US1126775A - Closed-circuit signal system. - Google Patents

Description

E. M, mms; CLOSB CIRCUIT SGNAL SYSTEM. APPLICATION Hman APB. a, 190s'. 1 12,6 775, www@ Feb. .2, 1915 2 SHEETS-SHEET 1.

E. 1v1/JONES.

CLOSED GRGUT SIGNAL SYSTEM. APPLIGATION FILED APR. 9,-1908.

Patented Feb. 2,' 1915.

n 2 SHEETS-SHEET 2.

`tTED STATES ai @VM ELMER M. JONES, 0F ATLANTA, GEORGIA, ASSIGNOR TO JONES SEGNAL SYSTEM COMPANY, OF ATLANTA, GEORGIA, A CORPQRATQN CLOSED-CIRCUT SIGNAL SYSTEM.

` Specification of Letters atent.

Fatenred Feb. 23,

Application filed April a, 1908. Serial No, 425,821.

.To all 'zc/0m t may concern Be it known that ELMER M. JONES, a citizen oi the United States, residing at Atlanta, in the county of Fulton and State of Georgia, haveinvented a certain new and useful Improvement in Closed-Circuit Signal Systems, of which the following is a full, clear, and exact description, reference boing had to the accompanying drawings.

The object of this invention is to provide a simple and ellicient electric signal system adapted to give an indication in a moving locomotive or vehicle whenever the track ahead is obstructed or broken.

Among the cl'iaracteristics of this invention may be mentioned certainty of operation, simplicity and durability, and comparatively small ycost both in original equipment and maintenance. To insure the certainty of operation referred to, the system is composed of normally closed circuits, the opening of which operates the signal, so that any breakage of the conductors will slur-w a danger signal. As the track itself constitutes a portion of one of the normally closed circuits, any breakage of the rail or an open drawbridge will 'cause the danger signal to be exhibited. The same is true oi an open switch.

ln its preferred form, my installation includes a normally closed system on the loco- -mrtive with appropriate signals or other moans operated thereby, a track divided into blocks and a normally closed electric system therefor. The track system for a single track road where trains run in both y directions is composed, for each block, of:

first, a main normally closed circuit, including a portion of the track, a relay, a source ot current, and conductors; second, two line circuits, each controlled by the main circuit relay, one for the block at one end of that under consideration, and the other `tor the block at the other ond, each line circuit having conductors, a source of current, a magnet. and loing controlled also by a locking relay hereinafter mentioned; third, two locking relays for each block', each of which controls the corresponding line circuit, each locking relay being provided with two magnets and two circuits for operating them,

which circuits may be controlled by a passing locomotive; fourth, two contact plates for each block adapted for connection with a locomotive, and a connection from such contact plate to the track controlledvby the corresponding line magnet and preferably also by the locking relay. T he main circuit, the line circuits and the locking circuits are normally closed and each provided with sources of current, while the contact plate connection is normally open. F or a double track installation, where the trains run only in one direction, the locomotive system is the same, while in the track installation, the locking relays and circuits are omitted, and the main magnet may directly control the connection from the Contact plates to the railskthere being, in this instance, only one contact plate for each block instead of two.

rhe invention is herein illustrated in the form of diagrams.

Figures l and l show the complete Wiring of a block and so much of the twoadjacent blocks as ccperates therewith, this diagram being made in two sections, the lorre1- portion `(Fig. lb) being supposed to join at its left hand end with the right hand end of the upper portion (Fig. in). Fi 2 is a simplified View of a central block and two adjacent blocks, the intermediate poi'- tion of the central block where the rails and conductors are simply continuous being broken out. ln each ot' these diagrams the main circuits for protecting the block are shown in heavy lines and the locking circuits to prevent trains from entering the blc-ck at the same time from opposite ends are shown in light lines. Fig. 3 is diagram of the locomotive circuit. Fig. #i is a simplified diagram of the same.

