US1141147A - Railway signal apparatus. - Google Patents

Description

C. F. RUMOLD.

RAILWAY SIGNAL APPARATUS.

APPLICATION FILED AUG.12, I913.

Patented June 1, 1915.

5 SHEETS-SHEET I.

Fig 1.1.

THE NORRIS PETERS 60., F'HOTG-LITHO. WASHINGTON, D. C

C. F. RUMOLD.

RAILWAY SIGNAL APPARATUS.

APPLICATION FILED AUG. 12. i913.

1 1%1 1 W? Patented June 1, 1915.

5 SHEETS-SHEEI 2.

' m lk 9 j Fig. 2

12 5 A A I \7] J j 4/ C. F. RUMOLD.

RAILWAY SIGNAL APPARATUS.

APPLICATION FILED AUG. 12. I913.

Patented June 1, 1915.

5 SHEETSSHEET 3- witnetzie 70 C. F. RUMOLD.

RAILWAY SIGNAL APPARATUS.

APPLICATION FILED AUG. 12. l9l3- LMLM% Patented J11 1915.

5 SHEETS T 4.

SV MM/ C. F. RUMOLD.

RAILWAY SIGNAL APPARATUS.

APPLICATION FILED AUG. 12, 1913.

1 9 1 1 1 Patented June 1, 1915.

5 SHEETS-SHEET 5.

THE. NORRIS PETERS 60.. PHOTG-LITHCL, WASHINGTON, D c

CHRISTIAN F. EUMOLD, OF BEBEA, KENTUCKY.

RAILWAY SIGNAL APPARATUS.

Littlest.

' Application filed. August 12, 1913.

To all whom it may concern Be it known that I, CHRISTIAN F. Borrow, a citizen of the UIlll'BCl States, resldlng at Berea, in the county of Madison and State t. of Kentucky, have invented certain new and s or other conditions of safety, and with a correspondingly greater certainty of a prompt signal under conditions of danger.

A further object is to insure that the failme of any battery or other part of the mechanism will make itself known immediately and automatically.

My invention consists in the parts and in the details of construction and arrangement of parts as will hereinafter be more fully described and claimed.

In the drawing: Figure 1 is a diagram of the arrangement of block signals for a single track, according to my invention. Fig. 2 is a similar diagram of the arrangement of the signals in connection with a turn-out and its switch. Fig. 3 is a similar diagram of the arrangement of the signals in connection with double track and a crossover and its switches. Fig. i is a similar diagram of the arrangement of the signals in connection with intersecting tracks. Fig. 5 is a diagram similar to Fig. 1, but showing how additional signaling apparatus is provided to guard against accidents at some particularly dangerous place alongv the track such as the sharp curve represented; this diagram also shows how the various apparatus may be connected in multiple and the current supplied by a dynamo electric machine.

Referring to Fig. 1, the single track, comprising the rails 1 and 2, is divided into blocks A, B, C, D, E, F and G, which may be of any convenient length, from several hundred feet to several miles. The rails 1 and 2 are insulated from each other eX- cept such conduction as is incident to wooden ties, and the blocks above designated are defined by suitable insulations 3 and 4, which divide the rails l and 2, re

Specification of Letters Patent.

Patented June it, 1915.

Serial No. 784,392.

spectively, into series of continuous conductors running the length of the respective blocks, but insulated from each other, as well as from the respective rails of the other blocks. The rails at each side of the track in each block may be made electrically continuous by any suitable bonding means.

