US1088363A

US1088363A - Electric railway signal system.

Info

Publication number: US1088363A
Application number: US55184610A
Authority: US
Inventors: Adolf Pillich
Original assignee: Individual
Current assignee: Individual
Priority date: 1910-03-28
Filing date: 1910-03-28
Publication date: 1914-02-24
Anticipated expiration: 1931-02-24

Description

A. PILLICH.

BLEGTRIG RAILWAY SIGNAL SYSTEM.

APPLICATION IILEI) MAR. 28, 1910.

1,088,363. Patented Feb. 24, 1914,

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ELEGTRIG RAILWAY SIGNAL SYSTEM.

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ELECTRIC RAILWAY SIGNAL SYSTEM.

APPLICATION FILED MAR. 28, 1910.

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ELEGTRIG RAILWAY SIGNAL SYSTEM.

APPLICATION FILED MAR. 28, 1910.

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ADOLIE PILLICI-I, OF LAGKAWANNA, NEW/V YORK.

ELECTRIC RAILWAY SIGNAL SYSTEM.

Specification of Letters Patent.

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Application filed March 28, 1910.

To all whom it may concern Be it known that I, ADoLr PILLICH, a subject of the Emperor of riustria-l'lungary, residing at Lackawanna city, in the county of Erie and State of New York, have invented a new and useful Improvement in Electric Railway Signal Systems, of which the following is a specification.

This invention relates more particularly to improvements in block signaling systems which operate signals carried on the trains.

The objects of this invention are to produce a reliable and eflicient train signaling system by means of which the engineer in charge of the train is notified of the presence on the sanre track of a preceding or of an approaching train, while his train will send similar signals to the blocks ahead and in rear; also to produce a system which does not require the rails to be bonded, connected, or divided into blocks insulated from each other, and which has no live parts exposed on the track vhich are liable to become connected and thus disarrange the system; also to produce a system which does not require any complicated or expensive apparatus, and in which the cost of maintenance will be low, owing to the fact that the currents which operate the signals are of short duration and therefore require very little power, and in which the apparatus is not liable to get out of order and will require very little attention; and also to improve these systems in the respects hereinafter described and set forth in the claims.

In the accompanying drawings, consisting of four sheets: Figure 1 is a diagrammatic plan of five blocks of the signal system embodyi-ng this invention, showing the electrical connections. Fig. 2 is a diagram of electrical connections for three blocks at either end of the system. Fig. 3 is a diagram of electrical connections of the circuit carried by the train and of a signal setting apparatus located on the track. 4c is a plan view of one of the circuit closing devices. 5 is a horizontal sectional plan thereof on line 5 5, Fig. 6. Fig. 6 is a central ver tical section thereof. Fig. 7 is a central vertical section of one of the contact devices located on the track. Fig. 8 is a section of one of the train wheels equipped with a contact making ring. Fig. 9 shows a device carried by the train for actuating the circuit closing devices.

Patented Feb. 24L, 191d.

Serial No. 551,846.

Like reference characters refer to like parts in the several figures. Briefly stated, the operation of the system is as follows: By means of a series of circuit closing devices located adjacent to the track and adapted to be actuated by parts on the locomotive, circuits are closed thrbugh magnets located convenient to the blocks in which the electrical connections are to be arranged to give a signal-in the engineers cab. These magnets close switches which connect pairs of contact devices, located along the track in position to be engaged by parts on the train, to the wires which sup ply current to the system. Then the contact making devices on the train and on the track are in engagement, current flows from the supply Wires through a circuit on the train which actuates signals in the engineers cab. By connecting different contact points to the supply wires, ditierent signals are given to the engineer, by means of which he can tell if the track ahead of him is clear or is occupied by a preceding or by an approaching train.

A A represent the rails and B B the supply or feeder wires, marked and which carry the current that operates the system from any suitable source of current supply located at any suitable generating station, and C C are groups of signal. setting apparatus or devices located near the track, two of these groups being required for each block. The blocks can be made oi. any desired length, depending on the amount of tral'lic, but should be long enough to give the engineer time after receiving a warning, to stop his train before running into the next block. For the sake of clearness all the groups of devices G are shown in the diagram on one side of the track, while the other groups of devices C are shown on the opposite side of the track. This arrangement, however, is not essential.

