US1066538A - Automatic railway signal and stop. - Google Patents

Description

A. T. SMITH.

AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED FEB,11,1909.

Patented July 8, 1913.

HEETS-SHEET 1.

INVENTOR flreZ ZSmz'th ATTOHN E y WITNESSES: 154M A. T. SMITH.

AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED 113.11, 1909.

1,066,538. Patented July 8, 1913.

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2 145 an nF m n IIHHQUIEHHI'IH 7g W/TNESSES: W IIVVEIVTOR ATTORNEY A. T. SMITH. I AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED FEB.11,1909,

1,066,538. Patented July 8,1913.

4 SHEETS-SHEET 3.

7/0 INVENTOR JQTGZ T Smith ATTORNEY A. T. SMITH.

AUTOMATIC RAILWAY SIGNAL AND STOP.

APPLICATION FILED FEB. 11,1909.

Patented July 8, lsii 4 SHEETS-SHEET 4.

l/VI/E/VTOR fire] T Smith BY M WITNESSES.

ATTORNEY PATENT OFFICE.

AXEL SMITH, 0F SIOUX CITY, IOWA.'

{lUTOMATIC RAILWAY SIGNAL AND STOP.

Specification of Letters Patent.

Patented July 8, 1913.

Application filed February 11, 1909. Serial No. 477,384.

To all who/11, it may concern Be it known that I, Axur. '1. SMITH, a citizen of the United States, residing at Sioux City, in the count-y of \Voodbury and State of Iowa, have invented certain new and useful Improvements in Automatic Railway Signals and Stops, of which the following is a specificatitin.

The invention relates to the class of closed circuit electric signal systems for steam or, electric railways, and serves as a block Sig/- nal to prevent head-on or rear end collisions; also as a signal to indicate accidents to the track such as wash-outs, the carryin away of bridges, or the breaking or displacement of rails or switches.

It also serves to automatically set the air brakes of a train entering on a block which is not yet open or in. which a switch is misplaced or in which the continuity of the track has been interrupted.

It may also be used at crossings, tunnels and curves and is applicableto single or double tracks.

In order to make my invention more clearly understood have shown in the ac cothpanying drawings means for carrying the same into practical efi'ect, withoutlimitingniy improvements, in their useful applications, to the particular construction which for the purpose of example I have illustrated.

In said drawings-Figure l is a diagram, in plan, of the principal electric circuits and connections of the signal. Fig. 2 is a plan view showing a fusible circuit section as applied on a bridge or other special section of track. Fig. 3 is a plan view showing a section of track, hand switch, signal thrower and signal box. Fig. 4 is .a vertical cross section on a larger scale on line IV of Fig. 3. Fig. 5 is an elevation of the signal throwing device. Fig. 6 is a bottom plan view of a portion of Fig. 5. Fig. 7 is a top view of the electrical contact devices between the hand switch mechanism and the signal circuit. Fig. 8 is a vertical section of the same on line VIII of Fig. 7. Figs-9 and 10 are respectively a top and side view of the device which retards the re-closing of the main signal circuit after it has been interrupted. Fig. 11 shows an improved means for electrically bonding the railway rails. Fig. IQ-is'an elevation of the signal, post, mechanical connections, box for electrical connections and signal-setting battery and motor, and port-ion of the track. Fig. 13 is an elevation of the said post and box, looking from the outside of and toward the track, showing also a part of the signal-actuating means on. the engine. Fig. 14 is a of the signal-actuating means of the engine. Fig. 14 is a detail of Fig. 14. Fig. 15 is a side view of the automatic brake setting "and releasing means. Fig. 16 is a plan view electrical switch controlling means. Figs. 17 and 18 are elevations, at right angles to each other, of the immediate signalcontrolling devices. Fig. 19 is a vertical section showing the make and break connections in the motor circuit, and a magnet in the signal circuit. Figr20 is a similar view showing make and break connections in the signal circuit, and a magnet in the same circuit. Fig. 21 is a view of circuit make and break contacts, which may be taken as typical of all such devices herein described. Fig. 22 is a' uertical sectional viewof the signal rod sustaining means.