The locomotive circuit, as shown in l`l, includes a battery l, a magnet 2, and lines 3 and si which are ordinarily connected by a mo 'able member 5. The magnetand battery are thus kin a. normally closed circuit which operates to hold the signal at safety, this signal being indicated by a pivoted blade (5 which is shown as counterweigl-ited at T to give it a tendency swing into the horimntal or danger position, the shaft ot the signal being connected by a link S with a movable armature 9 tor the magnet, this armature being illustrated as a centralrod passing through the magnet which may loc made in the 4forni of a solenoid. 'l` his embodiment is shown simply by way of example and is adapted to illustrate any signal which may be held at safety by a mag net and which automatically moves to danger when the current through the magnet ceases ,St 'branch line l0 leads from the normally closed circuit ,3 and il to the trame, axle and wheels oli the locomotive The ineinlazr :Ti is shown as inounted on a slida'ble rc `l l l carried hy the traine and terminating in a cent et brush l2. A, spring 13 ineintains the lirusli. in pcsiticiii normally with 'tl orf. iit closed at 5. It will be seen .troni this htcruntirc circuit that if the brush l2 runs orcr au. elerated contact plate, the 'rinsed circui and d will be broken at 5 *hat hence the siioi..o` `will go to danger anither line is rorided completing w rcnit ria the loro i contact plate and through the rails and traclt system to the locuniot". where. As will he hereinafter jy ein does provide such or the corri'nit Whenever the traclc is but not when 'it ohstriiicted or roceed to describe the track ence to the siniplilied dia it honig understood that beo broken lines in this ligure nd the two conductors shown x'uptedly for the distance inain track .zircuit includes l K", at least one, of which nu liridcd into blocks, des 'I hy suitable interposed by 'It ad anta th rails sectional. to prevent 1 ents, hut my sysone 'rail sectional.

tuY

nuo uni" u liloclsii, "i

, ilocksi, a

ic by ant-all sections c', d notions for the purpose 'ie leciti circuits referred now he e. ,scribed Suitable form 'bridges around these that '.L'or 'the purpose of a f3 the f the lioiial rail i broken 'k1 .i n

only c wenn adiacent blocks. Considering new hlocl;A il?, there will he seen near one end of the hlocli a battery 3 0 on a line 3l leadini' i the sectional rail. to the conu 13o tznuou rai... Alunar the other end of this liloclr is a line 3i? pass-ingrt lroin the continuous ail through. magnet 3B and from this inagg t a line ll leads to tl' sectional. rail. .lit will thus loe seen that there is normally a. closed main circuit with a battery leading from the magnet 33 and including substantiallj,r the entire length ol the sectional rail in the block. ll'lio niagnet @il is adapted to hold an arinai i l0 in. positicui' to close two tu Circuits which lead in nach diret-lion troni fi, i. i i r :ci circuits l denou'iinatc circruts is coni in olor t line cli-culta ol a line l i, armature ljl no to the cotitinwui,

Vof block AB. The other portion of this circuit consists of a line 4lleading from the armature 40 through a battery 45 and through a magnet 46 to th continuous rail. This circuit is thus normally closed and ein ploys as a part of itself a part of the contil'iuous rail. vThe other circuit comprises the line 50 connected with the sectional rail of block A. and the line 51 which leads through a magnet 52, line 53 which leads through a batter 54 to an armature 55 which is connecte by a line 5G with the sectional rail of block A2 nears its other end. The magnet 52 in this circuit is accordingl on a closed circuit through a battery, suci closed? circuit includin Y as a part of itself the sectional riil of hlock A2. The line magnets 46 and each operate to hold in normally closed position armatures et? and 57 respectively, which form connections from contact plates L8 and 58 to lilies 1179 and 59 which lead to the respective rails. Now with the circuits as described, if a locomotive approaches bloeit A from' block A, the brush 12 runs on to the contact plate 48. This action opens the circuit 3 and 4. Now if block A2 is unoccupied, thc circuit opened at 5 onthe locomotive is immediately replaced by a circuit leading from the brush to the Contact plate to the armature 47, line t9 to the continuous rail, through the wheels of the locomotive to the line 10, and accordingly the signal on the locomotive remains at safety. A corresijionding result takes place it' the locomotive ailiinoaches from block A'whcn lts brush engages plate 5S. If, however, th re is a train standing on block A2, the result is that such train short circuits the main battery 30, delinea gizing the main magnet 33 and openingl the two line circuits controlled thereby, which denergizes the line magnets lil and F12, breaking the connection from the icoutact plates 4178 and 58 to the rails. ln such condition,` with the brush on the locomotive running onto plato 4S or o8, the locomotive circuit Vwould bebroltcn at and would not he replaced hy another circuit, so that the signal on the locomotive would at once go to danger. The salue result would follow from a breakage in either oil the rails of the block A? or from the opening of a drawbridge Atherein. Any switch in that block is also arranged so that the opening thereof either short circuits the battery 3() or 'opens the circuit. ,l `urtherinore, an',Y breakage of either the main or line circuit lines themselves would7 of course,` leave the over into the adjacent end betere such test is made and continue after the test until the testing train occupies the block. F or this purpose I provide what l call a locking circuit, which is shown in ligl'iter lines than the main circuits described. l will rst describe this locking circuit by reference to the simplified diagram Fig. The line circuits, via the lines il and 53, include as essential elements the rznatures 42 and 55, by which l mean -that the armatures may cause a break therein'. ach. of these armatures is controlled by a double acting relay, designated in Fig. 2, R for block A7 and R3 for block A3. it is to be understood that the relay for the armature 42 is similar to that for the armature 55. I will accordingly describe the latter. The relay It for the armature includes a pair of magnets G0 and Gl, which tendv to draw in opposite directions on the armature 55. rl`he magnet 60, it will be seen, is on a closed circuit including lines G3, 6a, and 65, connected with a portion ot the continuous rail and a short section CZ of the sectional r'ail. This circuit passes through a battery 67. 'l` he result is that the magnet titl is normally energized and holds the ar mature in position to keep the circuit closed. This action of this magnet is opposed by a spring 69 and also by a magnet 6l. Magnet Gl is on a normally closed circuit, consisting of the lines 70,' 71, 72, 73, the portion of the continuous rail betweenthe lines 7i and 73, connected with the short portion c of the sectional rail in block A, and the portion c ot' sectional rail in block A2. in this circuit is a battcry75. It is 'to be undcrstood that the locking circuit in block A3 controlling the. armature ai). and extending oi block A2 is similarly arranged. It is omitted in Fig. 2 for clcarness. Now, with the circuits described, suppose trains are approaching block A2 from blocks ii. and A3. The iirst train to reach the contact plate i8 or 58, as the case may be, would receive no signal, be .ause the block A? is unoccupied; but before the train reaches such contact block, it encounters the locking circuit referred to. ille `will consider lthe train on block A'. When the Wheels of this train engage the rail section c, thebattery 75 is short circuited,but no change results, tor the ariiature already held by the magnet 60.