D D represent circuit closing devices which are located adjacent to the track where they can be actuated by an arm depending from one side, for instance, the right. hand side of the locomotive, as regards the direction of motion thereof, so that circuits controlled by these devices will be closed while engaged by the arm. These de vices D7 and the circuits controlled by them are duplicated on both sides of the track so that the system will operate in the same manner for trains moving in either direction.

E E E E and F F F F represent contact devices tr terminals which are arranged in groups of four and are adapted to be engaged simultaneously by four cooperating contacts on the train. Two of these groups of contact devices are required for each block and may be located at the ends or between the ends of the block, as desired. As shown in the drawings, the circuit closing devices I) and D are located outside of the rails and the contact devices E E E E and F F F F between the rails, but these devices may be located anywhere on the track where they can be conveniently engaged by cooperating parts on the train.

The signal setting devices G C may be inclosed in any suitable protecting boxes along the track or may be located in any convenient place, and each comprises four electromagnets 0 c 0 a (see Fig. 3), and two double pole switches 0 0 These parts constitute two similar groups consisting each of two magnets and a switch, and are so arranged that when the magnets 0 and c are energized, the movable parts of the switches a and 0 which are connected to the supply wires B and B, are pressed against switch contacts or parts 0 which are connected to the contact devices on the track, as will be explained later so that the contact devices will form terminals of a circuit which is completed through a signal mechanism in the locomotive cab when the contact devices are engaged by co-acting devices on the train. These switches are normally held open by any suitable means, for instance, the springs 0 The magnets c and c attract their armatures a and draw the switches c" and 0 into contact with the switch con tacts a, where they are held by latches which engage with the armatures 0 When the magnets c and c are energized, the latches are drawn from engagement with the armatures 0 against the action of the springs 0 thereby permitting the switches to open and break the circuit. The means described for opening and closing the switches are preferably used, although other electrically controlled means may he employed. Only a current of short duration is required to open or close the switches, which reduces the power required to operate the system to a minimum.

The object of each of the circuit closing devices D D is to connect electrically the three conductors terminating therein. This device may be of any suitable construction but is preferably constructed as shown in Figs. 4:, 5 and 6. Each device consists of box-shaped part or casing (Z in which the ends of three conductors are connected to short conductor springs (Z, and a cover or 11d d which is pivoted at one side of the box.

Both cover and box: are preferably made of metal and must be insulated from all current carrying parts. This cover (F has an en larged horizontal portion with a curved or cam-shaped edgewl facing the rail with which a depending arm from the locomotive engages. The lower portion of the cover is provided on its innerside with conducting strip (Z insulated from. the cover and adapted to connect electrically the conductor springs cl when moved into contact therewith. The actuating device on the locomotive moves the cover against'the action of the spring (Z so as to press the conducting strip against the conductor springs (Z. This spring (Z is preferably made strong enough to prevent the cover from being moved into a position in which the conductor springs are connected unless forced into that position by the actuating device on the locomotive to prevent the'devices from being maliciously or accidentally actuated and the operation of the. system thus interfered with.

The actuatingdevices or rods (Z (Z which actuate the circuit closing devices D D on the track are preferably secured at the sides of the locomotive or the tender and are preferably so connected that as one rod is lowered into position to engage with the contact devices, the rod on the other side of the trainis raised out of operative position with the corresponding devices on that side of the track. These rods may be shifted by any suitable means which, however, are preferably of such nature as to be actuated by the actuation of the reversing lever of the locomotive, so that the engineer cannot reverse the locomotive without placing the actuating rods in proper position for operation as required by the changed direction of motion of the train. As shown in Fig. 9, the rods (Z are adapted to slide vertically in guides (Z on the truck and are moved in opposite directions by a lever (Z fulcrumed at its center and connected at its opposite ends to the two actuating rods (Z An arm d is secured to the lever (Z and is connected by any suitable connecting mechanism to the reversing lever or other operating handle.

