar or shoe s'liZ is supported by means of a series of pivoted links 43 so that said bar shoe can have an up and down. movement in the arr of a circle and thus transmit motion, through the (rank arm to the shaft 38. The track bar or shoe 4-2 is maintained normally in its upper position with its upper edge slightly above the tread of the rail and returned to such position by the action of sprinqs 44. These springs are at inched, respectively, to the ends of the bar or snoe and connected adjustably to lugs 45 a are housed. The shaft 38 fixed to track rail 2. The drum or cylinder 87 is provided with a fixed head 46 having slots or recesses in which coiled sprin s 47 asses reely through the head 46 and to said shaft adjapivotally '53 on the periphery of the cent to the outer face of the fixed head, a disk 48 is secured so as to move with sat-d s aft. The disk 48 covers the springs 47 a d the slots containing them, and is rovided with a fixed pin 49 which projects into the hhatl 46 and is disposed between the opposingehds of the two springs 47-47. Thus it Will be seen that when the shaft 38 is turned, motion will be imparted, through the disk .48, in 49 and one or the other of the springs 4%, to turn the head 46 also, but as the head will belocked in the position to which it may be thus moved (by means presently exlalned), the spring'47 will act to return the disk 48 to its normal position after the wheels of the train shall have passed the track bar or shoe 42.

A .frame 50 extends over the head 46 and mounted in said frame, are two curved tqh arms 51 which partially embrace the liead 47 and constructed near their free ends with lugs52 to on age shoulders ead 46. The

1 latch arms are also provided near their free ends with shoulders 54 to be engaged by cams or projections 55 on the periphery of disk 48 for moving said latch arms out of engagement with the head 46 to release the latter. The frame 50 also supports two solenoids 56, the movable cores of which are connected with the latch arms 51 for moving the latter to release the head 46 and the drum or c linder 37 to which it is fixed. as hereina ter explained.

The insulated drumor cylinder 37 has socured thereto a plurality of contact plates, 57--58 -59 and 6061, the latter two plates being located on the diametrically opposite face of the drum from the plates 57-58-59 and out of line therewith as illustrated in Fig. 1. At respective sides of the drum 37 and in position to be engaged by the contact; plate 57, are two pairs of contact arms 62-63 and 64-435. Contact finger 62 at the Aen(l of the block is connected, by a conductor 66 with one terminal ot a battery 67 and the other terminal of thislbatteiy is connected with the resistance 1 9. The contact finger 63 at the A-end of the block. connected by a conductor 68 with the conductor 17 at the juncture of the latter with the conductor 18. The conductor 17 which extends to the B-end of the block, is there connected in circuit with the battery l4-resistnnce l5 and relays 89.

Assume now that a train is entering the block shown complete in Figfl of the drawing and is traveling fronrlet't to right. The wheels of the locomotive will depress the track bar or shoe 42 and thus cause the drum 37 and its head 46 as well as the disk 48 to be turned to the right. The drum will be retained in this position by engagement of one of the latch arms with the head 46, but after the wheels shall have left the track bar or shoe 42. one of the springs 44 (which springs are much stronger than the springs 47 in the head 46) will move the track bar or shoe to its normal position and cause the shaft 38 to be turned and bring the disk 48 to its normal position. When the drum 37 has been turned as just described, the contact plate 57 will electrically connect the

contact fingers

62 and 63, thus short-circuiting the resistance 19, and includin the battery 67 at the A-end of the block in series with the battery 10. A circuit will now be established from battery 10 through the coils of relays 8-9 at theA-end of the block; then by conductor 12 to the B-end of the block; through coils of relays at B; then by conductor 13 to battery 14; from the latter through resistance 15 to con ductor 16; then to conductor 17 and by the latter to the conductor 68 at the A-end of the block; then to contact arm 63, through plate 57 to contact arm 62, then by conductor 66 to battery 67 and from the latter to battery 10.