When, however, these Wheels engage the rail section al", they short circuit the magnet and allow the spring (Si) to pull the armature over to the magnet 61, breaking the circuit through the n'iagnet This opens the circuit from contact plate 58 to the sectional rail, so that the train approaching on block A" would get a danger signal when the brush contacted with the plate 58. The same result would happen to the train on block A if the train on block A3 had reached the locking circuit when the train on block A engages the plate 48. rll`hus whichever train gets to its Contact plate first receives a clear signal. The other train receives a danger signal. As the train on block A. passes onto block Aits Wheels engage the short rail section c and thereby short circuit the battery 75, which releases the armature 55 and allows the magnet 60 to draw it back into normal position to close the circuit Via the armature The main circuit, however, is -now open by reason of the wheels ot the train short-circuiting the main magnet 33, which' keeps'the magnets 52 and 46 denergized and the line from the Contact plates 58 and 48 to the rails'open, thus setting the danger signal at each end of the occupied block. |The train on block A3, when it receives the danger signal may stop or may back out. In so backing out7 it operates its own locking circuit, which would open the circuit through the magnet 46 and would then restore that circuit when the train finally cleared theshort ,rails of its own locking circuit. Such operation is immaterial, for the train from block A has already passed onto block A2. This latter train, however, cannot proceed beyond block A?, for before it reaches the end of this block it engages the contact plate appurtenant to block A3, and would receive a signal via the main lines, as already described. lt. will be seen therefore that the operation of the locking circuit isV to lock the block at the far end before 'any train approaching from the other end can eithen test the block or enter it; that such locking at the tar end continues until the train has4 entered the block and that shortly after the train enters the block, the lock which wasn established by the locking relay is released; but before such release, the block becomes protected at each end .by means 'of the main relay and the two line relays. The train does not therefore receive adanger signal from its own operation or from anything behind it, but continuously sets the track system in front ot it and behind it to give a signal to' a train al'iproaching from either direction. vlWith two trains approaching the same block, the one which reaches its ict-king relay first has the right of Way, for itllocks the block in advance and receives no danger signal, while the other train docs receive adanger signal ,from the locked lio ienv

block. If the latter train which has thus been stopped gets out of the way, the other train can continue in the next block, other wise the iirst train is itself stopped i'n the intermediate block.

It is to be noted that the'short rail scctions c', d and c need be-only long enough to allow time for making'a goed Contact and the operation of the corresponding magnet. If the section c were far enough from the section d so that there would certainly be a train length between them, the spring GS) might be omitted and the magnet 61 relied on to pull the armature in that direction. If these rails e and d are close together, the spring is necessary, for both magnets might be deenergized at the same time by the same train. The short rail sections have no cooperation whatever with the locomotive circuit and simply forni the exposed portions'of the locking circ-nits, which are bridged by the passing locomotive to cut ont the corresponding batteries.