The contact devices E E E E and F F F F are preferably alike, as shown in Fig. 7 and each comprises a box-shaped casing f and a contact lever f" which is pivoted in the upper portionof the casing f and insulated therefrom. The contact lever is normally held out of contact with a conductor spring f by a spring f which is of such strength that considerable force is required to move the lever f into engage ment with the conductor spring P. The conductorv spring f is connected by the

switch

0 or 0 and suitable conductors hereinafter described to the supply wires B B of the system. The contact lever f is normally not connected to the supply circuit and the exposed parts of the contact devices are normally dead. Hence it the eX- posed parts of two or more of these devices become electrically connected with each other in any way, no current will flow between the connected devices from the sup ply lines, thus preventing short circuits and waste of current. When forced into contact with the conductor springs f by contacting devices on the locomotive, the current flows from the supply lines through the springs f and through the contact levers to the circuits carried on the train to operate the signals in the locomotive cab.

Any suitable means carried by the train for making contact with the contact devices on the track may be used, provided that they are so arranged that the tour contacts on the train engage simultaneously with the four contacts on the track. A construction of one of these contact devices, which is preferably used, is shown in Fig. 8, in which G represents a conducting ring or part which is secured to and insulated from the wheels 9 of a truck on the tender, locomotive or other part of a train. The current is conducted from this ring to a circuit on the t ain by means of a brush g which is mounted on a frame of the car so as to make contact with the ring at its upper portion.

The signals carried by the train, the apparatus for actuating them, and the electrical connections therefor are shown diagrammatically in Fig. 3. h it represent two elcctro-magnets which are located in the engineers cab and are so arran ed as to attract their armatures 72, and draw them inwardly, thereby closing the single pole switches h The armatures are held in their inmost positions against the action of springs 75* by latches its, and are adapted to be released by the engineer by raising the handles he of the latches. The magnet /L is connected by conductors 7&7 72, to two diagonally opposite contact rings G- G which engage with the contacts F F and the mag not it is connected by conductors 7i 7& to the other two contact rings G G which en gage with the contacts F F As shown in Fig. 3, the t "sin carrying the signals is sup posed to be moving toward the right and the contact rings G which are carried by a part of the train indicated by dotted lines, are in engagement with the contact devices F F F Of these contacts the diagonally opposite pairs T F are connected by conductors 2' and a" to the contact points or the switch 0 the movable parts or which are connected to the positive and negative lines B B by he conductors Z and Z. The contacts F F are connected by conductors i and 2' to the contact points of the switch cand the movable parts of this switch. are connected to the positive and negative lines by the conductors Z and Z. The switch 0 in Fig. 3 is shown closed, hence the contacts F F are connected to the lines B B and when they are engaged by the co-acting contacts G G on the train, a circuit will be completed from these contacts through conductors 72, and it to the magnet h, which closes the switch it, Since the switch 0 is open the contacts F F will be disconnected from the supply line and no current will flow through the magnet h which is connected with these contacts through contacts G G and conductors k and a The cir cuits from the supply lines B it to the contacts E E and E E are connected in the same manner as those described for the contacts F F and F F so that signals may be actuated on the train through the former contacts in the same manner as above described. The local circuits which are carricd on the train, which are closed by the switches If, both receive their power from a battery is to which they are connected by conductors it, switches it, and conductors 1 to the lamps or signal lights h: and lit and the bells or other alarms 7s, and back to the battery through conductors in. lVhen any one of these local circuits is completec by the energizing of one or another of the magnets it or it, the current will keep the bell ringing and the lamp lighted until the circuit is broken by the engineer by raising the handles h and thus releasing the arma tures [L2 from the latches 7L whereupon the switches 71 will be opened by the action of springs 71%. ihe lamp K is of a certain color, for example, red, and the lamp K of another color, for instance, green. The circuit through the magnet h which will actuate a switch to light the 'cd lamp H, is completed through the contact devices ll l or E E which are connected to the supply lines by an approaching train, while the contact devices It F and E E, which complete a circuit through the magnet 72., which will close a switch to light the green lamp K, are connected to the supply line by a preceding train. on the same track. Thus the engineer is warned by the color of the light of the presence of a train on the same track and can distinguish whether the train is preceding or approaching. The nal mechanism carried on the train as described, is simple and eitiective but any other circuits or signal mechanism actuated as described may be used.