Near the end of each block, on one side of the track, is the signal apparatus 5 and near the end of each block on the left hand side of the track is the apparatus 6. My system involves the use of some form of electro-magnetic motive apparatus to. actuate the signal, and the motor 5 or 6 represents said apparatus, whether it be a motor designed for continuous rotation or some other form of electro-magnetically actuated motive apparatus. Likewise, each motor 5 and 6 is provided with a battery 7 and 8, respectively, which represents some form of electric current source, and may be a local battery of any suitable form, or may be some form of dynamo-elctric machine, either local or at a central station or substation. The localization of the batteries 7 and 8 with respective ones of the motors '5 and 6 simplifies the diagram, but it will be understood that it is necessary only that individual current supply be provided for each motor, and this may be eifected by means of individual circuits leading from a central sourceof supply to the various motors along the line. In some cases the provision of individual batteries for the motors may be preferable. In any event, the supply of current from the sources 7 and 8 to the respective motors 5 and 6 is under the control of the relays 9 and 10 provided for the motors individually. As herein illustrated, each relay 9 has two coils 11 and 12 and each relay 10 has two coils 13 and 1e preferably wound in the same direction. The relay is so adjusted that when either of its coils is deenergized the motor circuit is open, and the torque manifested on the motor shaft or other operative part of the motive apparatus ceases. The armature or other resistance of the motive apparatus, and the voltage of the battery 7 or 8, may be relatively high, to avoid overheating while exerting the torque against the stationary resistance.

As I have illustrated my invention, and as I prefer to install it, a condition in any certain block will be signaled at the farther the apparatus located,

'be designated BC? of relatively low reslstance, are provided,

, and21 therelay 15 will be energized.

on account of lack of space,

a conductor 19, battery 20 ends of the next adjacent two blocks in both directions along the track. Thus a condition in. block D of Fig. 1 will be signaled by 7 respectively, at the farther end of the block (land at the farther end of the block B, and this apparatus will and A13 respectively, for convenience of reference. Also this condition in block D will be signaled at the tar-- ther ends of the blocks E and F, by the apparatus 6,thereat, respectively, and which apparatus forconvenience of reference will be designated EF and FG respectively. Toaccomplishthis, an arrangement of relays-isfprovided for each block, and controlling circuits that include coils of the relays 9and 10, respectively, of the apparatus .5 and .6, lyingin the respective directions along the track. For sake of clearness, and only the relay arrangement for block B is shown in Fig. 1, but conductors leading from the signal apparatus of other blocks to other relay arrangementsare indicated, as will be later described. Thus, two relays 15 and 16, of relatively high resistance, and a third relay 17,

for eachblock. The relay 15 has one end of its coil connected by a conductor-18 to the raill at the endof the block D adjacent to the block C, and the other end of the coil of this relay 15 is connected through to the rail 1 at the other end of the block D adjacent to the block E. Thus a circuit is made including the entire length of the rail 1 within the block D along with the coil of the relay '15 and with the battery 20, and as longas the rail 1 forms a continuous conductoralongrwith the other conductors 18, 19

The relay 16 has one end of its coil connectedby a conductor 22 to the rail 2 at the end of block Dxadjacent to the block C, and theother end of the coil of this relay 16 is connected by a conductor 23 through a battery 24 and a conductor 25 to the rail 2 at the other end of the block block E. Thus the entire length of the rail with the coil of the relay 16 and the battery- 24, and as long as this rail 2 forms a continuous conductor along with the other conductors 22. 23 and 25the relay 16 will be 2 within the block D forms a circuit along energized.

The third relay 17 has one end of its coil connected by a conductor 26 to the conduc tor 19 of the relay 15 and battery 20, and has the other end of its coil connected by a conductor27 to the conductor 23 of the relay 1.6 and battery 24. The batteries 20 and 24 are so arranged intheir respective circuits that when a circuit is completed through both of them by way ofthe coil of the relay 17, positive @d negative poles of the respecand conductor 21 i D adjacent to the tive batteries will be connected, and the aggregate out-put of the two batteries will thus be obtained in this circuit.

By the above arrangement, if the two rails l and 2 in the block D become electrically connected, the aggregate current of the two batteries 20 and 24 will flow through the circuit of lesser resistance around the coils of the relay 17, so that the currents of the respective batteries 20 and 24 through the coils of the relays 15 and 16, theretofore flowing, will be reduced almost to nil, and the relays 15 and 16 will be practically deenergized, while the relay 17 will be strongly energized by the aggregate current of the batteries 20 and 24.