The magnet til) has a. pulling torce snb stantially equal to the combined force ot' the magnet (il and the spring (il)s but by reason ol 4the armature 55 being normally' closed to the magnet El), that magnet will hold the armature in closed position against the conr bincd pull of the magnet Gl and the spring (Si). Accordingly, when the magnet 60 is short circuitcd.l the spring, or the magnet 61,

or both, may swing the armature to open po-` sition. When the magnet G0 is rciinergized. its iorce is not sullicient to pull the armature away from the magnet 6l when that magnet is energized., bat can pull it against the action of the spring (il) when the magnet ill is deiinergized.

llronx the ahore description it is believed that the complete diagram in `Figs. l? and. l may be very clearly understood. The same rolerencc cliaracters apply to this diagram 'with exponents according to the number oi the blocli. ln this ligure both rails are sectional and there are short sections opposite the short sections described. T his does not vary the operation described, hat avoids any' danger oit interference by foreign currents. The lines troni the various Contact plates to the rails are show as imrnially open lint closed by the haelt-action of the correspondincvr double-acting relays. This constitutes a check on the relay.; so that if it should not operate a danger signal would be given Fig. l" also shows the main relay or ma griet M applied at the right hand endet` the block A. while Fig. 1b shows sach relayT at the right hai l ond of block A2, indicated by M2. Additional contact plates 8l) and dl. are shown in this diagram.I these "plates ap;

pertaining.'r` to block A2, and being locatedv adiacent to the iar end of such block with reference to a tram running thereon. lle have supposed a train to enter bloeit A2 when there was a` train standing on bloei; It this latter train is still on bloei A?" when the train on block A reaches the conlays of the locking circuits beyond the other end ol. such adjacent block. There are two ot theserelays for each block, located near' the ends thereof.l each relay having two short track sections in the block to which it ap'A pertains, and a short tracl; section in the beginning of the adjacent block. lilach block accordingly has six short track scc tions, three near cach end, two ot these three cooperating with the corresponding relay and. the third one with the relay ot the adjacent block. The rela corresponding: to tn end ot' block A' which is adjacent block lf .is designated ll', and the relay corresponding! to the end oi block A3 which adjacent to block, A* is called as la whole ll, these two relays appearing` in both the diagrams. The two relays of block A2 which are omitted in Fig. .3. are designated ll and lill-1. Similarly the main magnets or relays are designated M and M2. according to thc block to which they relate. The short por-- tions of the rail X, controlling the locking?, circuitsn are correspondingly designated 151'., d. e,--c2. (Z2. @iQ-co2 ddl. ce?, and c, al. ci". Corresponding short portions in the rail are clear without reference characters.

The track installation above described is that for a single track road where the trains run in both directions and it is for such rait ways that a block signal system is most needed. For double track roads or for roads where trains run always in the same direction. no locking circuits are necessary and the control of the connection from the con tact plate to the track, throalh the interrcm tion ot' line relays. may be simplilied by allowing the main magnet to control the con Lineare provided which operates the signal magnet and enables the signal to be continued at danger aiter heilig set by the relay until replaced by the engineer; and third, there is a plug jack provided to cause such replacement. These features willrnow bedescribed'. rEhe brush 12 is connected with the rod 11 by a knuckle joint, as indicated in Fig. 3 at 90. llt suitable 4spring 91 keeps the brush normally in place, with. a stop shoulder on its head against the bar 11. @n movement of the yehicle in the opposite direction, however, (namely, that opposite to the arrow in Fig. the brush may trail idly over the contact platey without raising the bar 11. The relay in the locomotive circuit is designated 98. It has an armature 9i connected with a line 95 from the contact nialzer 5. rthis armature is adapted to engage a line 06, which is one oi the terminals of the relay magnet, the other terminal line 9? being connected with the solenoid or sig-A nal magnet Si. The relay and solenoid magnets are thus in series on a eircuitpassing 'through the armature Qt and the Contact 5. Accordingly, when theelevation of the brush. breaks the contact at 5, the circuit is open between 9i and 96 and the relay'mag- A.net and solenoid magnet are denergized and the signal comes to danger. rlie signal stays at danger after the brush passes oii the contact member and closes the contact 3, for the circuit is still open at the magnet 93. To enable the trainmen to restore the relay in such a way that the signal will remain at danger until the operation of thc plug jack has ended, arrange the plug jack so that it shunts the solenoid magnet 2 whenever it reestablishes the circuit through the relay. its shown, this plug jack consists of a casing 100 carrying an insulating block 101 with two metallic members 102 and 103. plug 10i is provided toroperating the block and a spring 1.05 for returning it to normal position. Normally, the contact members 102 `and 103 are idle, but when the `block is pushed in by the plug the contact plate 102 connects the line 05 with the line 98 leading tothe line 00, while the block 105i connects the line 09 with the line 109, which together form a shunt about the magnet The operation, thereiore, et pushing in the plug is to shunt the magnet leaving the signal at danger, and close the circuit from the battery 1 via the lines Afl, 05, 0S through the magnet 913 to the line 9T, to the line 09, to the lin'e 109. r1`his relincrgixes relay 03, which attracts the armature 0i to close the contact 9G. New when the pressure upon the plug 10i is removed, the spring 103 returns the block 1.01, opening the shunt 90, 100, and accordingly the battery current lions throi'gh the magnet il and returns the signal to safety. Ylt will be seen, therefore, that the plug cannot be left in on account of spring 105 and that as long as it is in, the signal stays at danger; but that the forcing in of the plug and the subsequent 'return thereof will restore the relay and signal to safety.

