US1158143A - Electric signaling system. - Google Patents

Description

c; P. NACHOD.

ELECTRIC SIGNALING SYSTEM.

APPLICATION 'FILED QCT. 13. I908.

Patented 00 0.26, 1915.

3 SHEETS-SHEET 1.

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amounts- C. P. NACHOD.

ELECTRIC SIGNALING SYSTEM.

APPLICATION FILED 0CT.I3.1908.

Patented Oct. 26,1915.

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CARL P. NACHOD,OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO NACHOD SIGNAL COMPANY, INC., A CORPORATION OF NEW YORK..

ELECTRIC SIGNALING SYSTEM.

Specification of Letters 1?s. tent. JPaftQntagdl 11 2115', 1915 Application filed 0ctober 13, 1908'. serial No- 457,520.

To all whom may] concern.

Be it known that l, CARL RNAoHoo, a

citi cn of the United States, residing in the city of Philadelphia,county of Philadelphia, and State of Pennsylvania, have invented a new and useful Electric Signaling System,

of,which the following is a specification.

My invention relates to a system of sig naling to be used in connection with car or train movements of railways, and particularly to the car or train movements of av railway system using electrical energy for its motive power, and particularly to such electric railways as have single track sections or blocks with turnouts at various intervals for the passage of cars moving 1n opposite directions, or to suchrailways as are for the major part double tracked, and have one or more single track sections.

In general, my invention relates to such a system as disclosed in U. S. Patent No.-

825,927 granted to me on July 17, 1906.

My present invention resides in the circuit arrangements and controls, in a system as above described, and further in the signaling apparatus as employed in and with such a system, such circuits and controls and apparatus being hereinafter described. and claimed.

For an illustration of one of the forms my invention may take, reference-is to be" i had to the accompanying drawing, in which Figure 1 is a diagrammatic view of the signaling system circuits and controls in normal. condition, that is, with no signal displayed. Fig. 2 is a front elevational view, parts in section, of the signaling apparatus. Fig. 3 is a side elevational view, partly in section, of the no voltage control apparatus. Fig. 4 is a detailedview of a portion of the no voltage control apparatus. Fig. 5 is a detailed view of the parts shown in Fig. 4, but at right angles thereto. Fig. 6, is a top plan view, partly in section of the ratchet wheel circuit controller.

Referring to Fig. 1, 1 represents the trolley or contact feeder wire or conductor of an electric railway system for a single track block or section which is of considerable iength, but here shown as relatively short. At either. end of the block or section 1 are turnouts or side tracks to allow cars going in opposite directions to pass each other, or double tracked sections, there being a signal station A the turnout or double track at the left and a similar si nal station B at the turnout or double trac li at the right,

the trolley or contact conductor beingbranched at statlon A into the double track or turnout or branch conductors Q'and 8, whlle at statlon B the sin le track conducout or branch conductors 4 and 5.

The turnout conductors 2 and 4 are concerned with traii'lc toward the left, while the conductors 3 and 5 are concerned with traffic toward the right, as indicated by the arrows.

Assuming a car or train to be passing from the turnout or'station A to the block or sec tion 1, the trolley or other means for engaging the contact conductor or trolley conductor will put the trolley switch. contact 6 into communication with the conductor 3 for a short interval of time thus allowing cur-- rent to pass from the conductor 3 through the contact 6, conductor ,7, brush or contact 8, contact ring 9, brush or contact 10, conductor 11, thence through the winding 12 of' the solenoid or electro-magnet C, thence through conductor 13., contact or brush 14, contact 15, carried by and insulated from the movable core or armature of the solenoid or magnet C, thence through contact or brush 16, thence through resistance 17, conductors 18 and 19 to earth or the return track or conductor-20 of the electric railway system. .After the movable armature. or core of the electro-magnet or solenoid C "has rotate the contact wheel 21 one notch (by mechanism hereinafter described) causing the block of insulation 22 on the wheel 21 to be rotated from under the brush 23, so that the brush 23 engages the metallic wheel 21 with which there is a continuous contact made by the brush 24. The movement of the armature or core of the magnet 0 toward the right, when the magnet (l is energized.