Fig. 2 shows three blocks at one end of" the line, the end of the line being at the left hand side of the fig u'e. The connections for the first two bloc l and 2 nearest the end are slightly difierent, while for the third block 3 they are t same as for the other five blocks. shown in i i The diagram in Fig. 1 shows live blocks of track, -jl-, 5, (S, 7 and 8, equipped with this signal system,

the five blocks being supposedly located at least two blocks distant from either end of the line, so that all the connections of the several blocks are alike. Each block is provided with four circuit closing devices D D and D D, two located on each side of the track, those on one side of the track being engaged by the actuating rod CZ of a locomotive moving in one direction, while those on the other side are actuated by trains moving in the opposite direction. F or convenience it is assumed that the rod which actuates these devices depends from the right hand side of the locomotive when the train is moving forwardly. Each block except the end one has two sets of contact devices E E E E and F F F F which may be located on any part of the block, providing they are sufliciently far from the circuit closing devices D D so that train can actuate the device D before making connection with any of the contact devices and will be clear of the contact devices before actuating the circuit closing device D when about to leave the block. Two sets of apparatus C C for connecting and disconnect ing contact devices to the supply lines are also required for each block except the end one, which may be located wherever convenient to the contact devices. As shown in Figs. 1, 2 and 3, the middle conductor spring of the circuit closing devices D and D located on one side of the track, the lower side in the drawing, and one terminal of each of the switches a and of the appa- 'atus C is connected to a conductor Z which leads to the negative conductor B of the supply line. A branch Z of this conductor connects in the same manner the corre-. sponding devices on the opposite side of the track. A conductor Z leads from the positive conductor B to the other contacts of the switches a and and to the positive terminals of each magnet c c c and c of the groups of apparatus C. A conductor Z con nected to the conductor Z leads to the corresponding terminals in the apparatus C located on the other side of the track. As a train moves along the track the contact devices in the two blocks ahead have been set by it so as to give an approaching train a red signal, while in the two blocks in rear these devices have been set to give a following train a green signal. As a train passes onto a new block it first disconnects the contact de ices for giving the signal, which were previously connected by itself in that block, so that the engineer will not receive his own signal, and at the same time connects the contact devices for actuating a signal in a train in the second block ahead so that signals are always maintained in two blocks ahead of the train. Suppose a train moving to the left runs onto block 6 in Fig. 1, then the actuating rod (Z on the right hand side of the locomotive strikes the circuit closing device D. The middle contact spring of this device is connected to the negative side 13 of the line, as explained before, by the conductor Z, while one of the other terminals is connected to a conductor Z which goes to the magnet c and through conductor Z to the positive side of the line, which causes this coil to attract its armature and release the switch 0 thus opening the circuit which connects the contact devices 1* and F to the supply wires B and B, as explained before. The other conductor Z from the device D goes to the second block ahead (in this case block 4) to the magnet c which is connected to the positive side of the line by conductor Z thereby closing the switch 0 which connects the contact devices F F in this block at to the supply wires, thus connecting contact devices to the supply line which will give a red light in an approach ing train. As the train passes on it makes contact-with the four contact devices F F F F The train will receive no signal from these devices since the contacts F F have just been disconnected from the supply lines, as explained, and the contacts F F" are only energized after a train has passed over them in the opposite direction, viz. from left to right in Fig. 1, will be shown later. Therefore, the train can receive no signals here and passes on to the contact devices E E E E If another train is approaching on the same track, .the contacts 1*) E will be connected to the supply lines, as hereinafter explained, and the engineer will receive a red light in his cab. The con tact devices E E are connected to the lines D B by a preceding train moving in the tune direction, viz. from right to left in Fig. 1, just after it leaves the block 6 and they are left connected until the train has passed the second block ahead, when they are disconnected. If this preceding train is within two blocks the engineer on the train on block 6 will receive a green signal from the contact devices E E If he receives neither "ed nor green signals, then he knows that the track is clear for two blocks ahead of him. The train next actuates the circuit closing device D located near the end of the block. The middle conductor spring of the device D is connected to the negative side of the line by conductors Z and Z, while one of the other springs is connected by conductor Z through the magnet coil 0 and conductors Z and Z to the positive side ofthe line which closes the switch 0 thereby con necting contact device E through the switch and conductors Z and Z to the negative side of the line, and the contact device E through the s. itch c and the conductors Z and Z to the positive side of the line simul taneously,aspreviously xplained for contact devices F and F thus connecting the contact devices to give a green signal in a train coming from behind. The third terminal of the circuit closing device is connected to conductor Z which leads to the magnet 0 for the second block in rear of the train, viz. block 8, the other terminal of this magnet being connected to the positive wire B by the con ductors Z and Z for block 8, which will open a switch a in that block and disconnect from the supply line the contact devices E E and thus break the connections for a green signal that were previously made by the train. The train then runs onto the next block, engaging a device D and repeating the same operations in block 5 as were described for block 6, connecting and disconnecting the signal contact devices to and from the supply line, one block farther to the left. The dotted lines in block 3, Fig. 1, represent a locomotive moving toward the left and carrying the contact rings which are shown in engagement with the contact devices F ll E E the arm cl having passed the circuit making device D of block 6. The contact devices F F in the blocks 4 and 5 ahead of this train are shown connected to the supply lines by the switches c in the two groups of apparatus C located near these blocks to give an approaching train a red signal. In the two