By reason of the exclusion of the resistance 19 from and the inclusion of the battery 67 in the circuit of the relays 89 at the two ends of the block, current of sufficient voltage will be supplied to this circuit to cause the armature of the high voltage relays to be actuated and close the local partial circuits hereinbefore described. Local partial circuits are now closed at both ends of a block,thc contact rails 4-45 at the A-end of the block being included in one'local circuit and the contact rails 4-5 at the B-cnd of the block being included in the other local circuit.

Should a second train, traveling from right to left, approach the distant B-end of the block. the local circuit at this end of the block Will be closed through signaling dc- ,vices on the locomotive and the engineer mus notified that another train is in the block. Should another train approach the block at the A-cnd thereof, the local circuit at this end of the block will be closed through signaling devices on the locomotive and the engineer will thus be notified of the presence of another train in the block. The signaling devices on the locomotives will be included in the local circuits at the ends of blocks by the bridging of the signal circuit on the locomotive, from track rail 2 to long contact rail 4, a Contact shoe 69 being carried by the locomotive for this purpose. Should the engineer on either train approaching' the block while another train is in the block, disregard the signal, his train locomotive and the manner in which rail 5, his train will be stopped by means of will be stopped (it running at or beyond a predetermined rate of speed) when the contact shoe 69 reaches a short contact rail 5. The local circuit at the end of the block will then exclude the resistance :25 and therefore stulicient voltage will be supgilied to operate devices on the locomotive ior controlling the application of the brakes.

In order that the operation of the signal ing and brake controlling devices on the they are controlled and actuated by the local partial circuits at the ends of the blocks, shall be more readily understood,-said devices and the circuits on the locomotive in which they are included will now be explained, with special reference to Fig. 2 of the drawing.

Each locomotive is provided with a contact shoe 69 to engage the contact rails 4, 5 and 6, and in the cab of the locomotivtga solenoid 70 is located, the core of this solenoid. being connected with a semaphore 71 also located in the cab. A switch 72 is also located in the cab and com rises a longitudinally movable bar provi ed with a plurality of

contact plates

73, 74, 75 and 76 and a plurality of

contact fingers

77, 78, 79, 80, 81 and 82 coiipcrate with said contact plates. The switch arms 77 and 82 are normally connected by the contact plates 78 and the switch arm 82 is connected b conductors 83--84-85 with the contact s 0e 69. The switch arm 77 is connected by a conductor 86 with one terminal of the coil of solenoid 70 and the other terminal of said coil is connected, by means of a conductor 87 with the truck frame.

When the circuit shift-in mechanism at one end of a block has been 5 lifted mechanically by the passing of a train as before described, and the shoe 6.) on the locomotive of another train engages a long contact rail 4 at one end of the block, the local circuit at that end of the block (including the resist ance 25) will be closed through the circuit above described, including the shoe 69, truck frame, contacts 73-77-82 of switch 72 and the coil of solenoid 70, and thus the semaphore 71 will be moved to danger position, indicating to the engineer that another train occupies the block. Should the engineer disregard such warning and permit the contact shoe 69 to reach the short contactapplianccs and in the manner which will now be explained.

A cylinder 88 is located on the locomotive and provided with a suitable piston, the rod 89 of which is connected with the air-brake valve mechanism (not shown) for operating l the same. The cylinder 88 is provided with l suitable valve for controlling the supply of F air from a pipe 90 to operate the piston in the cylinder 88. The steam of said valve is l indicated at 91, Fig. 2, and is connected with a hand lever 92 which is pivotally supported at 93 and movable in one direction by a spring 94. The valve is maintained nor mally in the position shown in Fig. 2, by means of a latch 95 pivoted at one end to afixed support and adapted. at its other end to engage a hook 96 on the lever 92, such engagement being means of a spring 97. The latch 95 is provided with a suitable armature for an electro-magnet 98, and this magnet is controlled by devices presently explained, to actuate the latch 95 and release the hand lever 92. When the hand lever shall ha e been thus released, the spring 94- will be free to shift the air supply valve of the cylinder 88 and thus admit air behind the piston in said cylinder to operate the mechanism of the brakes.