tor .1 branches into the dou le track or turnbesides stepping the wheel 21 around one notch, pushes, by means hereinafter described, the movable armature or core of the magnet D toward the right, and then,

later, the magnet D is energized, as will be described, and holds its armature or core in the attracted position toward the right. And the movable member of the magnet or solenoid C carries an insulated conducting pin 45 with which normally engage the contacts or brushes 46 and 47. And the movable member of the magnet or solenoid D carries a similar insulated conducting .pin. 48 with which are adapted to engage the D to the right at the same time that the wheel 21 is stepped around a notch. The contact between brush 23 and the wheel 21, occurring as above described, allows current to pass from the contact conductor or trolley wire 3 throughthe conductor 25 and the winding 26 of the electro-magnet or solenoid D, thence through conductor 27, brush 23, wheel 21, brush 24, conductor 28,

brush or contact 29, through contact ring 30,-

brush or contact 31, conductor 32 through the closed h'and switch 33 thence through the signal Wire 34,.which extends between the two stations A and B, thence through the closed hand switch 33 at station B, conductor 32,brush 31, contact ring 30, brush 29, conductor 28, brush 24, contact wheel 21, thence through the conducting pin 35 carried by and in electrical communication with i the wheel 21, thence through the contactlng brush 36, conductor 37, thence through the Winding 38 of the electro-magnet orsolenoid E, thence througlrconductor 39 through brush 40, contact ring 41, brush 42, conductor 19 to earth or return conductor 20, current flowing also through the red electric lamp R, through conductors 43' and 44,-such lamp being in parallel with the winding 38 of the eleetr0-magnet or solenoid E. This energization of the magnet or solenoid D, at station A, causes its armature or core, previously pushed over by the energization of the magnet C, to be retained in attracted position against the opposition of a spring hereinafter referred to. And this energization of the magnet D causes or allows the White semaphore at station A to be displayed, and the white electric light VV,at station A, to burn because of current coming from the contact conductor or trolley wire 3 through conductor 51, the lamp conductor 52, brush 49, contact pin 48 (which has been brought under the brush 49 because of the movement to the right of the core or armature of magnet D) brush 50, conductor 53, brush'46, pin 45 (which has returned to normal position in contact with the brush 46 because of the deenergization of the magnet 0 due to discontinuance of contact at (3) brush 47, conductor 54, brush 23, the lamp lV being thus in a circuit in shunt with the winding 26 of the magnet D, the current 1 and passes to the turnout at B when contact is made again by the trolley or the contact device between the conductor 5 and the switch contact 55 which then allows current to pass from conductor 5 through contact 55, conductor 56, through the winding 57 of the electromagnet or solenoid F, thence through conductor 58, brush 59, contact ring c 60, brush 61, conductor 62, resistance 63, conductor 19 to return conductor or earth 20. The contact rings 30 and 60 are carried by the movable member of the solenoid or magnet F and when that member is attracted toward the right the ringGO leaves brushes 59 and 61, thus breaking the short circuit of the resistance 64,causing that resistance then to be cut into the circuit of the magnet or solenoid winding 57. The current through the winding 57 is thus reducedaftcr the .core or farmature has been fully or partly attracted. This reduced current sufiiccs to hold the core or armature in attracted position. Simultaneously, however, the contact ring30 is withdrawn from between the brushes 29 and 31 thus breaking the circuit through the signal wire 34. the winding 26 of the magnet D and through the white light W, both at station A, thus extinguishing the white light V and allowing the spring to return the movable member of the solenoid or magnet D toward the left moving the white semaphore to invisible position and also stepping the wheel 21 back again'to normal position where the brush 23 rests upon the insulation 22, thus restoring all parts at station A to normal. The energization of the winding 57 of the magnet F at station B continues only while there is contact between the conductor 5 and the switch contact 55. The core or armature oi the magnet or solenoid F returns then to normal position under the influence of a spring, but returns very slowly due to the action of again'established between the ring 30 andbrushes 29 and 31 at station B. -Assuming that a car' has passed from turnout A past the switch contact 6 onto the I section 1, if'another car follows it past they contact 6 into the section 1, current again flows from conductor 3 to contact 6 through conductor 7 and through the conductor 11 and the winding 12 of the magnet or solenoid C at station A. The preceding car, however, has caused the wheel .21 at station Atobe stepped around one notch so that the magnet or solenoid D is energized and the white semaphore and white light are displayed. This second energization of the magnet or solenoid 0, however, simply serves to step the wheel 21 around one lnore notch; but in doing so contact between brush 23 and wheel 21 continues and the contact between pin 45 and the brushes 46 and 47 is 'interru ted causing the white light W at station to blink or to be temporarily extinguished until contact at 6 is broken and the armature or core of the magnet C at station A is returned to normal by a spring, re'e'stablishing the circuit of the white light W at station A through the pin 45 and brushes 46 and et7. And the operation is the same for each suecessive car following into the block or sec tion 1. And-for each car passing out to the turnout at station B, the contact is made at interrupting the signal wire 3% at brushes 29 and 31 and ring 30 at station B thus causing a similar number of deenergiza tions of the magnet D at station A, thus stepping the wheel 21 back again a corresponding number of notches, the last car passing out returning it to normal position where the brush 23 rests upon the insulation 22. For trafiic toward the left from turnout B to block 1 the contacts are made between the conductor 4 and the contact 6 at station B, thus causing the energiza'tion of magnet C at station B with the consequent energization of magnet D resulting in the display of the white semaphore and white light at station B and the energization of the'magnet or solenoid E at station A with the consequent display of the red light and red semaphore at station A; and. the action for a plurality of cars following each other into the block is the counting 1n and counting out action previously described.