Referring to ghe drawings, 1 and 2 indi cate the lines o rails of a sect-ion or block 3 of single track railway, portions of the next block at each side being shown at 4 and 5. The rails of each block are electrically separated or insulated from the rails of the next blocks, as indicated at 6, and each line of rails within a block has its rails electrically bonded as shown at 7 (Fig. 11) so as to serve as a return metallic circuit for the signal system. I may here state that any preferred'form of signal may. be employed. I have indicated two visual signals ored glass 9 and lantern 10, both arranged on a post 11. To these, audible and other signals may be added if desired, all of these being the accessories for the oieration of which my invention is adapte, Electric signal lights may be employed, butas to the particular signals to be actuated those illustrated are snflicient for a clear understanding of the invention.

In case of a double track system I employ by preference a single signal, for instance the said parts 8, 9, 10, 11, at the-cear end of each block of each track, making two signals at a station or at the point where one, blocktcmninates and the other block.

top view showing a portion of the track, and

of the signal box and a diagram of the means for rendering the electric signal be; water-tight. Fig. 23 is a detail view otthe' consisting of a semaphore arm 8, and a colbegins. in case of a single track I employ one signal at the rear end of a block on the left or firemans side, and one signal at what may be termed the front end of the next block on the right or engineers side, making two signals at such point. In either case all signals on either of the two blocks which meet at such point are under the control, either for operating or for resetting, of.the operator there located, the first operator throwing a signal having the right of control as against another operator. But the signals are normally and'automatically operated by the trains going in either direction. Thus, as a train leaves ablock 5 it throws down the arm 8 of the signal on the leftof the track, and as the train enters the next block 3 it throws up the arm 8 of the signal at the right of the track and by the same operation throws up the arm 8 of the signal at the left of the track and at the far end of the block 3. Such train is thus protected from rear or front encroachment in its block until the two signals last mentioned are thrown down.

Referring now to the means whereby a signal is operated andreset, and especially to Figs. 12, 13, 16, 17 and 18, 12 is a rod connected with the arm 8 and mounted in vertical guides 13 on the post 11. It extends down within and through one or more guides 13' in the signal box 14, the latter being preferably supported on the post 11.

15 is a weight on the arm 8 at such side of the main pivot 16 that it tends to keep the arm raised. Within the box 14 the rod 12 is provided with teeth 17 with which engages a sliding dog 18. The latter is pressed into the teeth 17 by a spring 19. WVhen the dog 18 is' withdrawn the rod 12 is released and the weight 15 permitted to throw up the arm 8. 20 is a movable device or triparranged to be actuated by a suitable projection 21 on the engine or car. It is or maybe in the form of a cam. In the con-' struction shown it consists of two T-irons 22 pivotally mounted at 23 on brackets 24, the latter being clamped on the rails. The irons 22 are loosely connected by metal plates 25 and to the latter is pivoted a link The trip 20 will be depressed, say for half an inch, by the passage of a train in either direction.

and break contacts 33, .34 in the line circuit and retarding device 35 shown in Figs. 9 and 10. One end of the shaft 29 extends within the box 32 and there carries, adjust ably fixed thereon, an arm 36.-

37 is a lever pivoted within the box at 38 and one arm 39' thereof is engaged and actuated by the arm 36 when the trip 20 is depressed. The other arm 'of the lever 37 carries the intermediate insulated contact 33, and when the latter is raised by the lever from between the two spring (and insulined) contacts 34 the electric line circuit, normally maintained in the conductor 39, is broken. The contacts 34, 34 are or may be of the construction shown in Fig. 21. The lever 37 carries the movable member of the cylindrical pneumatic retarding device 35 and when the lever is quickly raised by the operation of the trip 20'air will rush into the retarding device through its spring controlled valve. The trip 20 will immediately resume its normal elevated position i but the air will escape gradually from the retarding device and the contact 33 will return slowly, say in a few seconds, to its circuit making position between the contacts 34. This gives time for the magnet levers hereinafter referred to to fall away from their magnets.