The coil of magnet 98 is included in 2. normally open local circuit with a battery 99 and a switch 100,--this circuit being traced as follows: The battery 99 is connected with one terminal of magnet 98 and the other terminal of this magnet is connected, by a conductor 101 with the switch lever 100. This switch lever is intended to cotiperate with a fixed contact 102 and the. latter is connected, by a conductor 1.03 with the battery 99. This circuitis maintained normally open by the engagement of a pivoted latch 104 with the switch lever as shown in Fig. 2, and when said switch lever has been released by the operation of the latch lever, it will be thrown, by the action of a s ring 105, and be permitted to cofjperate wit. the contact 102 to close said local circuit.

The latch 104 is maintained normally in engagement with the switch lever 100 by means of a spring 106 and the operation of said latch is controlled by an elcctro-magnet 107. One terminal of the coil of this magnet is connected, by a conductor 108 with the conductor 84, the latter bein connected, by means of the conductor 85, with the shoe 69. The other terminal of the coil of mag net 107 is connected by a. conductor 109, with one end of a resistance 110, the other end of said resistance being connected with the movable arm 111 of a speedometer 112 of any preferred construction and suitably connected with the car axles or wheels. The arm 111 of the speedometer also forms a switch-arm adapted to coiiperate with a contact 113, the latter being connected, with the conductor 87 and the truck frame. The speedometer will be so set that the circuit including the magnet 107 will be closed at ll1-11.3 when a train running beyond a predetermined rate of specd,--preferably, five miles per hour or more.

The speed of the train when it reaches the long contact rail 4 and while it passing over such rail would (in most instances} be normally maintained by such that the circuit controlled by the speedometer would be closed, but the voltage of the current supplied from the local block circuit of battery 23 would he so cut down by the

resistances

25 and 110, that the magnet 107 would not be sufficiently energized to operate the trip 106, and hence the circuit of magnet 98 which controlsthe brake mechanism, would be kept open.

As before explained, the semaphore .71 in the cab will be moved to danger or stop position, when the shoe 69 is in engagement with the long contact rail 4 at the entrance of a block if another train is in the block. Should the engineer ignore thesemaphore signal and permit his train to continue at a rate of five miles an hour (or more, according to the setting of the speedometer) and the shoe 69 should reach the short contact rail 5, the air brakes on the train would be at once applied, by reason of the cutting out of the resistance 25 and the consequent of supply of suflicient voltage from battery 23-to operate magnet 107 to release the switcharm 100 and close the local cab circuit which includes the magnet $l8,-the latter in turn, operating the latch 95 to release lever 92 to control the operation of the brake controlling devices.

Should a train, for any reason, remain near the juncture of two blocks after having operated the mechanical circuit shifting devices, the engineer can, by throwing the switch 28, cause a train which might approach in either direction, to be stopped by the automatic applicationof the brakes, be "fore such approaching train could reach the standing train. This result wo'uld oeaccomplisned, by the engagement of the shoe 69 on the approaching train, with either of the short contact rails, 6, because a current of sufiicient voltage from the battery 23 would be supplied to cause the operation of the brake controlling devices'in the cab,

the artial circuit 0 said. battery, between trac rail 2 and contackt rail 6 bein traced as follows: Froim con not real 6, y conductor 35 toswitch arm 33, to switch con-. tact 34, to battery 23, then to relay contact 30, and then from the armature lever of relay 9, h way of conductor 20 to track rail 2. is the switch arm 33 of both switches 28 located adjacent to each other at the intersection of two hlocks, are connected by the conductor 36, a train standing at the intersection of two blocks, between the two

short rails

6, 6, will be protected from trains approaching from both directrons.