It being the rule that a motorman shall not drive his car into the block or section 1 unless as his car passes the switch contact 6' he sees the white light appear, or in the 1, the magnet E at the distant station is energized, as heretofore described, displaying the red semaphore and the red light at the distant station. If, now, a motorman at that distant station attempts to run a car by that station into the section 1 in spite of the red semaphore and red light displayed against him, when contact is made at 6 at that station, no current can flow through the conductor 7 because the magnet E at that station hasattracted its armature or core toward the left, thus causing the ring 9 to leave the brushes 8 and 10 and thus making it impossible to energize the magnet or solenoid C atthat station to cause the display of his permissive white semaphore or white light. Whenever-the magnet or solenoid E is energized, as described, it also causes the ring 41 to separate from brushes 12 and 40 thus inserting in the circuit of its winding 38 a resistance (35 to reduce the current flowing, which current is sufiieient, nevertheless; to hold the parts in attracted position and to prevent excessive heating as in the case ofthe other magnet winding resistance described. This will prevent the destruction of the coil through overheating, should the motorman permit his car to remain for an indefinite time in such position thus breaking circuit at the ring 30 and brushes 29 and 31 in the signal wire Meansing all the parts to again assume theirnor' mal non-displaying positions at both stations. As the signals are cleared or restored to normal by the temporary interruption of current in the signal conductor 34 at any point in it, it is evident that this may be caused at either station by opening any one of the four switches in series.

Should two cars approach the block or .section 1 from opposite ends and one of them run under, its switch contact (3 an instant before the other, the motorman-on that car seeing the white signal appear would go ahead and the motorman at the other end of the block seeing the red signal appear but not being able to stop before passing his switch contact (3 would have to pass the switch contact (3 and back over it again to wait; in thus backing over the switch con tact 6 the signals would not be affected because thered semaphore magnet E at that station is energized and has interrupted the llh , withdrawal of the ring 9 from the brushes 8 and 10.