The levers of these three relays 15, 17 and 16 are in series, in the order mentioned, in a circuit that includes coils of the relays 9 of the apparatus BC and A13 and of the relays 10 of the apparatus EF and FG. The connections in this circuit are so made that the levers of the relays l5 and 16 keep the circuit closed as long as these relays 15 and. 16 are energized, but so that the lover of the relay 17 keeps the circuit closed only when this relay 17 is deenergized. Being in series, the breaking of contact by any one of these levers opens circuit and deenergizes the respective relays 9 and 10, which in turn allow the circuits of the apparatus'BC and A13 and EF" and FG to open, eliminating the torque on the motive parts of the apparatus. The circuit, controlled by the relays 15, 17 and 16, includes the battery or other current source 28, which energizes the relays 9 and 10 when the circuit is closed by all of the relays 15, 17 and 16 having their levers making contact. Under these conditions, thus provided by my invention, a break in either rail 1 or 2 of the block D will deenergize either the relay 15 or the relay 16, respectively. The circuit controlled by these relays and supplied by the battery 28 will open, and the torque on the signal apparatus at the farther ends of the adjacent two blocks will be removed and the signal device will be allowed to assume a position indicating danger. Also, if :1. ve hicle or any other obstruction within block D forms electrical connection between the two rails 1 and 2, a strong current will be caused to flow through the coils of the relay 17 energizing it and opening the circuit at this point, with the same result, 0., relieving the torque on the signal apparatus and Not only will the actual breakage of the rail or the actual presence of obstruction in block D cause the display of the danger signal at the ends of the other blocks, but any breakage in the conductors connected to the relays 15 and 16 will cause a warning to be given by the signal apparatus. Thus, the contingency of there being an obstruction in block D, accompanied with failure of one of the conductors leading to a single rail, thus failing to signal the danger, is avoided. It will be seen that the breakage of one of the conductors forming the circuit through the relay 17, such as the conductors 21 and 25, would result in a failure of the relay 17 to operate and signal the presence of the obstruction; but this breakage of either of these conductors would deenergize either the relay 15 or 16, and the danger signals would be displayed, nevertheless.

From the above description it will be seen that when the vehicle is proceeding along the block A and there is a condition of danger in the block D, the vehicle will receive a signal by the apparatus A13 but should it have reached the block B before the condition of danger exists in block D, the vehicle will still receive a signal from the apparatus BC- while it is still the entire length of the block C from block D. In the first instance it would have had the entire length of block B and C for stoppage after the signal was received.

A vehicle traveling away from block D in block E will receive a signal of any condition of danger in block D through apparatus EE and if it has reached block E, before the danger exists in block D, it will still receive a signal from the apparatus EDT. This signaling of danger at the rear of the vehicle is important when another vehicle is following, preventing rear-end collision. The vehicle following will of course receive the signals showing the presence of the vehicle running ahead.

By means of the double coils 11 and 12 of the relays 9, and 13 and 14: of the relays 10, each two adjacent relays along the line, on the same side, are included in a circuit with another two relays adjacent along the line on the other side of the track, with two relays, adjacent to each other along the track, intervening on each side of the track, these intervening ones being connected in two other circuits, respectively, on the two sides of the track. Thus each relay is in circuit with the relays adjacent to it in both directions along the track, but by means of distinct coils, maintaining the circuits distinct, so that the circuits are controlled by different blocks. Thus the relay 9 of apparatus BC is in circuit with the relay 9 of apparatus A13 and controlled by the relays 15, 17 and 16 of block D as fully illustrated;

but it is also in circuit with the relay 9 of apparatus CD and this circuit would be controlled through the circuit 29 by relays similar to those of block D, but connected to the rails of block E through conductors 30. Similarly, the relays 10 of apparatus EF and FG are in circuit and controlled by the relays 15, 17 and 16 along with the relays 9 of the apparatus AB and BC; but relay 10 of apparatus with the relay 10 of apparatus DE and would be controlled through a circuit 31 by relays similar to the relays 15, 17 and 16, but connected with the rails of block C by the conductors 32. This arrangement is continuous along the two sides of the track in opposite directions on respective sides, so that each block along the track is connected to the signal devices at the respective farther entrances of the two blocks adja' cent in either direction along the track, with the apparatus on the right indicating the condition in this block to a vehicle approaching in either direction and the apparatus on the left indicating the condition in this block to a vehicle running away from the block in either direction.