I have hereinbefore assumed that a train has entered the block (shown complete in Fig. 1) from the left or A-end-thereof, and that it has caused the operation of theme chanical cir cuit shifting devices. Should it be necessary for the train to back and re enter the block to the l ft, it would be desirable that the train sha l-be protected from a train which might enter said rear block. When the drum 37 of the switch shifting devices was turned when the train (traveling from left to right) passed over the bar or shoe 42, said drum was locked in such position by the engagement of one oflt-he latch arms 51 with a shoulder 53 on head 46-. Now when the train runs backwardl over the bar or shoe 42 the shaft 38 with which said bar or shoe is connected, will first be turned,-causing' the disk 48 to be also turned and acam 55 of said disk to engage the latch arm and move it to release the head 46 of drum 37. One of the springs A7 in head 46 will now cause the drum to assume its normal position with all of. the contact plates thereon out of electrical contact with the contact fingers, but the further depression of the track bar or shoe 42 by the wheels of the train will cause a partial rotation of the drum and its head in the opposite direction, and the samev will be locked in such position by the enga ement of the other latch arm 5]. with a s oulder 53 of head 46. When the drum 37 has been thus shifted, the contact plate 57 will electrically I connect fingers 64-65 and short-circuit the resistance 15 ,at the B-end of the block located to the left of the full block shown in Fig, 1. The effect of this will be to include the contact rails 4r-5 at the A-end of the block to the left or in rear of the full block shown in Fig. 1, in local block circuits which -will, operate the mechanism in the cal) of a train which might reach the A-end of the rear block while a train is in the same block near the B-e'nd thereof.

Assume now that the train running from left to right and which entered the A-end of the completed block shown in Fig. 1 of the drawing, did not back over the track bar or shoe 42, but roceeded to the distant B-end of theblocli When the train asses over the track bar or shoe is at the %-end of the block the drum 37 at this end of the block will be turned to the right and the contact plate 59 on. said drum will electrically connect contact fingers 114-415. The finger 114 iscdnnccted by'a. conductor 116 with one terminal ot a battery 11? and the other'terminal of this battery is con nected by'a line conductor 118 and a. conductor 119 with a contact finger 120 to to operate with the contact plate 61' on the drum 37"at the A-end of the, block. The finger 120 is electrically connected, by the late 61, with a contact finger 121 and the atter is connectedhy a conductor 122 with one terminal of the coil of the left hand solenoid 56 at the A-end of the block. The other terminal of this solenoid coil is connected, by a line conductor 123 with the contact finger 115 at the Bend of the block.

When the train pass-e6 the circuitshitting mechanism at the A-end of the block and caused the partial right-hand rotation of the drum 3? as before explained; the fingers 12(')l21 were electrically connected by the contact plate 61. When the train (running from left to right) leavesthe B-end of the block and causes the partial right-hand rotation of the drum 3'? there located, the contact plate :39 on this (llllill will electrically connect the contact fingers 114 J1?) and the electric circuit which includes these contacts, the battery H7, line coinluctors 118 -123 contacts 12()----(l and 121 at the other end of the block, and the left. hand solenoid 56 at. this end oi the block, will he closed. In this nmnner, the said left. hand solenoid at the A-end of the block will be energized and caused to withdraw the latch 51 from the head 46 of (lrum 37, thus releasing said drum and permitting it to assume its normal position with all the circuits which it controlleil, open. a

it will be mn'leretooil that trains running from right, to left, Will cause partial rototion of the drums 37 in the reverse or letlmnrl direction and they will he looked when thus turned, by the ri ht hancl latches 51.. When the drum 37 et L 1:; thus; turned to the left the contactplate 61 will connect contact fingers E i--12.) The Contact finger 124 15 connected by a conductor with the conductor 116 and the finger 125 is connect-- ed by a. conductor 127 with one terminal of which calm-s the ener the right-hand solenoid 56 at B. The othet terminal of this solenoid is connected, by aline conductor 128, with a contact finger 129 to cooperate with contact "plate 59 on drum 3'? at A. The plate 59 connects finger 129 with a contact-finger 130, and the latter has connected therewith, the conductor 118i \Vhen a, train traveling from right. to leftpasses the B-end of the complete block shown in Fig. l and the drum there located will be shifted as above described, and when the train passes the A-end of the same block, the drum there located will be turned to the left and the right-hand solenoid (it; at B ill be energized to operate its latch. and release the (lrnnn permitting; the some to assume its normal p9" The circuit V oi the right hand solenoid at B when the train is trov cling from right. to left on the coinpi' i block sl'iown in Fig will lowsi--irom battery conduct to cinninctoi" 1 i centcco'z 6l-l25 and cone to right hmlenohl at B then. by conductor 128 contnetf finger 19: A, then contai'zi; plate on il'rnin 33 at A to finger 13 3 and then by ii: conductor better 117..