Should two. cars approach the block or section 1 from opposite ends and strike their respective switch contacts 6 at the same 1nstant the permissive white signals would not be set at either station. This because the magnets C at both stations would be s1- multaneously energized causing the brush 23 and wheel 21 at both stations tocome into contactso that the signal wire 34 would be connected at both ends to the trolley or contact conductor, so that no current would flow through the magnets D at either sta'-- tion, because of lack of difference in potential. Both cars would then back to or beyond their respective trolley switches and the first one arriving again at its trolley .switch 6 would set the signals holding the other car and rendering the circuit 1 controlled by the contact 6 at the station of the other car inefltective.

.In the unusual case of a motorman setting the "signals by' passingthe switch contact 6 and then immediately backing off over the same contact he can clear all the signals by opening the hand switch 33 at his station as many times as he has passed his switch 6, to return wheel 21 to normal, and then leaving it closed. But, as above described, in ordinary traific,'cars leaving the block will clear all the signals automatically because of the control exercised by the contacts 55.

By the arrangement here shown the barning out or failure of any of the electric lamps does not affect the operation 'of the signaling mechanism which continues to display the semaphores; and thus no false 1ndicationof safety can be produced by the burning out or failure of a lamp.

To provide for the case where the electric power of the railway system fails for any reason, thus causing a condition of very low or no voltage upon the power line, and yet assure that the signals will not have changed their condition upon return of power or Voltage, I provide a no-voltage lock to hold the signal circuits during failure of power inthe same condition they were in before failure'of power. For this purpose I pro- Vide a no-voltage solenoid or magnet G whose winding 66 has one terminal joined by conductors 25 and 25 with the trolley wire or contact conductor, while its other terminal connects by conductor 67, through resistance 68 and conductor 69 with the earth or return conductor 20. So long, then, as power is upon the trolley or contact conductor of the system the magnet 0r solenoid G' is energized and holds its armature or core in the attracted position, thus holding a lock member 70 from engaging in the notch 71 in the movable member of the magnet or solenoid D. However, when the voltvoltage upon the supply insulating material 7a which,

age on the contact conductor or trolley wire falls to Zero or nearly Zero, the core or armature of the solenoid or magnet G is released allowing a spring to move the lock I at the-distant station have returned to nor- 'mal. But since the movable member of the magnet or solenoid D is maintained in the attracted or signal displaying position, immed 1ately upon return of power or voltage the home white light again glows and the distant red light and red semaphore are immediately again displayed. In other words, by this arrangement failure of power or conductors or on the contact or trolley conductor will not return the signal circuits to normal or to any other condition than that they were in at the moment of failure of power or voltage.

Coming now to a consideration of one of the forms the signal operating or controlling mechanism may take, reference is to be had to Figs. 2 to 6 inclusive. Referring to Fig. 2, the magnets or solenoids C, D, E, and F, are shown in longitudinal vertical section. The housings or jackets 72 of the magnets C and D are provided with ears or lugs 73 by which they are secured to the under side of a wooden board or plate of in turn, is secured by bolts 75 to the cast iron or other suitable casing 76. Upon the board or plate 74 are mounted a plurality of binding posts 77 extending above and below the plate 74, the lower terminals being adapted to receive the connecting wires from the various magnets and contacts below, while the upper terminals are adapted to press against and contact with opposed contact springs 78 secured to the insulating board or plate 79 supported by internal ears 80 on the casing 76, such springs being connected with corresponding binding posts 81. upon the topof the plate or board 79, to these binding posts 81 being led the outside conductors and connections, the case 76 being suitably of the railway and visible to the motorman. And the housings or jackets 72 of the magnets E and F are tied by the members 82 and .are secured, as by screws, to the under sides of the jackets or housings 72 of the magnets C and D. Thus the housings of the magnets C and D are tied together by the ties 82 cast integralwith them and the housings of the magnets E and F are similarly tied and the four magnets form a mechanical secured upon any post or pole or other support along the hue use, 141-? unit which is supported from the under side of the plate 74.