Havingthus described my invention, claim: y

l. In an electric signal system. the combination of track rails divided into blocks, a magnet connected therewith, contact plates, connections from such Contact plates to the rails, a governing relay for each block, a trackcircuit for operating it by a locomotive in an adjacent block, one of said connections being under the control of said magnet, and also under the control of said governing relay.

2. In an electric signal system, the cornbfnation of track rails divided into blocks, a magnet connected therewith, a source of current connected with the rails in the same block, contact plates adjacent to the two ends of the block, connections from such contact plates to the rails, a g vernina relay, said connections being under the control of said magnet and also under the control of said governing relay, there being a comparatively short contact beyond the end of the particular block which is between said contact plates, and a circuit for operating said relay connected with said short contact.

8. The combination ot a track divided in sections or blocks, a magnet, -a circuit through the magnet including parts ot the track, a source of current tor said circuit, two circuits adapted to be maintained normally closed by said magnet. contact plates adjacent to the opposite ends of the block, connections from said contact plates to the track opcnable by armatures, and magnets for said armatures included in said two circuits, combined with a vehicle, a normally closed signal circuit thereon connected with the vehicle wheel, and a contact brush on the vehicle adapted to engage said contact plates and thereupon open the said vehicle circuit and simultaneously connect the same with said contact plates.

el. The combination-of a track divided in sections or blocks, a magnet, a circuit through the magnet including a section of the track. a sourcc ot current for said circuit, two circuits adapted to be maintained normally closed by said magnet. contact plates adjacent to the oppositeV ends oi the section, connections from said contact plates to the track, armatures for controlling the connections, magnets for said armatures included in said two circuits, two relays respectively connected with the track beyond the opposite ends of the block, said relays alsdanntrolling said two circuits. c

5. n an electric signal system, the ,combiF` nation ot a track. a normally closed vehicle circuit, a normally closed governing circuit including a magnet, a section of rail, a con* nection to the opposite rail and a source of current, such source of current short circuited when the vehicle engages such section,

connection is undo control of said armature.

6, In an electric signal system, they come nation of u track divided into blocks, a gow erning circuit located adjacent, to the end of a block and connected with a short section of i'ail within that; block and a short section of rail beyond the block and with part of the opposite rail and adapted to be sliunted by a vehicle thereon, a source of current carried by suchl shunted portion, and a signal controlling;r line circuit itself controlled by the governing circuit.

7, In an electric signal system, the combination of a track divided `into blocks und a giverning circuit located adjacent to each end of each block', each such circuit inciluding a relay and being connected `with short sections of track both in the block and in the adjacent block, and a signal controlling line circuit, itself controlled by the goriein# ing circuit. y

8. In an electric si al system, the combi nation of a track divided into blocks, a normally closed line circuit, a governing circuit located adjacent to each end of each block, cach such circuit including a relay and short insulated sections of tracklrespectively in the block and in the adiacent block, and nieans controlled by one of said relays for opening the line circuit;

9. In an electric signal system, the combi nation, with a track divided into blocks and a track circuit and a line circuit con rolled thereby, of a governing circuit locati d acljacent the end ot' each block, said line 'circuit being controlled by one of Said governing circuits, a relay and asbort section of track included in such governing circuit, a con tact plate, and a connection between it and the track controlled by said line circuit.