In Fig. 2 is illustrated how an ordinary turn-out from the main line is included as a separate block of the mainline, so that if the switch is open, or a vehicle is left on the turn-out or siding, or not in the clear, danger signals will be given at the farther ends of the adjacent two blocks in both di rections. toward the side of the track having the rail 1, and the turn-out rail 34 is continuous with the rail 1 of the main line and a point rail 35 is brought up thereto, at the same time drawing the other point rail the rail 2 of the main line, thus allowing the vehicle to pass along the main line. This point rail 36 is continuous with the other rail 37 of the turn-out or siding, which rail 37 crosses the rail 1 of the main line by means of a frog 38, and is insulated at both sides of the frog 38 by suitable insulating means 39, while a conductor d0 makes it electrically continuous around the frog 38. These rails 34 and 37 of the insulators 41 and 12 placed at such a point that if a vehicle is so close to the main line that it will not be in the clear on this siding it will extend over these two insulators 41 and a2 and electrically connect the rails 34- and 37 within this block thus defined by these insulators. move with the point rails 35 and 36,-and is included as a part of the conductor 21 that connects from the rail 1 at one end of the block through the battery 20 and conductor 19 toone end of the coil of the relay 15. This lever 43 is so arranged that as long as the switch is thrown to allow the vehicle to proceed along the main line the circuit will EF is also in circuit i As here shown, the turnout 38 is i- 36 away from g are provided with A lever 4-3 is made to be closed. The rail 34, being continuous with the rail 1, will also form part of this circuit for purposes of connecting with the other rail 37 of the siding to signal an obstruction on the siding, as before mentioned. The other conductor 18, for the relay 15, leads from the rail 1 at the extreme other end of the block as before described in connection with Fig. 1, and the conductor 22 leads from the rail 2 at that end of the block w to the relay 16, while the other. conductor,

' nection 44 with the rail connecting through the battery 24 and conductor 23 to the relay 16, leads to the rail 2 at the other end of the block as in Fig. 1. The rail 37 of the siding has electrical con- 2 of the main line and its point rail 36 is insulated from the lever43 bythe mounting 45 of the lever. It will be seen that the relay 17 will be operated by. the connection of rails 1 and 2 or by connection of rails 34 and 37 of the siding.

he signal apparatus 5 and 6 for the respective blocks are the same as described in into blocks A, B, C, DD

connection with Fig. 1 and the adjacent ocks are designated A, B and C and E, F and G, as in Fig. 1 while the block set apart for the switch or turn-out is designated DS. Signals of the condition of the switch and turn out will thus be given to approaching vehicles by apparatus AB and C in one direction and by apparatus EF and F G in the other direction.

Fig. 3 illustrates the arrangement of my apparatus with double track and a cross over from one track to the other. It will be assumed that the vehicles run from top to bottom of the figure on the first track represented at the left, and this track is divided E, F, and G, the section DD being set apart for the crossover. 7 On the other track, on which the vehicles run in the opposite direction, the blocks are, reading from bottom to top or" the figure, H, J, K, LL, M, N, and O, the block LL being the one that includes the cross-over Where it leads from this track.

n account of lack of space, the tracks in the regions of the blocks DD and LL are shown close together, but in the regions of the other blocks are shown far enough apart to admit the parts of the diagram illustrating the signal apparatus along the inner sides of the two tracks.