blocks

7 and 8 behind the tain, the contact devices E E are also connected to the supply lines by the switches c in the two groups of apparatus C, to give an approaching train a green signal. For trains running in the opposite direction, viz., to the right in Fig. 1, the operations are the same as before described but are effected through the medium of the circuit closing devices located on the opposite side of the track.

Briefly stated, the operations after the train runs onto a block are as follows: The circuit closing device D is actuated by a locomotive, closing a circuit from the negative side of the line to the middle conductor spring of the device which is connected to the conductor Z and through the conductor in to the magnet c, and to the positive side of the line through conductors Z and Z which opens the switch 0 and disconnects the contact devices E E from the supply lines. The other conductor m from the device D goes two blocks ahead to a magnet- 0 and to the positive side of the line through conductors Z and Z closing the switch 0 in that block and thereby connecting the contact devices E E to the supply wires. The

I train receives no signals from the contact devices E E E E for the same reason that a train moving in the opposite direction re ceives no signals from the contact devices F F F F Passing On to these last mentioned contact devices, the engineer will receive a green signal from the contact devices F E if a preceding train is within the two blocks ahead, or a red signal from the contact devices F E if an approaching train is within the two blocks ahead. Closing the circuits through the device D causes current to flow from the negative side of the line through conductor Z to the middle coi1ductor spring of this device and through conductor m and magnet c to the positive side of the line through conductor l thereby closing the switch 0' and connecting contact devices F F to the supply wires. The third terminal of the circuit closing device is connected by a conductor m to the switch releasing magnet c in the second block in rear of the train, and to the positive side of the line by conductor Z releasing the switch a and disconnecting the contact devices F F from the supply wires B B. The train runs to the next block and the same operations are again repeated.