The contacts 33, 34 and line circuit 39 are diagrammatically shown in Fig. 1, and the energizing battery for this circuit, which battery is or may be in the signal opcratcri; oliicc, is shown at 40. \Vhen the circuit .39 is broken the magnet 41 therein is deen'ergized and allows the armature lever 42 to fall sutliciently to break the signal circuit 43. In the latter circuit is a magnet 44 and when the latter is thus deenergizcd its armature lever 45 is allowed to fall. This lever 45 has a toe 46 (Fig. 18) which engages beneath a lateral projection 47 on a weight ed lever 48. The latter is pivoted at 4Q on the frame 50 within the box 14. The short. arm 51 of the lever 48 is connected b a link 52 with a crank 53 on a rock shaft :34. The shaft is mounted in bearings 55 on the frame 50.

56 is an arm fixed on the shaft 54 and cngagcd with a projection 57 on the dog 18. When the said toe 46 releases the projection 47 the weight 58 on the lever .48 will, through the described connections, withdraw the dog 18 from the rod 12 and allow the latter and the weight 15 to fall, thereby raising the arm 8 into danger position. 45' is a projection fixed on the frame 50 to limit the fall of the lever 45.

59 is a'pin on the rod 12 which actuates a lever 60, as the rod falls, thereby causing said lever to engage by its lateral arm 61 with the under side of the lever 48. At this time the projection 47 and the toe 46 are clear of each other and the lever 48 will be lot)- raised until it bears against the under side of the projection (58 on the lever 45, and further until the armature end of the lever 45 has been lifted within the attraction of its magnet 44. By this timesaid magnet is reenergized by the operation of the rctarding device 35 and the making of the contact at 33 and 34. \Vhen the signal is cleared by the raising of the rod 12 the levers 60 and 48 will resume their normalpositions shown in Fig. 18. The signal the setting of which has just been described, may be understood as being that which.. is on" the right of the track and at the near fend of the block 3 which the train has entered from the block 5, and is thus set against any following train. At the same time it is necessary to set a sig nal at the far end of this block 3 against any train entering the same from the block 4. At the left hand end of Fig. 1 are shown diagrammatically the parts constituting the signal at the far end of the block. Following the circuit 39 to the left it will be seen that the magnet 41 of the far signal is in this same line circuit, whereby the far signal will be set by the similar parts of the far signal operating in the same way as has just been described in connection with the near signal.

When'the train moving to the left in Fig. 1 on the block 3 reaches nearly the far end of said block it operates a trip at 63 similar to the trip 20 and comprising contacts similar to those shown at 33, 34 in Fig. 21., and which are controlled by a retarding device similar to that already described. These contacts are in the resetting circuit 64 which is normally closed and which is energized from the battery 40 already described. When the circuit 64 is thus broken momentarily the magnets (55 of both signals, which unagncts are in this circuit, are denergizcd permitting the armature lever 66 to drop. When-this lever thus drops from the position shown in Fig. 1 to that shown in Fig. 19 it formselectric contacts at 67 in the motor circuit 68 to complete the same. This causes the storage battery 69 to actuate the motor 70, both being in this circuit. The rotation of the motor, by its shaft pinion 71 (Figs. 17 and 18) drives a gear wheel 72 and the shaft 73 of the latter. Fixed on the shaft 73 is a worm 74 engaging a worm-wheel 75 on a shaft 76. These parts are suitably mounted in the box 14 and on the frame 50. The shaft 76 turns in the direction of the arrow in Fig. 18 and carries an arm 77 having a pin 77 which engages beneath a. projection 78 on the rod 12. The operation of the motor continues until the rod 12 is raised to the position of clear signal shown in Figs.

12 and 18, where it will be sustained by the dog 18. This being accomplished, and both signals reset at safety, the motor circuits are broken to cause the'stopping ofthe motors.

This is preferably accomplished by a loose gravitating arm 79 pivoted at 80 on the arm 77 and arranged to rest against and be revolved by the pin 77. As-the arm 79 passes its top point, in the revolution of the shaft 7 6, it falls forward and encounters the armature lever 66 (Fig. 19), breaks the motor circuit (38 at 67 and brings the armature of the lever 66 within the attraction of its magnet (35 which is now reiinergized by reason of. the completion of the operatioi'i of the retarding device at 63. 'It is to be understood that this resetting is accomplished of both of the signals mentioned, that at the beginning and that at the end of the block 3.