All of the blocks, including the crossover blocks DD and LL, are similar to those of Figs. 1 and 2, each with rails 1 and 2 separated by insulators 3 and 4, respectively, and provided with the signal apparatus 5 and 6 adjacent to the rails of each track, respectively. Each track has its independent series of signal apparatus arranged along in the blocks as has been described in connection with Fig. 1, and this apparatus, shown in Fig. 3 for the two blocks next adjacent to the crossover block in each direction and on each track, as at AB, BC, GF and F Gr, for the first track and at HJ, J K, ON and MN, for the other track, are all connected through one of the coils of the relay 9 or 10 of each signal apparatus with apparatus of other blocks, not shown, in the manner that has been described in connection withFig. 1. Thus, each block DD and LL have these connections, making the signal system for each of the two tracks independent, but these connections are not shown here, it being merely the purpose to show how the cross-over, as distinguished from the main track in the cross-over blocks, is provided with signal apparatus. This cross-over comprises the two rails 46 and 47, the rail 46 being mechanically continuous with the rail 1 of the block LL and the rail 47 being mechanically continuous with the rail 2 of the block DD. The rail 47 has the insulator 48 interposed close to its junction with said rail '1, and the rail 47 has the insulator. 49 interposed close to its junction with the rail 2 of the other track. Where said cross-over rails 46 and 47 cross the rails 2 and 1 of the two tracks, they have frogs 50 and 51, respectively. The frog 50 is flanked by insulators 52 and 52 and the frog 51 by insulators 54 and 55, so that the rails 46 and 47 are insulated from the rails 2 and l which they cross. The rail 46 is made electrically continuous around the frog 50 by a conductor 56 and the rail 47 is made similarly continuous around the frog 51 by a conductor 57. The rail 46 terminates in the block DD with a point rail 58, which may be brought up against the rail 1 and is insulated from, but mechanically connects by a bar 59 with the point rail 60, so as to draw said point rail 60 away from the continuous rails 2 and 47, to allow a vehicle to pass over toward the other track. Connected to the bar 59 is a lever 61, on an insulating mounting 62 so as to be properly insulated from the point rail 60, but connected to the point rail 58 by a conductor 63. At the other end of the cross over, in the block LL, the rail 47 terminates in a point rail 64, which may be brought up against the rail 2 of the block LL and is insulated from but connected by a bar 65 with the other point rail 66, to draw the point rail 66 away from the continuous rails 1 and 46 at the other side of the track, so that a vehicle may pass over toward the other track. A lever 67 is shifted with these point rails, having an insulating mounting 68 so that it is properly insulated from the point rail 64, and so arranged that when the point rails 64 and 66 are shifted to allow the vehicle to pass along the block LL, this lever 67 will make electrical contact with a con ductor 69, which is connected to the rail 46, beyond the insulator 48 from this switch. One end of the coil of the relay 15 is connected by the conductor 19, through the bata tery 20 and the conductor 21, to the lever 67" in the block LL. The other end of the coil of the relay 15 has the conductor 18 leading up to the other end of the block DD to the lever 61, which lever is so arranged that when the point rails 58 and 60 are shifted to allow the vehicle to pass straight along the block DD, this lever 61 will make electrical contact with this conductor 18. One end of the coil of the relay 16 is connected by the conductor 22 with the cross-over rail 17, beyond the insulator 19 from the switch in the block DD. The other end of the coil of the relay 16 is connected by the conductor 23, through the battery 21 and the conductor 25, to the point rail 61 of the switch in the block LL. Thus, the normal circuit in which the coil of the relay 15 is included is by the way of the conductor 18 to the lever 61, through the conductor 63 to the crossover rail 16, therealong to the conductor 69, through the lever 67, and from there through the conductor 21, battery 20, and conductor 19, back to the relay 15. Similarly, the normal circuit of the relay 16 is by the way of the conductor 22 to the rail 17 beyond the insulator 19 from the switch in the block DD, along said rail 17 to its point rail 61 in the other block LL, and from there through the conductor 25, battery 21, and conductor 28, back to the relay 16. If a vehicle or other obstruction occupy the cross-over electrically connecting the two rails 16 and 17, the aggregate current of the batteries 20 and 21 will flow through the relay 17 by the way of the conductors 26 and 27,'as previously described in connection with Figs. 1 and 2. If either of the rails 16 and 57 be broken, or if any of the conductors connecting them to their respective relays 15 and 16 be broken, the respective relay will be deenergized. Accordingly, a breakage of either circuit by breaking contact on throwing either switch and shifting of the. lever 61 or lever 67, will cause the respective relay 15 or 16 to be deenergized. In any case, either by energizing the relay 17 at the expense of the relays 15 and 16, or by the deenergization of either relay 15 or 1.6, signals will be given by the signal apparatus A13 and EU and GF and FE on the one track, and by the apparatus III and JK and 0N and MN of the other track. It will thus be seen that if either switch of the cross-over be thrown to permit a vehicle to pass over to the other track from that on which it is traveling, the signals will be given in the other blocks, as has been described. It will be noted that, even though, for instance, merely the switch in the block LL be left open, the danger signal will be given to vehicles approaching from either direction toward the block DD on the other track, where the switch is in I beginning of the block T proper position and will not itself result in disaster to the vehicle running in block DD. This precaution is as it should be, since a vehicle running in block LL and being diverted over to the other track will be a menace to any vehicle running on the other track in'the block DD, owing to 1iability of collision of the two vehicles at the cross-over.