Briefly summing up, the operations for each block for trains moving in either direction are as follows: By actuating the device D at the beginning of each block the train disconnects the red signal contact devices previously connected by itself in that block and connects similar devices in the second block ahead, so that contact devices for two red signals are always connected ahead of it. By engaging the device I) just before leaving the block, the train connects the contacts for giving a green signal behind itself in the block which it is about to leave, and also disconnects from the line contact devices for a similar signal in the second block behind, so as to lea ve connections for dis playing green signals in two blocks behind that occupied by the train. Trains moving to the right in the diagrams receive either red or green warning signals by means of the contact devices F F and F F, respectively, while those moving to the left receive corresponding warnings by means of the contact devices E E and E E A conductor a in each group of apparatus 0 and C connects the negative terminals of the two adjacent releasing magnets c and 0 Each pair of the magnets thus connected releases the switches and breaks the connection between the supply wires and the four contacts of each group of contact devices. By connecting the negative sides of the magnets together, as shown, both of these mag nets are energized together and both release their switches 0 and c at the same time. The purpose of this connection is as follows: When a train moves forward on the track the contact devices for two red signals are connected to the line in the two blocks ahead of it. Now if the train for any reason moves out on the track a certain distance and then goes back the con: tact devices for the two red signals in the blocks ahead of the point at which the engine reversed its movement would ordinarily be left connected to the line, but by connecting the two releasing magnets these devices are disconnected from the line, since on reversing the engineer lowers the arm depending from the left side of his engine and actuates the circuit closing devices D which are connected to two blocks in rear of him (as regards the direction in which the train is then moving) to disconnect from the line the contact devices for the green signal. Since the releasing magnets for both the red and green switches are connected as stated, both switches c and 0 will be opened, thereby leaving the line clear for the neXt train, hen a train runs onto the first block of the system (see Fig. 2), assuming it to be moving to the right, it engages the device D, completing a circuit from the negative side of the line through conductors Z and m to the magnet c in block 3 and through conductors Z and Z to the positive side of the line, thereby closing the switch a and connecting the con tact devices E E to the supply lines. This circuit is the same as for any of the interme diate blocks previously described. The other conductor 0 from the circuit closing device leads to a switch closing magnet c in the second block, the positive terminal of which is connectedby the conductors Z and Z to the supply lines, whereby the contact devices E E in that block are connected to the supply lines. Hence by actuating the circuit closing device D in the first block, the contact devices for two red signals are connected to the line at one time by the train, in the two blocks ahead. By engaging the device D near the end of the block, the contacts F F are connected to the supply lines, as was explained before. Since there is no green signal in rear of the train to be disconnected, the other conductor of this circuit closing device is omitted. In block 2 the device D is connected in the same manner as that for the other intermediate blocks, while the device D at the end of this block is connected in the same way as the device D for block 1, one conductor being also omitted since there are no contact devices to disconnect in the second block behind. The connections for block 3 are complete and the same as for the other intermediate blocks. A train moving in the opposite direction operates successively the upper series of devices D and D in Fig. 2. Running onto blocl: 2 the train actuates the device D and closes a circuit in the same manner as before described from the negative side of the line through conductors Z and Z, device D, conductor Z magnet c and conductor Z to the positive side of the line, thereby disconnecting the contact devices F F from the supply circuit. Since no contacts have to be connected for a red signal in the second block ahead, the other conductor leading from the device D is omitted. The device D at the end of this block is connected as in any intermediate block for connecting contact devices to actu ate a green signal in a train in block 2 and disconnecting the contact for a green signal in the second block in rear. Device D in block 1 is connected in the same manner as device D in block 2, merely disconnecting the contact devices F F inblock 1 from the line. A train about to leave the last block 1 must disconnect the contact devices for actuating the green signals in two blocks in rear of the train, and accomplishes this by actuating the device D, thereby closing a circuit through conductors Z, Z and Z magnet c in block 3, and conductors Z and Z to the positive side of the line, opening switch 0 and disconnecting the contact devices E E from the source of supply, in the same manner as described for the other blocks. The other circuit is completed by conductor 0 to the releasing magnet 0 in block 2, thus opening the switch 0 and dis connecting the contacts E E from the supply wires. All the contact devices are then disconnected behind the train.