10. The combination of a track divided into sections or blocks, contact plates adjacent to the opposite ends of a block, connections from said contact plates to the track openable by armatures, magnets for said armatures, circuits through these magnets, pairs of opposed magnets operating;r other armatures to open and close the circuits controlling the first mentioned magnets, circuits through these pairs of magnets connected with the trackbeyond the block for con` trolling: the connections from said contact plates to the track. v

ll. The combination with a track divided into blocks, of ji main track circuit for cach block inc'pfliidiing a portion of the track, a source of current and a relay, two contact i'ilatcs beyond the opposite ends of such block, connections between such Contact plates and the track, ma neta` for controlling such connections ani` themselves con trolled by such relay, and additional inw adapted to be engaged und operated .locomotive bc'ond one end oi the block for contrflling the connection from the contact plate ,beyond the other end of tlic block to the track.

12. The combination with u track divided, into blocks, of a main track circuit iiicluding a portion of the track, a magnet and a source ot ciirrent all arranged on a closed circuit, the source of current being adapted to be shunted by a vehicle ou such block, contact plates located beyond lhc oppo-' site ends of such block', connections from such lates to the track under the control o` such magnet, whereby tlie condition of the block may be automatically tested at such contact plato` an additional means at @216k end of cach block adapted to control the connection from the contact plate be yond the oppositecnd of that block to the track, and means whereby a moving loconiotire or car may operate such additional means;

13. The combination with a track divided into blocks, contact plates located licjyuand the opposite ends of the blocks, opcnaile conductors from such Contact plates to track, and incchaiiisi'n located on opi ends oi"` the block beyond the contact and each operatable by an upprouciiin cijuiiotirc to open such connection to ,l contact plate beyond the opijiosite end ol" the block.

14. The combination ol n truck diriilcd. into blocks, a track system .,lui'lii r tor each block a niuin circuit, with a rola line circuits, controlled by such rela contact plates, connections bctu'een tbl,` time and the track controlled by said lino circuits, and two protecting relays, on'e at nach rial o'l. the block, each controlling :auch confunction for tliecontact plate at the opposite om! olf the block. l

l5. Tlic`coinbin`ntion of a tracli divided into blocks, a track system iiicludinggii; tor each block a main circuit,` :i relay thea-olor,

y tw u tiro lino circuits controlled by uu :li-r:lay,

magnets iii such line circuits, armatures therefor, a contact plate at cach end of the block, connections between the sume und the track controlled by said armature. tiro cxposed contacts at 'each end. of the block, and tivo governing relays, each contri'illincr the line circuit uliicli controls the coiiiicctii'ui for that contact nlute which is at the opposite end of the block, *from the capos-cd cinitacts, nach governing relay inclniiingi; u pair fas Vce

of vopposed magnets and a circuit for each magnet, the two exposed contacts being each -tioned circuit.

16. The combination of a track divided into blocks, contacts beyond the ends of the blocks, mechanism operatable by a vehicle within the block for causing such contacts to give a danger signal to a locomotive engaging them, a line circuit operating on said mechanism torcausing one ot' such contacts to give a danger signal. governing circuits for said line circuits including a portion of the track, whereby the said circuits are controlled by a locomotive bet'ore it enters the block, and means whereby such locomotive may control the governing circuit after it has entered the block.l

17. The combination of a track divided intoY blocks, a main track circuit, two line circuits governed thereby, signals governed by the line circuits, and two pairs of protecting circuits. each pair governing one of the line circuits, and cach circuit of each pair being itself governed by a passing locomotive or car and acting to open or close the line circuit.

18.' The combination with a track divided into blocks, ot' mechanism at opposite ends of the blocks automatically controlled by a vehicle within the block for signally protecting the block at each end, mechanism ccntrolled by a ve'hicle beyond the end of the block and cooperating with the first mentioned mechanism for signally protecting the block at the opposite end, and means for reversing the operation of such last mentioned mechanism after the block has been entered. A

19. The combination of a track divided into blocks, a main track circuit. including a relay, conductors, a portion of the track, and a source oi current, two line circuits controlled by such relay and having two magnets, means whereby such magnets may control signals for opposite ends of the bleek, and additional means opposite each end of the block for controlling the signal at the far end. i

Q0. ln an electric 'signaling system, the combination, with a track divided into blocks, of a 'governing relay adjacent to the entrance to a bleek, including a pair of opposed magncts, circuits for said magnets including a portion ot the track, contacts connected with said circuits and with the track and adapted to be engaged by a passing vehicle, whereby the current through said circuits may be varied. one of such circuits having two of such vcontactswhere its current may he so` varied, and the other l'iavincT one of such contacts located intermediately ot the other two, such two points of variation of one of the magnets being located within block, signal giving means adjacent to t' e block, two line circuits vcontrollable by the cuits.

stallaticn including a Vmain circuit for each opposite ends of a block adapted to be rendered active. by a vehicle bridging the rails within the block, and means beyond' the iar end or the block operatable by moving vehicle thereon and adapted' to control the signal giving means to give a danger Signat at the opposite-end of the block, such means beyond the far end of the block extending also into the block and being there operatable in the reverse direction.