' in op msition to the spring 8-1, being guided through the core member 85 by the rod 86 .wh1ch-on its r1 ght end carries a aw member 87 which abuts endwise against a similar jaw member carried by the core or armature 89 jof the magnet D, the latter being guided in its movements by the rod 90 acted upon. by the spring 91 which tends to hold the core or armature'89 toward the left, as viewed in Fig. 2. Between the jaws of. the member 87 is pivoted at 92 a pawl 98, under the control of the spring 94. and adapted to engage the ratchet'wheel 95. Between the members of the jaw 88 is pivoted a similar pawl 96 also adapted to engage the ratchet wheel 95.

Upon the energization of the magnet C its core or armature 83 is attracted toward the right causing the pawl 93 to engage the ratchet wheel 95 and rotate it the space of one notch. Such movement of the core 83, however, is accompanied by a pushing over of the core 89 of the magnet D against the opposition of the spring 91. Upon denergi zation of the magnet C the spring 81 returns the core 83 to the left, as viewed in Fig. 2, and upon the deenergization of the magnet D the spring 91 pushes the core 89 toward the left causing the pawl 96 to engage the ratchet wheel 95 to step it in opposite direction the space of onenotch.

At the left-end of the core or armature 83 of the magnet C is carried the contact pin 15, insulated from the core 83,'with which engage the brushes or contacts 14 and 16, 14 only appearing in Fig.2, 16 being directly behind the same, such brushes or contacts being supported by the block of insulating material 97 supported upon the head 98.0f 3

the magnet G. And approximate'the right hand end of the jaw member 87 is disposed the contact pin 45, insulated from such jaw. member 87, and engaged upon the front by,

the contact or brush 16 and On the rear by the brush or contact 17. To the left end of the jaw member 88 is carried the contact pin 18, insulated from the member 88, and adapted, upon the movement of'the 'core member. 89 toward the right, jto come be extending pin 102 disposed between the'ears,

103, and to the right-of them,-uponthe bellgff crank lever 101 having the cranl; arm 105 toj which is pivoted the arm extending upwardly through the plate 7t and the plate 7 9 to engage the under side of the counter weight 107 upon the rod or arm 108 pivoted the left; as viewed in Fig. 2, in opposition.

to the spring 112 acting upon the rod 113 which, similarly to the rod 90, carries at its outer end a transversely extending pin adapted to engage with the wings 103, of the bell crank lever 104 having the crank arm 105 on which is pivoted the upwardly extending rod 100 which passesthrough the plates 71 and 7.9 and engages the under side of the counter weight 107 ,upon the rod 114: pivoted at 115, the rod 114: carrying at its outer end the red semaphore 116. On the right of the core or armature 111 is supported the rod of fiber or other insulating material 117 which carries the contact rings 9 and 11 adapted to engage respectively the brushes or contacts 8 and 10 and 12 and -10,

. 10 and 10 being in front'and 8' and 12 in 'the rear, these brushes being supported by the insulating member 99. By the core or armature 118, of the'magnet F, is carried a rod of. fiber or other insulating material 119 carrying the contact rings 30 and 60 with. which engage respectively the pairs of brushes or contacts 29 and 31 and 59 and 01, 29 and 59 being shown in'front while 31 and 01 are in the rear, these brushes also being supported by the insulating member 99. 4

\Vhen the magnet F is energized the core 118 is attracted to the right, as viewed in Fig. 2, and guided by the rod 120 which 'passes through the hollow core member 121 forming part of the head 122. Carried by the rod 120 and fitting within the bore of the core member 121 is the dash potpiston 123 having a small hole forming a. small communicating passage between the chambers to the right and to the left of the piston 123. In the chamber to the left of the piston 123 is a valve 125 surrounding the rod .120 and pressing against the inner wall of the core member 121 under theinflhence of the spr1ng12( the opening through the core member 121 around the rod 120 being considerably larger than said rod. 'When the core member 118 is attracted toward the rightit carries the piston 123 toward the right end of the chamber and thevalve 125 leaves its seat and permits oil to'enter into the chamber 'tothe left of the. piston 123.