Til improveme 1 ".i'tein iilete means whereby the engineer of .1 train 21 m proach to a lrlbclc tcrniineh wiil a in the cal: regarding the presence and direction of travel of another train in the block cheat Such signals will be 'received in the cab on annunciators 131-v132 (Fig. 2) of any preferred form of com strnction One terminal of the annunciator 131 is connectecl by a conductor 133 with n- Contact shoe 13-4 located under the locomotive and adapted to enga e contact rails 13?; locntea'l ncnr but space laterally from the forward ends of the long Contact rails 4. Une ter iinzil of the annunciziior 132 is c0nncctetl by a conductor 136 with a contact shoe 13? adapted to engage contact rails 138 spaced laterally from the opposite side of all} letter the {ll-on zit A turnetl to the right) by contact g ut? #30 with contact finger 2.42. A eondn H3 connects finger 142 with 2 terminal of this battery is connected by conilnctor to the track rail section 2 atthe r e-end of the block. The contact rail 138 at the fiend of the block is connected, by 2i line conductor 145 with a contact finger 1&6 at. the B-end of the block, and the latter is electrically connected (when the drum 37 at, ll is turned to the left) by contact plate 58 with a contact finger 147. A line conductor 14:8 connects the finger 147 at B with a conductor 1.49 at A and thelatter is connected with a contact finger 150 at the,

A-end of the block. The finger 150 is connected by contm'tp ate 58- (when the (lrum 37 at. A is turned to the right) with-a contact finger 151 and the latter is connected, by a line conductor 252-, with conductor 143 at the ll-cnil of the block, At. the interseciion of each two blocks, the contact finger i5 1 which cooperates with contact plate 60 Ernie :32", h: connectoo by conductor 154 l 145 and the other contact peretcs with contact lw (f-(JIQLlHCtOE 156 r the exit. em of iencction of each two m: M9 is connected by i a battery 158, and the o n conduct-or Wit-h latter being connected ection 2. I

ineixl that. train has entereii hioi-li chown in Fig. 1, anti ing from left to right, having entered at the A-end of the him-l:

a new when this train passed the track bar or shoe 42, it caused a partial rotation of the drum 37 at A, to the right and has caused the contact plate 60 to electrically connect. contact fingels 141142. If, while the train is in the look, a second or following train arrives at the A-end of the same block, so that the shoe 134 on saidsecond train contacts with the contact rail 135, a circuit will be established through the annunciator 131 on said second or following train and operate said annunciator to indicate to the engineer that another train' running in the same direction occupies the block and thus a rear-end collision will be avoided. The circuit ust mentioned will be traced as follows: om battery 144 by conductor 143 to. finger 142, then by contact late 60 on drum 37 atA, to finger 141, t on b conductor 140 to contact rail 135, then to s 00 134, than by conductor 133 to annunciator 131, from this annunciator, by conductor 139, to conductor 86, then throu h the solenoid of some bore 71, and t en by conductor 87 to t e'truck frame,-from the'latier to track section 2, and then, by wayof conductor 20 back to battery 144.