28. The combination with a main circuit., two relays, each relay be adapted to also control one ot" the line cuits, each relay having associated with 'it two circuits, and means whereby a passing vehicle may vary such last mentioned cir Q4. The combination with a railway divided into blocks, ota an electric signal inblocli, two line circuits controllable by if e main circuit, two governing relays, each relay lbeing adapted to also control one of line circuits, each relay luiving associated with it two circuits, each including a source ot' current, and means wherebjY a passing locomotive may short circuit such sont-ec of current.

The combination withV a railway7 divided into blocks, of a main circuit ior each block including the track oi a block, a. relay, a source ot' currentand conductors, f gff. two governing relays for each block, each governing relay including a pair ot opposed magnets and having associated with them two circuits for controlling such mag nets. means for controlling such governing circuits by' a moving vehicle, signal means, and two line circuits for controlling such signal means, both under the control ot the main relay, andv each. under' the control of one of the governing relays.

26. ln a signal system, the combination, with a track divided into blocks, ot a signal system including a main circuit for each block having a relay, two pairs governing relays for each block, each of relays haring two operating circuits, two signal controlling devices. -for eacr block, and two line circuito :for filCll blOCk fOl C011- trolling the signabcontrfolling devices, each v line circuit being under the control. of the main relay and one of the pairs of goyerning relays. l

27. 'ihe combination, with a track divided into is, of signal controllinfy means, a maia rit having a magnet an a line circuit controlled by the magnet for each block adapted to operate the signal controlling mcans,` a governing relay for each block, two circuits for controlling the governing` relay, means whereby said cucnitfS .muy b@ varied by a vehicle on the track, and means wl'ierel'iy the relay may vary the line circuit,

28, 'the combination with a traclc divided into bloc of a vehicle circuit and a track system, said system includingr a main traclt circuit, two line circuits controlled thereby extending,y throughout ,the correspondingl block and into the two adiacent blocks at opposite ends thereof, contact means conn trollcd thereby and adapted to coact with the vehicle, a governing: relay in cach of such two Iadjacent blocks, each adapted to control one ot the line circuits in addition to the control tiiereitf by the main circuit, (wo circuits `for varying-cach governingr re lay. connected across the trank at different points, and batteries in said governing cir cuits adapted to be successively chanted out by the moving vehicle.

QF). ln an electric signal system, the corn.- b ation of a railway divided into blocks, a signal means adiaccnt to one end of a bloeit, and a; 4governing relay adjacent to the other end oit the bloeit to vary such signal means, said relay hanging a pair of opposed magnets, and two circuits lor operating them, each ot srch two circuits heini: adapted lo be controlled by a passing vehicle. i

Piu. l'n an electric signal system, the com hination of a railway divided into blocks` a signal means adiacent to one end Iof a block, and a protecting relay adjacent to the other end of the block, and circuits? controlled thereby adapted to vary such signal means, said relay having,r a pair of opposed ma;- nets, md two circuits for operating them, each ol` such two circuits heine adapted to he controlled by a passing` vehicle. one of such circuits having two points of control on opposite sides of the control point of the otl'ier circuit, whereby a 'passing locomo 'tivo may operate first one circuit, then the other, then the first circuit.

3i. 'The combination with a railway di vided into blocks. ota main circuit, signal means at one end of the block, a governing device at the other end of the block. a line circuit controlled by said main circuit and. governing device and extending therefrom beyond the opposite. end of the adjacent Liss-'rra block, whereby the governing device can control the signal means at the far end of the block, such governing device including a pair o t' opposed magnets anda controlling contact member, and two circuits for controlling said matncts lo cause opposite deflections of the contact member controlled therel'iy.

The combination, with a railway divided into blocks, of a main circuit includa magnet, signalcontrollin;y means contrailed thereby and a governing device 4also controlling the signal-controlling means, such governing device including a pair of opposed magnets and a contact member, and two circuits for controllingr said magnets to canse opposite deliections of said lcontact member controlled thereby, one of said circuit-s having,r means whereby it may he coi'ifrollcd by a passing locomotive and the other of said circuits having two contact means adapted ,to be engaged by a passinn,r locomotiveto alfect the circuit, said two means being vlocated cn opposite ends ot the first means, and one ot' said two means being within a block adjacent to the .block occupied by the rest of said means.