An engine or electric car may back for a block or more without turning around, and I therefore provide two of the projections 21 (Figs. 18 and 14), which depress the trips 20, one at each side of the engine or car. In going forward one of these projections 21 will be operative, say the one on the right of the car to depress the righthand trips 20, and in backing the other will be operative to depress the trips 20 at the other side of the track which was the left hand side in going forward but which becomes the'right hand side in backing. I prefer to make these projections 21 in the form of rollers, with rubber tires, each mounted on a lever 81 loosely pivoted on a cross shaft .82. This shaft and the other accessories of my invention which are carried by the engine are mounted on the straps 83 which connect the axle boxes. The levers 81 have lateral 'arms 84 which rest under the straps 83 to keep the rollers 21 from dropping too low.v

Either of the levers with its roller is freely movable upward,- so as not to actuate the trips 20 on its side of thetrack, unless held from rising. This is accomplished by a transverse slide 84 mounted in bearings 85 on the straps 83 and adapted to be shifted laterally so that one end .of the slide will extend over and hold down, by the upward projection 86, either ofthe levers 81 with its roller, so that the roller'will depress the trips 20 at that side, leaving free the roller 21 at the other side of the engine. The slide 84' is preferably connected with the reverse lever of the engine so as to be shifted by one operation with the reverse lever. The guide for the reverse lever is shown at 87 and said lever is adapted to be connected, as indicated be connected with the train pipe of the air brake system by a hose 95. When the valve 'is opened by pressing upward the stem ',the hose and tram pipe are opened to the, atmosphere at the arrow a in Fig. 15, and

the brakes will be set and the train stopped. To so'press upward the stem 96 I prefer the following instrumentalities: 9 7 is an arm attached to collars 98 w ich are adjustably fixed on the rock shaft 9- by set screws 100. The arm 97 isarranged under the stem 90 so that when it is raisedthe stem will be raised and the valve 92 opened. The stem is returned to close the valve by a spring 101.

102 indicates two arms, one at each side of the track, fixed adjustably on the shaft 99 by screws 103 and carrying rollers 104. to contact with cams or equivalent fixed objects or stops at the sides of the rails. The shaft 99 is mounted in bearings 105 on the straps 83. \Vhen the train is going forward one of the rollers 104 will be arranged in linewith the fixed cams 106 at the right of the track and the roller 104 at the other side of the track will be idle, and vice versa when going backward as already described in connection with the roll rs 21. To effect this with accuracy and conifenience the shaft 99 is shifted laterally in its bearings 105 in.

connection with the slide 8-1 lever of the engine.

107 is an arm fixed on the shaft 99 and inclosed within a recess or loop 108 fixed on the slide 8.1. This loop is of sutiicicnt height (Fig. 14) to allow the arm 107 to rock upward when the roller 104 actuates the rock shaft.

()ne of the actuating devices 100 is shown in detail in Figs. 12 and 13. it is preferably in the form of a cam, made of T-iron and mounted on correspondingly inclined and pivoted parts, namely, a link 109 and a crank arm 109. One of these cams 100 will be 'co1nbined,u-'ith each signal, and when the signal arm 8 is raised to danger this cam will be elevated so as to be encountered by the roller 10 1 and cause the train to be braked and stopped. The link and arm are supported by brackets 110 clamped to a rail, the link being pivoted at 111 and the arm being fixed on a rock sh ft 112 which has a bearing in one of the brackets. The

and the reverse other end of the shaft is mounted in a bearing 113-onthe post 11 and has fixed thereon a crank 11 1 which is connected by a link 115 with the lower end of the signal rod 12. lf the engineer does not heed the signal set against him his brakes will be set automatically by the means above described. If the signal is open the cam 106 will be in its lower p0siti0n(Fig. 13) out of the range of the roller 101 and the brakes will not be interfered with. The- rollers 21 and 104 are normally above the tops of the rails so that they can cross all rails in taking a switch.