In the foregoing description the signals displayed in the locomotive were assumed to be red and green lights, but this invention is not limited to these signals, since any kind of visible or audible signaling device may be used to warn the engineer and enable him to distinguish between the signals given by an approaching or by a preceding train. The actuating rod (Z and the contact devices G are described as being attached to parts of the locomotive or tender, but these parts may equally well be located on any part of a train or on an electrically operated car.

The system described has a number of advantages. Enough signals are given to the engineer to warn him of the presence of trains in front of him and of the direction of their movement without unnecessarily complicating the system. The apparatus and connections are simple in construction and are not liable to get out of order in any way, but if one of them should fail to operate, the warning will be given by a second one. If desired, signals may be actuated in trains in three or more blocks ahead or behind the train by merely leading the connections to the third or other block ahead or in rear instead of at the second block, as described, which will act as an additional safe guard. Another advantage is that no parts connected to the supply lines are exposed on the track, making the tracks safer for persons walking thereon and also eliminating the possibility of disarranging the system by accidentally short-circuiting some of the current carrying parts. The system requires very little attention, which reduces the expense of maintenance. The power required to operate the system is small, since the current is only used during short intervals of time. It the traclt is clear, the local train carried circuit is not in use at all, and when in use, it is only closed long enough to warn the engineer. It is not necessary to use the rails as conductors and to bond them, nor to insulate them and divide them into blocks. 'lhus the system can be used equally well on steam or electrically operated railroads.

I claim as my invention:

1. In a railway signal system, the combination of a source of current supply, circuit closing devices adapted to be actuated by a passing train, an electromagnet for each circuit closingdevice adapted to be momentarily energized from said source of current supply when the correspondiiig one of said circuit closing devices is actuated by a train, a partial circuit, switches in said partial circuit adapted. to be closed by said electromagnet for connecting said partial circuit with said source of current supply, means for releasably holding said switches closed, contact dev ces located at intervals along the track and forming the tern'iinals of said partial circuit, and a parti l circuit on the train including signaling devices and contact devices adapted to engage with said contact devices on the track for causing a momentary current from said source of supply to actuate said signaling devices, substantially set forth.

In railway signal system, the combination of a source ct current supply, circuit closing devices adapted to be actuated by a passing train, an electromagg'net for each circuit closing device adapted. to be momentarilv energized from said source of curren supply when the corresponding one ol circuit closing devices is actuated by a tr: in, a partial circuit, switches in said partial circuit adapted to be closed by said electromagnet :tor connecting said partial circuit with said source or. current supply, HPPJIS for releasably holding said switches closed, contact devices located at intervals along the track and forming the terminals of said partial circuit a partial circuit carried by said. train including contact devices adapted to engage said contact devices on the track for causing a momentary current to flow in said partial circuits from said source or": crurrent supply, and a relay circuit including; a signaling device on the train adapted to be completed by said train carried partial circuit for actuatingthe Sitnal crevice in the train, substantially set forth.

in an electric signal system, the combination of a source of current supply, circuit closing devices located along; the track and adapted to be actuated by a passing train, contact devices which are located at intervals along the track, conductors including switches for connecting said contact devices to and disconnecting them from said current supply, and a partial signal circuit carried by the train and including signals and conducting parts adapted to engage said contact devices, the alternate circuit closing devices being similarly connected to operate said switches, one of said circuit closing devices being adapted to connect to the current supply contact devices located a distance ahead of the train and disconnect from the current supply similar devices located a shorter distance ahead of the train, and the next adjacent circuit closing device being adapted to connect to the current supply contact devices located a short distance behind the train and disconnect from the current supply similar devices located a greater distance behind the train, whereby contact devices located a certain distance ahead of and in rear ot the train are lliilllltllll'lQCl in connection with the supply line to transmit signals to approaching trains, and whereby contact devices located in. proximity to said train are disconnected from said current supply to prevent the train itrom receiving signals from contact devices connected to the current supply by itself, substantially as set forth.