Whenthe magnet. F is den'ergized the spring 121 presses-the parts toward the left and the valve 125 comes up to its seat trapping the oil in the chamber to the left, the only escape for the oil being the slow and retarded one through the hole in the piston 123, thus retarding the movement of the parts toward their normal position for the purpose hereinbefore described.

The tank 127 ,of cast iron or other, suitable material, surrounds the magnets C, D, E. F, and G, the resistances hereinbefore mentioned, and other apparatus and is supported to the upper casing 76 by suitable bolts 128, gaskets or seals. 129 intervening. Within the tank 127 is contained suitable insulating oil rising to a level above the magnets and all moving contacts as, for example, to a level indicated by the line XX. This oil is admitted within the magnet housings and is the oil which serves for dash pot purposes in connection with magnet F.

- In the front of the 038111}! 76 are three oncular openings 131, 132 and 133. Through the upper opening 131 are visible the white or red semaphores 110 and 116. Back of the opening 132 is disposed the white electric light \V and behind the opening 133 is disposed the red light R.

Vhen the magnet D is energized the rod 90 carries the pin102 to the right out of the way of the wings 103 upon the bell crank lever 1061 allowing the counter Weight 107 I to descend and thereby lift the white semaphore 110 to the dotted line position at the opening 131 as seen in Fig. 2. Upon the deenergization of the magnet D the spring 91 presses the rod 90 toward the left causing the pin 102 to engage the bell crank lever .104, thus raising the rod 106, and'raising the counter weight 107 causing the white semaphore 110 to return to the full line position shown in Fig. 2. By this construction, the semaphore is lifted to indicating position by the counter weight; and thus the parts are relieved of any blows or too sudden actuation which might otherwise result from the energization of the magnet D.

en the magnet E is energized the core member 111 is attracted toward the left in opposition to spring 112 causing the transverse pin upon the rod 113 to be moved out 7 of the way of the wings 103 of the bell crank lever 1041, thus allowing the counter weight 107 upon the rod 114 to raise the red semar phore 116 up to the opening 131 to be visible through such opening. Upon denergization of the magnet E the spring 112 causes the pin on the rod 113 to engage the wings 1 on the bell crank lever 104 to raise the rod 106 and the counter weight '107 and return ing the semaphore 116 to the full line position shown in Fig. 2. a

The white semaphore 110, when in full line position as shown in Fig. 2, intervenes between the white light 1V and the opening 132; and similarly, the semaphore 116 intervenes between the red light R and the opening 133, so that when either semaphore is in normal position is prevents any light comthat a single opening serves for the display of both semaphores and that only three openings are necessary for the display of two lights and two semaphores, the semaphores being symmetrically disposed so that either one or. the other may be displayed at the semaphore opening.

Referring to Figs. 3, 4 and 5 the no-voltage magnet G is shown attached to the housing of the magnet D which is here shown in .end elevation, the magnet G being shown principally in vertical section. When the magnet G is energized, which it is so long as suflicient voltage is upon the line, its core member 134 is held in the upward and at tracted position, the rod 135 carried thereby holdingv the rod 136 rotated about its pivot 137 against the spring 138, thus holding its half circular locking end away from the notched rod of the magnet D. Should the power or voltage on the line fail when the magnet D is energized, the core member 131 drops by gravity, the drop being limited y a cross pin 139, thus allowing the spring 138 to raise the rod 136 to bring its half eir eular locking end/70 into the notch 71 of the rod 90. This prevents the spring 91 from returning the movable member of the magnet D to the left and normal position with the effect hereinbefore described.