Let it be now assumed that a train running from left to right, has arrived at the A-en'd of the block with the contact shoe 137 on the contact rail 138, and that a second train, runnin in the opposite direction, has passed the ot er or B-end of the same block and now occu ies the block. When the said second train passed the track shoe or bar 42%.} 131110 drum at B was shifted to the left in a manner to cause the contact late 58 to connect the fingers 146-147. ith the second train occu ying the block and travelin from right to eft and the first train (trave ing from left to right) arrives at the A-end of the block, the shoe 137 on said first train, making contact with contact rail 138, will establish a circuit. through the annunciator 132 on the train arriving at the A-end of the block and denote to the engineer that a second train is in the block and running in a direction opposite to the direction of travel of said first train which has just arrived at the A- end of the block. The circuit which thus actuates the annunciator 132 and prevents the possibility of a headon collision will be traced as follows: from hatter 158 (at the left hand end of the complete lock shown in figure) by conductors 159-160 to track rail 2; then through the rah circuits including the annunciator 132, to the shoe 137, then by conductor 145 to contact finger 146 at the tipposite end of the block, then through contact plate 58 to finger 147, then by conductor 148 to conductor 157 at the A-end of the block, and finally by said conductor 157 to battery 158.

Should the constantly closed circuits be- Atm tween blocks and including the relays 8--9\ become impaired, as by the grounding,

crossing or breaking of a line wire, the

low-voltage relays would at once release their armatures and, the local partial cir cuits, hereinbefore described for supplying current to the semaphore and brake-controlling devices in the cab, would be closed at 21. Vhen such a condition exists, it is desirable (in order to avoid holding the" train an indefinite length of time) that the engineer shall be enabled to report to a despatchers oflice and receive orders. For this reason, a telephone 161 is rovided in the cab, and the arms 27-32 o the switch 28 are adapted (when thrown from the position shown in Fig. 1) to engage contacts 162, with which conductors 163 leading to telephone line wires 164 are connected. In the cab, one terminal of the battery 99 is connected with a telephone terminal by means of conductors 165-166, and the other terminal of said battery is connected with contact plate 74 by means of conductors 167. The switch arm 168 of the telephone is connected by conductor 169 with arm of the switch 72, and the contact point 170 for the tele hone switch arm 168 is connected, by a con uctor 171 with the arm 78 of switch 72. The contact point 172 is connected in the talking circuit of the telephone and the conductor 166 is connected by conductor 173' tors 29 160) with a track rail 2 and a conductor rail 4 and he will then move the switch bar 72 longitudinally. The result of this will be to include the battery 99 in circuit with the tele hone line and in circuit with a rheotome bel (not shown) at the despatchers ofiice. As soon as the engineer removes'the telephone receiver from its hook,"

the calling battery 99 will be out out and the talking circuit of the telephone will be closed. The engineer can now receive ordare from the despatcher and if such orders be for him to proceed, the engineer will first restore the switches 28 and 72 and then proceed with his train at a rate less than five miles an hour (more or less according to the settin of the speedometer112) until he has passe the short conductor rail 5. Shouldthe engineer. from neglect, fail to restore the switch 28 his air brakes will be applied and his train stopped (it running at a rate of more than five miles an hour) when the short conductor rail 6 is reached, beca'use under such conditions, this short rail 6 will contacts of the high voltage relays to remain open, signal controlling means on the rolling equipment, norinall open local partial circuits ini.=luding the relay contacts, means for completing said local partial. circuits tlnmigh the signal controlling means, circuit shitting means for short-circuitin the re istnnce in the circuit including the re ays, iclding track bar or shoe and connections between said haror shoe and the circuit shifting means for actuating the latter.

7. In an electrical block system, the coin hination of high and low voltage relays at. both ends of a block, an electrical resistance, a closed circuit including said resistance not the magnets of said relays, to maintain the contacts of the low voltage relays normally open and permit the contacts of the high voltage relays to remain open, normally open partial local circuits including the contacts of said relays, signal controlling means on the rolling-equipment. means for com pleting; said partial local circuits through said signal controlling uieansfdrums at the intersection of the blocks, each drum provided with a contact pllite, pairs of contact fingers to cooperate with the contact plates on the drums, said tingers included in circui'ts :ehorhcircuiting said resistance, yielding track bars or shoes at the intersection oi the blocks, and connections between said track bars or shoes and said drums for turn' .ing the latter.