4t. in a railway block signal system, the combination of a source of current supply, contact devices in each block, circuit closing devices adapted to be actuated by a passing train, controlling means for each block governed by said circuit closing devices, connections between the first of said circuit closing devices of the system and each of said controlling means in a predetermined number of blocks ahead of said. first device for con necting to the source of supply the contact devices in. said predetermined number of blocks ahead of the first mentioned device, connections between each circuit closing de vice after said first device and the controlling means in a block a predetermined number of blocks ahead for connecting to the source of supply contact devices in said block, and connections between each of said circuit closing; devices and the controlling means in the block next ahead for disconnecting the contact device in said block from i the source of supply, substantially as set forth.

5. In a railway block signal system, the combination of a source of current supply, contact devices in each block, circuit closing devices adapted to be actuated by a passingtrain, controlling means for each block governed by said circuit closing devices for connecting and disconnecting said contact devices to and from the current supply, con nections between each of said circuit closing devices except the last device of the system and the controlling means in a block in rear of the device for connecting with the source of supply contact devices in said block, connections between each of said circuit closing devices and the controlling means in a block a predetermined number of blocks in rear of the device for disconnecting from the source of supply contact devices in said block, and connections between the last of said circuit closing devices of the system and each of said controlling means in a predetermined number of blocks in rear of said last device for disconnecting from the source of supply the contact devices in said predetermined number of blocks in rear of said last device, substantially as set forth.

(3. In a block signal system, the combination of a supply line, contact devices arranged in groups of four at intervals along the track, conductors including switches for connectin the diagonally opposite pairs of said contact devices to the supply line, means actuated by a passing train for operating said switches, a group of conducting parts on the train corresponding in arrangement to and adapted to engage the several contact devices of each group on the track, and partial signal circuits on the train each of which is completed through diagonally opposite contact devices and conducting parts, whereby different signals are actuated in the train by currents from difierent pairs of contact devices, substantially as set forth.

7. In an electric block signal system, the combination of a source of current supply, contact devices arranged in groups along the track each group consisting of a plurality of pairs, conductors including switches for connecting pairs of said contact devices to the current supply, co-acting contacts and electrical connections carried by the train whereby difierent signals are actuated in the train from different pairs of contact devices of said groups, closing means and opening means for said switches, devices which are actuated by he train and are connected to operate said means, and connections between said switch opening means whereby all contacts of each of said groups are adapted to be disconnected from the line together, substantially as set forth.

8. In an electric block signal system, the combination of a source of current supply, contact devices on the track arranged in two pairs adjacent to each other, conductors ineluding switches for connecting said pairs of contact devices to the current supply, co-

acting pairs of contacts on the train and means whereby diiferent signals are actuated from diiferent pairs of contact devices, closing and releasing magnets for said switches, circuit closing devices which are connected to operate said magnets, and a connection between said releasing magnets whereby said magnets are both energized at the same time to disconnect the contact devices from the current supply, substantially as set forth.

9. In an electric block signal system, the combination of a supply line, two series of circuit closing devices adapted to be actuated by trains moving in one direction, a series of contact devices, connections including switches and switch operating means for connecting said contact devices to said supply lines, said switch operating means being controlled by said circuit closing devices, partial signal operating c' "cuits carried by the train and having parts adapted to engage with said contact devices and which are adapted to conduct a current from said contact devices to actuate a signal on the train, said circuit closing devices of the first series being each connected to open a switch to disconnect from the line a pair of contact devices located in the same block a short distance ahead and to close a switch which connects to the line a pair of contact devices located on the track a certain number of blocks ahead, and said circuit closing devices of the second series being each connected to close a switch which connects to the line a pair of contact devices located in the same block a short distance in rear, and to open a switch to disconnect from the line a pair of contact devices located a certain number of blocks in rear, a second set of contact devices and two series of circuit closing devices which are connected to cooperate with said cont-act devices and with trains moving in the opposite direction similar to said first mentioned contact devices and circuit closing devices, substantially as set forth.

.Vitness my hand in the presence of two subscribing witnesses.

ADOLF PILLICH.

lVitnesses F. E. Pnocrrnow, C. B. Honncncn.

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