In Fig. 1 the intersection frog X is insulated by means of the insulators 7 0 from all the rest of the two intersecting tracks. The rails 1 and 2- of the track represented as running from top to bottom of the figure are made continuous around the insulated frog X by conductors '71 and 72, respectively, while the rails 1 and 2 of the other track are insulated around the frog by conductors 73 and 71, respectively. Insulators 3 and 1 divide the two tracks into blocks, those blocks of the track running from top to bottom being designated A, B, C, at one side of the intersection and D, F, and G at the other side. Those of the other side are designated P, Q; and It at one side of the intersection and S, T and U at the other side, the first described track has the block DX set apart between the blocks C and E to include the intersection and the other track has the block VX similarly set apart between the blocks R and S. The blocks DX and VX have their rails 1 and 2 and 2 and 1 connected in series through conductors 7 5 and 75, respectively, and are provided with a set of relays 15, 16 and 17, with the corresponding connections and batteries as de scribed in connection with Fig. 1, and these relays control the signal apparatus of both tracks. It will thus be seen that a vehicle occupying either the intersection block DX or the intersection block VX will cause a signal to a vehicle approaching on either track at the beginning of the block Q, and of the block R in one direction, and at the and of the block S in the other direction, on one track, or at the beginning'of the block B and of the block C in one direction and at the beginning of the block F and the block E in the other direction on the other track, as the case may be. The other coils of the relays 9 and 10 of the respective signal apparatus are connected to the apparatus by continuing blocks along the respective intersecting lines in the manner described in connection with Fig. 1.

The arrangement shown in Fig. 5 represents the various blocks A, B, C, D, E, F and G, provided with signaling apparatus with motors 5 and 6 at their junctions as in Fig. 1. Instead of the batteries 7, 8, 20, '21 and 28, however, leads 76 and 77, from a dynamo electric machine 78, have the various apparatus connected to them in multiple, as will be described later.

- 50 77 through'conductors 91 and 92,

Additional signal apparatus with motors 79 and 80 are provided at the approaches to the sharp curve in the block D in either direetion on opposite sides of the track. These motors 79 and 80 are controlled by relays 81 and 82, respectively, and the current through the coils of the relays is under the control of the relays 15, 16 and 17 of this block D, in which this extra signal appa- 'ratus is located. Therefore, when a vehicle 83 enters block D, electrically connecting the rails l and 2 thereof, a circuit will be closed through the coil of the relay 17 and the motors 79 and 80 will be deprived of their current and will display danger signals to thevehicle as it approaches the sharp curve in either direction.

' provision may be madefor any dangerous part of the track where it is desired that 20 the vehicle should slow down in passing the place or come to a full stop before passing the place. Such places may be grade crossings, track intersections, unsafe bridges, or other unsafe parts of the track where it may be desired to compel precaution in running over such parts of thetrack.

The motors 5 and 6, opposite to each other at each block'intersection, have a conductor 84, in common, from the'lead 76, connected to corresponding brushes ofthe two motors,

- while the other brush of each motor is connected tothe contact point of the relay 9 or 10, respectively. The contact bars of the relays 9 and 10 are connected to the other -lead '77 by conductors 85 and 86 respectively. Thus through these conductors 84, 85 and 86, connected to the leads, the dynamo Fig. 1. V t

40 Each circuit in which coils of relays 9 and 10 are included receives current from the leads 76 and 77, through conductors 87 and 88, 89 and 90. Thus, by means of the conductors 87, 88, 89 and 90, the dynamo 78 I supplants the battery 28-of Fig. 1. The circuits including the coils of the relays 15, 16 and 17, and also including the rails 1 and 2 of the track as hereinbefore described, here receive their current from the leads 76 and whereby the dynamo 78 supplants the batteries 20 and 24 of Fig. 1.