The straps 83 or equivalent parts of the eiigine frame afford a convenient means for applying my invention to any engine of ordinary construction, any necessary adjust: inents being effected by sliding and adjust ing angularly the parts 81, 97, 102. Set screws 110 may also be'applied in the straps 83 over the arms 84 to regulate the normal height of the rollers 81. The shaft 99 is stopped in its sliding by the collars 98 engaging the bearing 105, and is held from turning to drop the rollers 101 too much b the arm 107 which rests on the slide 84'.

lVhen the brakes have been automaticallv set the stem 90 is held raised by a dog 117 which engages a-notch in the stem (Fig. 15).

cab, which is connected by suitable means.

such as a lever 120, link 121, and lever 122, with a vertical slide 123 mounted'in the bracket 94. The slide is normally pressed downward by a spring 121-and its lower end is pivoted at.125 toa catch 120. This catch 9 is pivoted to the brarhet 91 and (ngages'the rear end of the dog 117, so that when the trcadle is pressed and the sl de 1223 is raised the dog will be \\-'ithdrawn from the valve stem 96.

lVIeans are also provided whereby the operator at either station, at either end of the block '3, may from. his office set the signals of either the block to his right or of the block to his left to danger or to clear. For instance, in Fig. l A represents the station or operators office at the right end of the block3, and B the station br office at the left end of said block.- 127 is a key in the line circuit 39 by which the operator at A may at will break such circuit. If he does so the signals at each end of the block 3 will, by the operations already described in the case of the breaking of such circuit by thetrain, be immediately set at danger, thus guarding a train which may have unanthorizedly entered the block 3 from block a. At will said operator may reset both. signals to clear by breaking the resetting circuit 64 by opening the key 128 which. is provided in the latter circuit for such pnrposef 129is a similar clear signal key and 130 a danger signal key at station A for the signals of block 5. At station B 131 is the dangei and 132 the clear signal key for block 3: and 133 is the danger and 134. the clear signal key for block '1. The

7 line circuit 39 may return from B to A irthe 'signals set if the main line 0 respective of the rails, but I prefer to use the latter, as shown, in order to obtain additional signals.

I may further rovide for automatically causing the signa s at each end of a block to be set at danger in case of the breaking of both oreither line of the rails of the block. To this end the line circuit 39 is at station A connected with both lines of rails 1 and 2, as shown at 135 and 136, and at B said circuit 39 is connected to one only of the two lines of rails as shown at 137. The rails 2 between 135 and 137 are or may be electrically bonded as shown in Fig. 11 by iron wires 7 extending past the rail joint and riveted in holes 138 in the rails. With this arrangement any breaking of both of the lines of rails, or of the line of rails 2, will be accompanied by a showing of the danger signal at both ends of the block. It remains to provide for similar signals in case of the breaking of the line of rails 1 only. For this purpose a branch 39 of the line circuit is carried through a magnet 139 to the line of rails 1 at 140.

141 is an armature lever of the magnet 139 arranged to make a part of the circuit 39 at 142 when attracted to its magnet 139 and to break the circuit at such point when released by its magnet. Itresults from this that if a rail in the line 1 only .be broken or misplaced the branch circuit 39 will be broken, the .magnet 139 denergized, the armature 141 dropped, the signal circuit 39 broken at 142 and danger signals set as before described.

It is desirablethat the opening of a switch in a block be signaled, and to this end I include all switches in a block within the line circuit 39 of that block. In Fig. 3 such a hand switch is shown at 143, the point shifting shaft 144 of which is continued to a point near a box 145 (see also Figs. 4, 7 and 8). It is there provided with a slot 159 eugagin an arm 160 fixed on a shaft 144 mounte ',in the box, said shaft-has a loose arm 146 having a slot 147 in which is a pin 1,48 fixed in the shaft. Just before the hand switch is completely thrown the pin 14? will engage the endof the slot and lift the arm. The arm carries the intermediate electric contact 149 and in such lifting separates said contaet from the spring contacts 150 the two -latter being included in thedine circuit 39. Thusthe latteris interru ted and f rails of the block isnot clear but is connected with the switch rails. The hand switch is indicated diagrammatically at 143 in Fig. 1.