In Fig. 6, 'the pivot pin or stud 110, secured to the lug 141 upon the tie 82 between the housings of magnets C and D, has mounted thereon the rotatable fiber or other insulating hub 1412. To this hub 112 is secured the ratchet wheel with which engage the pawls 93 and 96, as hereinbefore described. Carried by the hub 142 and tlIQIOfOlC actu ated by the wheel 95, is' the metallic contact wheel 21 with which continuously engages the brush 24, and which carries the contact pin 35 and the insulation section 22. The

brushes 23, '21 and 36 are mounted upon the for the traveling contact of an electric railway car or 'train,it is to be understood that my invention is equally applicable to third rail systems or conduit systems where the contact conductor is below ground.

What I claim is:

1. In a signaling system, the combination with a switch contact, of electro-magnetic means controlled by said contact, a step by step mechanism actuated by said electromagnetic means, a semaphore, anda semaphorecontrolling magnet having a movable member, said movable member being actuated by said electro-magnetic means when said step by step mechanism is actuated.

2. The combination with a switch contact, of electro-magnetic means controlled there by, step by step mechanism actuated by said electro-magnetic means, a semaphore, and a semaphore controlling magnet having a movable member, said movable member being actuated by said electromagnetic means when said step bystep mechanism is actuated, said step by step mechanism when actuated closing the circuit of the winding of said semaphore controlling magnet, whereby its movable member is retained in position after actuation by said electro magnetic means. y

3. The combination with a switch contact, of a vehicle for bringing said contact momentarily into circuit, electro-magnetic means controlled by said contact, a" semav finally closed at the first point by the return phore, a semaphore 'co'ntrollin magnet having a movable member, sai electromagnetic means actuating said movable member, andmeans for energizing said magnet after the movable member has been actuated.

4. The combination with a switch contact,

of electro-magnetic means controlled thereby, a semaphore, a semaphore controlling magnet having a movable member actuated by said electro-magnetic means, means causing the energization of the Windin of said Semaphore controlling magnet a ter, such actuation, and an electric light signal to be displayed simultaneously with the semaphore controlled by said magnet, the circuit of said light being interrupted at one point upon the energization of said electromag netic means and closed at anotherpoint by the operation of the movable member of said semaphore controlling magnet, and

of said electro-magnetic means to normal position. i v a 5; The-combination with a switch contact,

of electro-magnetic means controlled there-;

by upon the passage of each car or train past said switch contact, a step by step mechanism operated one step for each energiza tion oi said electro-magnetic means, a semaphore, -a.-'semaphore magnet the circuit of whose winding is closed by the first step movement of said etc) by step mechanism, a switch contact at a istant station controlling said semaphore magnet at the l10me-sta- .tion, and means controlled by said semaphore magnet for actuating said step by step mechanism in i-everse direction one step for each car or train passing said distant switch magnets, said movable member being disconnected from said switch and the armature of said permissive signal controlling magnet but adapted to actuate both tl" a same.

7 In an electric signaling system, the combination with a vehicle controlled contact at a home station, of an' electro-magnet at said home station controlled by said contact, step-by-step mechanism at the same station controlled by said electro-magnet, a signal, a signal controlling electro-magnet at said home station, a second signal at said home station, switching mechanismbontrolling said signal controllingelectro magnet and said second signal, said switching mechanism-'yvheu-actuated reventing control of said second signal anc allowing control of said. signal controlling magnet, said switching mechanism actuated simultaneously with said step-by-step mechanism, a vehicle controlled switch contact at a distant station,

and ,an electro-magnet at said distant station controlled by said contact, said electromagnet at said distant station when energized interrupting the circuit of said signal controlling magnet at said home station.