In an electric siilnal system, the cornbinaton of a track divided into blocks, a governing circuit located adiacent to the cud of a bloei( and connected with short exposed contact member of a rail, one within the block and one bevond the block and also connected with the other frail` such members beine' adapted to ube connected by a passing `vehicle with such other ail, a source offcurrent shunted when such' members are so 4connected -with the other rail, and signal giving means controlled by the governing circui 34. ln an electric simial system. the combination of a tracir divided info blocks. a relay associated with each block comprising a pair of magnets, a circuit for each mailnct, a, battery for cach circuit` and means adiaccnt to the end oi a block connected with such circuits and adapted to he engaged by a vehicle` whereby each hat terv may be short-circuited by a passing vehicle.

ln an electric signal system, the combination of track rails, a main circuit.. contact plates. connections from the contact plates to the rails which are under control of the main circuit, a governing relay also lcontrolliner one of such connections, and two circuits for operating, the relay, said circuits being connected to different sections of the track rails.

36. In an electric signal system, the combination of track rails a main circuit, contact plates adapted to be engaged bv means on a locomotive, connections from the contact plates to rails which connections are under control of the main circuit, a protecting relay also controlling such connections, two circuits for operating the relay in opposite directions` a source of current in each of said vtwo circuits, said circuits having connections at different points` along the track whereby a passing locomotive or car may short-circuit such sources of current successively.

.37. In an electric signal system, thecombination of track rails, a main circuit, contact plates/adapted to be engaged by means on a lccomotive, connections from the contact plates to the rails which connections are under control of the main circuit, a protecting relay also controlling?l such connections, two circuits for operating the relay in opposite directions, a source of current in each of said two circuits, said circuits having connections at different points along the track whereby a passing locomotive or car may short-circuit such sources of current successively, one Aof said two circuits having two places whereby it may be short-circuited, the place for short-circuiting the ether circuit coming, between the two places mentioned.

In an electric signal system, the combination of a normally closed main circuit for each block, two line circuits for each block controlled bythe conditions of the main circuit and each extending over into the adjacent blocks, a governing relay for each line circuit, and means whereby a locomotive may actuate the governing relay before entering a block.

39. In an electric signal system, the combination of a main circuit, two line circuits controlled by the main circuit, a governing relay for each line circuit, two circuits for each governing relay, and means along the trackway engaged by an approaching locomotive connected with said last. mentloned circuits.

41. In an electric signal system, the coml bination, with a main circuit and line' c1rcuits controlled thereby, of a governing relay for controlling one of the line circuits and having two opposedmagnets, means on the trackway whereby the vehicle may shortcircuit one of said magnets, and two means on the trackway straddling the means first mentioned and enabling,y the locomotive to short-circuit the other magnet.

42. In an electric signal system, ar governing relay adjacent to the end Aof each block, said relay having two magnets, and two means before the entrance to the block for controlling the magnets, respectively, and one' means after the entrance to the block for controlling one of said magnets.

43. In an electric signal system, the com bination, with a main circuit, of a line cir cuit controlled thereby, a governing relay for controlling,r the line circuit, and means whereby a vehicle approaching and entering;` the block corr-espendingy to the main circuit may operate the governing relay iirst in one direction, then in the other direction, and

then after entering the block operate it in the first direction. I

44..'I`he combination, with a traclz dit Vfvided into blocks, of a main circuit and magnet and a line circuit governed thereby .fer each block, a governing'relay for controlling the line circuit, track connections for controlling the relay, said track connections being located atA three points, two or them in advance of each block and one with in the block.

45. In an electric signal system, the combination, with asl track divided into blocks, of suitable circuits and magnets and means operated thereby to give an indication, n. governing relay for governing the condition of said circuits for each block and three track arrangements for operating,r the relay, two of such arrangements having Contact members located in advance of the block whose circuits the relay governs and the third having a contact member located within such block.

46.*The combination, with a railway di vided into blocks and suitable signal devices and circuits, of a governing relay for governing one of such circuits and having-a pair of opposed magnets, circuits and batteries for said magnets, means whereby the wheels and axles of a vehicle may short-circuit one of said magnets, and two means whereby the wheels and `avles of a vehicle may short-circuit the other magnetsaid two means being located one in front of and the other behind the means first mentioned. In testimony. whereof, I hereunto affix my signature in the presence of two witnesses.

ELMER M. Jones.

Witnesses:

R. M. WALKER, B. F. MARKERT.

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