In Fi s 12 and 22 I have shown means for keeping the signal boxes 14, into which the rods .12 enter, proof against rain and sleet. 151 is a thin galvanized metal tube soldered to the top of thebox 14 around the aperture into which the rod 12 enters. 152 'is a similar and larger metal tube clamped tight-1y and by water tight means at 153 to the rod 12 and telescoping loosely outside of the fixed tube 151. Thus the rod 12 is allowed perfect freedom of movement and the box 14 made weatherproof. The boxes 32 and 145 are of cast metal rendered water tight where the shafts enter by any suitable packing.

I have provided additional protection in case of a bridge, for the wood structure may burn or be carried away leaving the rails hanging but electrically continuous. In Fig. 2 is indicated a river over which a bridge (not shown) carries the ties 154 and rails 1 and 2.

155, 155 are lead or fusible wires extending across the bridge and electrically united to the rails at each end. The wires 155 are stapled at 156 to the ties. Each line of rails has an interposed insulating space or insulating material at 157 between the ends of the wires 155. A burning of the bridge will fuse the wires, and if the supporting structure be carried away some tie will be displaced, which will cut the wires by the staples. Preferably the wires are covered by lines of boards as indicated at 158.

It is to be noted that in this signal system no high tension electric current is necessary.

Two batteries 69 are preferably placed in each signal box 14, one in connection and the other ready to be switched in when the first weakens below efliciency. This weakening is shown by the inability of the operator tothrow the signal to safety by pressing the resetting key, 128 for instance. If the battery 40 in the line circuit weakens below x efiiciency the signal will be thrown to danger. In such case the operator will examine the indicator with which the battery is provided. and which will show at all times the strength of the battery. If the battery is shown as of sllillcient strength, and if on resetting the signal it throws back to danger a break in the road-bed of the block is indicated.

ieferring to Fig. 1 and to the block 3 and stations A and B there indicated, it will be understood that the signal at station A will be at the right hand of the track for unengine or car )assing from block 5 toward block l, and at station ll the signal will be at the left hand side of the track for such engine or car, the preceding and succeeding blocks will have the signals similarly arranged. Thus, passing toward the left on the block 4 in said figure the next signal will be one at the right of the track similar to the signal which has been described at station A; and passing toward the right in Fig. l the first signal on block 5 will be one at the lower side of the track (in said figure) situated similarly to the signal which has been described at B.

The line circuit 39 being similar to an ordinary telegraph circuit operable by a Wet or dry battery or storage battery of low po tential, the said circuit may be conveniently used for ordinary telegraphing from station to station, in which case the circuit breaking key 127 may be an ordinary telegraph key, a sounder being introduced in the line circuit at a convenient point as indicated at S. Any signal which is set at danger will be unaflected by such telegraphing, and any signal which was previously open and is thrown to danger by the telcgraphing can be at will re-set to its open position.

It will be understood that the term magnet herein includes any equivalent electromagnetic device; the word battery includes any suitable source of electric energy; the word block includes any section of track to which the signal system. is applied, whether insulated or not in the manner illustrated. The word cam as used herein is not to be taken in a restricted sense but includes any suitable appliance whereby the projection on the locomotive is capable of effecting a break in a circuit of the signal system; and the word stop is to be understood as including any suitable device near the track adapted to be properly positioned by the signal system to cause the operation of the air brakes of the locomotive, train or car.

What I claim is:

1. In an automatic closed circuit electric signal system, the combination of a closed line circuit, a trip arranged to be operated by an engine or car, means for breaking the line circuit operable by the said trip, a signal circuit, electrically operated means controlled by the said line circuit for maintaining the said signal circuit closed when the line circuit is closed, a normally closed resetting circuit, a motor circuit, electrically operated means controlled by the re-setting circuit for maintaining the motor circuit open when the resetting circuit is closed, a motor and source of electric power in the motor circuit, a signal, means controlled by the signal circuit for throwing the signal to danger, means connecting the motor and signal for resetting the latter, and means for breaking the rc-setting circuit at will to operate the signal, substantially as set forth.