It'willjbe understood that such an arrangement is applicable with the other cases such as exemplified in Figs. 2, 3 and 4:. This arrangement will be found especially convenient where current is supplied along the line from a central or sub-station as in electric railroad work.

7 The motors 79 and 80, of the extra si nalb mg apparatus shown, have a conductor 93,

in common, connected to the lead 76; the conductors 94 and lead from the motors 79 and 80 to their respective relays 81 and v 65 82 for the contact bars of the relays to make siderably to 78 supplants the batteries '7 and 8 of given as examples of the application of my invention, but

or break connection with; and conductors 96 and 97 connect the contact bars of the relays 81 and 82 with the leads 76 and 77, respectively. Since these extra apparatus are peculiar to the particular region of the track where they are provided, they are merely placed in series with each other and with relays 9 of apparatus A13 and BC and the relays 10 of the apparatus GF and FE, so that these relays 81 and 82 need have but one coil each, as indicated. Thus, one end of the coil of relay 81 is connected to an end of the coil of the relay 82 by the conductor 98, and the other ends of the coils areconnected to conductors 99 and 100, respectively which cut into the circuit of the relays 9 and 10 of the other apparatus, which circuit also includes the contact bars of the relays 15, 16 and 17, with the result that this extra apparatus is operated in unison with the regular apparatus as above described.

The above examples illustrate how my invention is applied to the various track arrangements, and it will be understood that the details of the apparatus may vary conadapt the system to particular conditions. Wherever batteries are referred to, it will be understoodthat current derived from any other generating source, such as a dynamo, may be used; and also that the relays referred to may be of any desired construction, or may be represented by any suit able electrically operated switches or cutouts, according to the strength of current and other conditions to be met with in any particular installations.

In view of the foregoing I do not wish to be understood as being limited to the precise illustrations and description herein What I claim as new and desire to secure by Letters Patent is:

1. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block,

electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, three separate electro-magnetic means controlling current supply to the aforesaid means, one of these three means being in a circuit including one rail of one of the blocks substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail to the other rail of-said block, the first and second ones 139 of these means being normally energized but the third one of these means being normally denergized, and becoming energized on the connection of said two rails together, any one of these three means being alone capable of affecting the motor-apparatus-controlling means, and a source of current for the respective electro-magnetic means.

2. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, three separate electro-magnetic means controlling current supply to the aforesaid means, one of these three means being in a circuit including one rail of one of the blocks substantially from one end of the block to the other, and another oi these means being likewise in a circuit with the other rail of said block, and the third one of these means being in circuit depending for completion upon electrical connection of the one rail to the other rail of said block, this last means being of lower resistance than the first and second ones of these means and being normally deenergized while the first and second of these means are normally energized, and, upon connection of said two rails together, current being shunted from said first and second means to this last means of lower resistance and thereby energizing it, any one of these three means being capable of affecting the motor-apparatus-controlling means, and a source of current for the respective electro-magnetic means.

3. In railway signal apparatus the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, a set of three sepa rate electro-magnetic means to each block controlling current supply to the aforesaid means of some other block, one of these three means being in a circuit including one rail of one of the blocks substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other railof said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail to the other rail of said block, the first and second ones of these means being normally energized but the third one of these means being normally denergized and becoming energized on the connection of said two rails together, any one of these three means being alone capable of aiiecting the respective motor-apparatus controlling means, and a source of current for the respective electro-magnetic means.

l. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization or deenergization of the means, a set of three separate electro-magnetic means to each block, controlling current supply to the aforesaid means of an adjacent block, one of these three means being in a circuit including one rail of one of the blocks substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail to the other rail of said block, the first and second ones of these means being normally energized, but the third one of these means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being alone capable of afi ecting the respective-motorapparatus-controlling means, and a source of current for the respective electromagnetic means.

5. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, three separate electro-magnetic means to each block controlling current supply to the aforesaid means of two next adjacent blocks, one of these three means being in circuit including one rail of the block substantially from one end of the block to the other, and another oi these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connec tion of the one rail to the other rail of said block, the first and second ones of these means being normally energized but the third one of these means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being alone capable of afiecting the respective motor-apparatuslated' from each blocks, of motor apparatus for each block,

gization and deenergization of the means,

three separate electro-magnetic means to each block, controlling current supply to the aforesaid means of an adjacent block in each direction along the track, one of these'three means being'in a circuit including one rail ofthe block substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and'the third one of these means being in a circuit depending for completion upon electrical connection of the .one rail to the other rail of said'block, the first and second ones of these means being normally energized but the third one of these meansbeing normally deenergizedv and becoming energized on the connection of said two rails together, any one of these three means being alone capable of affecting the respective motor-apparatus-controlling means, and a source of current for the respective electro-magnetic means.

7. Inrailway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insuother, thereby forming electro-magnetic means 'for controlling the motor apparatus by energizatlon and deenergization of the means, three separate electro-magnetic means to each block, controlling current supply to the aforesaid means of the next two adjacent of said blocks in each direction along the track, one of these three means being in a circuit including one rail of the block substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection ofthe one rail to the other rail of said block, the first and second ones of these means being normally energized but the third one of these means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being alone capable of alfecting the respective motor-apparatuscontrolling means, and a source of current for the respective electro-magnetic means.

8. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, three separate electro-magnetic means to each block, controlling current supply to a respective one of the aforesaid means, one of these three means being in a circuit including one rail of the block substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail to the other rail of said block, the first and second ones of these means being normally e11- ergized but the third one of these means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being alone capable of affecting the respective motor-apparatus-controlling means, a source of current for the respective electromagnetic means, each motor-apparatus-controlling means having two coils, one coil being in series with one of the coils of the corresponding means adjacent along the track in one direction and the other coil being in series with one of the coils of the corresponding means adjacent along the track in the other direction, each two coils thus in series being in a circuit affected by the set of another block than the one to which said motor apparatus-controlling means belongs.

9. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively di ided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, three separate electro-magnetic means to each block, controlling current supply to the aforesaid means of adjacent blocks in each direction along the track on opposite sides of the track in the respective directions, one of these three means being in a circuit including one rail of the block substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail of said block to the other rail of said block, the first and second ones of those means being normally energized, but the third one of the means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being capable of aifecting the respective motor-apparatuscontrolling means, and a source of current for the respective electro-magnetic means.

10. In railway signal apparatus, the combination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, three separate electro-magnetic means to each block, controlling current supply to the aforesaid motor-apparatus-controlling means of two next adjacent blocks in each direction along the track and on opposite sides of the track in the respective directions, one of these three means being in a circuit including one rail of the block substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail of said block to the other rail of said block, the first and second ones of these means being normally energized, but the third one of these means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being capable of affecting the respective motor-apparatuscontrolling means, and a source of current for the respective electro-magnetic means.

11. In railway signal apparatus, the com bination with rails of a track substantially electrically insulated from each other, and respectively divided into sections longitudinally of the rails, said sections being insulated from each other, thereby forming blocks, of motor apparatus for each block, electro-magnetic means for controlling the motor apparatus by energization and deenergization of the means, a set of three separate electro-magnetic means to each block, controlling current supply to a respective one of the aforesaid means, one of these means being in a circuit including one rail of the block substantially from one end of the block to the other, and another of these means being likewise in a circuit with the other rail of said block, and the third one of these means being in a circuit depending for completion upon electrical connection of the one rail of said block to the other rail of said block, the first and second ones of these means being normally energized, but the third one of these means being normally deenergized and becoming energized on the connection of said two rails together, any one of these three means being capable of afiecting the respective motorapparatus-controlling means, the aforesaid set of means of each block affecting the motor controlling apparatus of the next two adjacent blocks along the track in either direction and on opposite sides of the track in the respective directions, each of said motor apparatus controlling means having two coils, one of said coils being in series with one of the coils of the corresponding means next adjacent in one direction along the track and the other coil being in series with one of the coils of the corresponding means next adjacent in the other direction, each two coils thus in series being in circuit for control by the set of the block as aforesaid, and in circuit with the two coils of said motor-apparatns-controlling means in the other direction from said block on the other side of the track.

CHRISTIAN F. RUMOLD. Witnesses:

RALPH RIGBY, GEO. G. DICK.

copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G."

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