8. In an electrics l block system, the com hination of high and low voltage relays at both ends of a block, an electrical resistance. a closed circuit inclioling; said resistance and the magnets of said relays to maintain the contacts of the low voltage relays normally open and permit the contacts of the high voltage relays to remain open, normally open partial local circuits including the to lay contacts, signal controlling means on the rolling equipment, means for completing said local partial circuits through said sip; 1121i controlling int-tins, drums at both ends oi the block, each drum having a head, a shift passing tree through each drum and its head, yielding means between the drum and shaft, a yielding track bar or shoe connected with. each shaft for turning he some and the drum, locking means to cooperate with the head oi each drum, contact dcrices o 'ijgr eratiug with each drum to. short, circuit the resistance in the first rnentioned circuit when. the drum electric circuits controlled hy the sets at one end oi the block. for actuating loch releasing means ot' the drum at the other end of the bloclr.

J in an ele trical block system, the comhination of l h and low voltage relays at both ends of a hlock, an electrical resistance,

means, and eirumv and its no! is turned, electroinr-iecnetic devices for releasing: said looking 5 a i i l l l l a closed circuit including said resistance and the magnets of saidarelays to maintain the contacts of the low voltage relays normally open and, permit the Contact of the high voltage relays to remain open, normally open local partial circuits including the re lay contacts, signal means on the rolling equipmentfmeans for completing the partial local circuits through said signal means, a drum at each end of the block, a shaft passing loosely through each drum, a head on each drum, springs in each head. a disk on each shaft, a pin projecting from each disk and entering between the springs in the adjacent head, locking means cooperat ing; with the head of each drum when the same is turned, a depressible spring imtrolled track hat: or'shoe at each. en of the block, connections between said track bars or shoes and the shafts of the adjacent drums, the disks on said shafts having cams to move the locking means and release the drums, contact devices cooperating with each drum to short-circuit the resistance in the first-mentioned circuit when a drum is turned, electromagnetic devices for releas-- ing said locking means, and an electric oir cuit controlled by a drum and its contacts at. one end of the block for actuating the electro-magnetic lock releasing means of the drum at the other end of the block,

10. In anelectrical block signaling tern, the combination withrolling equipment and a block of railivay, of two annunciators on each rolling equipment, contact shoes included in partial circuits With said annunciators, contact rails for said shoes between the track rails at the ends of the block, circuit shitting mechanism at each end of the block, mechanical devices operable by a, rolling equipment. entering the block and connected with said circuit shifting mechanism for operating the latter, partial electrical circuits including said circuitshilling ineolninism, one of said last-mentioned partial circuits including one of the contact rails at one end of the hlock and the other of said partial circuits including the other contact rail at the other end of the hlock.

Ii. in an electrical block system, the com hination with. a railway block and rolling equipment, of two annunciattu's on each rolling equipment, contact shoes on each rolling equipment and included in partial circuits with the annuncistors thereon, two contact rails at each end of the hloclc. cirouit shifting mechanism at: each end oi the block, normally open. partial electrical circuits connected respectively with the two contact rails at the entrance of each. block, one of said partial circuits including the circuit shifting mechanism at one end of the block and the other "partial circuit including circuit shifting mechanism at the other 0nd of the Movk each of said mi'iia! ch- 7 m1 units imhiding portions of the track means operable by the faring flu: blnck for ghifling mid circuit shifting mmrhanisms to gffilltri'fi the 1.:1,. ;t-m0ntidned partial elovfricul circuits. for controlling the return of mid circuii shifting mechanimn w nmma? pusiiiun.

roiling vquipment m1;-

I In testirmmy vshml-w-f} i have iii-Minn in the presence of 1m 11 i0 1 crllmig WXIHQsSCS.

Wiinvssvs f 1' 1). REM, I WAL I. REDD.