2. in an automatic closed circuit electric signal system, the combination of a closed signal circuit, a normally closed re-setting circuit, a motor circuit having therein a motor and source of electric power, clectri cally operated means controlled by said resetting circuit t'or maintaining the motor circuit open when the rc+ctting circuit is closed, a signal arrang d to be thrown to danger on the brcakingot' the signal circuit, electrically operated means controlled by the signal circuit and controlling the signal, means connecting the motor and signal for re-setting the latter, means for breaking the re-setting circuit at will, and means whereby a passing engine or car will cause the breaking of the signal circuit, substantially as set forth.

3. In an automatic closed circuit electric signal system, the combination of a closed line circuit, a trip arranged 'to be operated by an engine or car, means for breaking the line circuit operable by said trip, a signal circuit, electrically operated means controlled by said line circuit for maintaining said signal circuit closed when said line circuit is closed, a normally closed ire-setting circuit, a motor circuit, electrically operated means controlled by said re-setting circuit for maintaining said motor circuit. open when said re-setting circuit is closed, a motor and source of electric power in the motor circuit, a signal, electrically operated means controlled by said signal circuit and controlling the signal, and means connecting the motor and signal for re-setting the latter, substantially as set forth.

4. In an automatic closed circuit electric signal system, the combination of a closed signal circuit, a normally closed re-setting circuit, a motor circuit, electrically operated means controlled by said re-sctting circuit for maintaining said motor circuit open when said re-setting circuit is closed, a motor and source of electric power in the motor circuit, a signal, electrically operated means controlled by said signal circuit and controlling the signal, means connecting the motor and signal for re-setting the latter, means at the entrance end of a block or section of track whereby a passing engine or car will cause the breaking of the signal circuit, and means at the exit end of said block whereby said engine or car will cause the breaking of the re-setting circuit, substantially as set forth.

5. In an automatic closed circuit electric signal system, the combination with a block or section of track, of a signal at the entrance end of the same and a signal at the exit end of the same, a closed line circuit, a signal circuit for each signal, electrically operated means controlled by said line cir cuit for maintaining the signal circuits closed when said line circuit is closed, means for setting the signals at danger, electrically operated means controlled by said signal circuits and controlling said means for setting the signals, a normally closed re-sctting circuit extending from one end to the other of said block, a motor circuit at each end of the block, electrically operated means controlled by the said resetting circuit for maintaining the motor circuits open When said re-setting circuit is closed, a motor and source of electric power in each motor cirre-setting circuit for maintaining said mocuit, means connecting each motor with its signal for re-setting the latter, and trip devices whereby a passing engine or car will break the line circuit at the entrance end of the block and will break the re-setting circuit at the exit end of the block, substantially as set forth.

6 In an automatic closed circuit electric signal system, the combination of a closed line and telegraph circuit having telegraph instruments therein, a signal circuit which is normally closed, electrically operated means controlled by said line circuit for maintaining the said signal circuit closed when said line circuit is closed, a normally closed re-setting circuit, a motor circuit having therein a motor and source of electric power, a signal, means connecting the motor and signal for re-setting the latter, electrically operated means controlled by said tor circuit open when said re-setting circuit is closed, means at one point whereby a passing engine or car will cause the breaking of the line circuit, and means at another point whereby said engine or car will cause the breaking of the re-setting circuit, substantially as set forth.

7. Inan automatic closed circuit electric signal system, the combination of a closed signal circuit, a normally closed re-setting circuit, a motor circuit having therein a motor and source of electric power, electrically operated means controlled by said re-setting circuit for maintaining the motor circuit open when the re-setting circuit is closed, a signal, electrically operated means controlled by said signal circuit and controlling the signal, means connecting the motor and signal for re-setting the latter, means at one point operable by an engine or car and controlling the continuity of the signal circuit, and means at another point controlling the continuity of the resetting circuit and operable by the engine or car, substantially as set forth.

In testimony whereof I aflix my signature, in presence of two witnesses.

AXEL T. SMITH.

\Vitnesses:

N. CURTIS LAMMOND, H. N. Low.

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