8. Ina signaling system, the combination means controlled by said contact, a semaphore, a semaphore controlling magnet havmg a movable member, and a step-by-step .lneclianism, saidste by-step mechanism phore, a semaphore controlling magnet having a movable member, a step-by-step mechanism, said step -by-step mechanism and said movabie member of said semaphore magnet being simultaneously actuated'by said electro magnetic means, and means controlledby'said step-by-ste p mechanism for energizing said semaphore; agnetafter such actuation. 10. Ina signaling system, the combination with a switch contact, of electro niagfwitha switch contact, of electro-magnetic I mechanism,

netic means controlled by said contact, a

, semaphore, a semaphore controlling magnet havinga movable member, a step-'by-step said step-by-st-ep mechanism and said movable memberyof said semaphore magnet being simultaneously actuated by said electro-magnetic means, and means controlled by said step-by-step mechanism for energizing said semaphore magnet after such actuation, said step-by-step' mechanism being actuated in reverse direction by said movable member when said semaphore mag,

net is deenergized.

11. The combination with a vehicle con? trolled home switch contact, of electro-magnetic means temporarily controlled thereby at the same home station, said electro-magnetic means having a movable member, a switch, said switch being disconnected from said movable member but adapted to be operated thereby.asemaphore,a semaphore controlling magnet at the home station whose armature is actuated by said electro-magnetic. means, said semaphore controlling magnet.

controlled by said switch, a vehicle con- I trolled switch contact at a distant station,

and a magnet winding at said distant station controlled thereby, said magnet winding when energized interrupting the circuit of said semaphore controlling magnet at the home station.

12. The combination with a vehicle controlled home switch contact, of eleetro-magnetic means controlled thereby at the same home station, step-by-step mechanism and a switch at said station controlled by said electro-magnetic means, a semaphore control-.

ling magnet at said home station controlled by said switch, means responsive to denergization of said semaphore controlling magnet for' reversely moving said step-by-step. mechanism, a vehicle controlled switch contact at a distant station, and a magnet winding controlled thereby, said magnet winding when energized interrupting the circuit of said semaphore controlling magnet at said home station, whereby said step-bystep mechanism is reversely moved.

I 18. The combination with a vehicle controlled switch contact, ofelectro-magnetic means controlled thereby at the same home station, a semaphore, a semaphore controlling magnet having a movable member, a. step-by-step mechanism, said step-by-step mechanism and said movable member bemg simultaneously actuated by said electromagnetic means, means for returning said movable member, a vehicle controlled switch contact at a distant station, a magnet controlled thereby, said magnet whenenergized interrupting the circuit of said-semaphore magnet at the home station, whereby said semaphore is released so as toreturn to normal, said step-by-step mechanism being actuated circuit controller, said circuit controller and said movable member being simultaneously actuated by said electro-magnetic means, whereby said semaphore is moved and said circuit controller causes the energization of said semaphore magnet, and means associated with said movable member for controlling the circuit of a signal light.

15. In a signaling system, the combination with a vehiclecontrolled switch contact, of electro-magnetic means controlled by said contact, a home semaphore, a controlling magnet therefor, step-by step mechanism, said step-by-step mechanism and said home semaphore being simultaneously actuated by said electromagnetic means, a semaphore at a distant station, an operating magnet there for, said magnet and the home semaphore magnet being simultaneously energized.

16. In a signaling system, the combination with a vehicle controlled switch contact, of electro-magnetic means controlled by said contact, a home semaphore, a controlling magnet therefor having a movable member,

said movable member being actuated by said electro-magnetic means, a semaphore at a d stant station, a controlling magnet therefor, said semaphore magnets at both stations simultaneously energized.

18. In a signaling system, signaling apparatus comprising at each station electro-magnetic means temporarily energized upon the passage of each vehicle, a signal, a circuit therefor, a plurality of switches in series in said' signal circuit, an electro-magnet, a switch causing the energization of said electro-magnet upon the first energization of said electro-magnetic means, one 013* the switches in said signal circuit held closed by said electro-magnet, and another of said switches in said signal circuit opened upon each energization of said electro-magnetic means.

19. In a signaling system, sign; ling apparatus comprising at each station 5.. lamp circuit, a plurality of switches in s.ries in. said lamp circuit, electro-magnetic means energized upon the passage of each vehicle, one of said switches opened upon each energization of said electro-magnetic means, an electro-magnet, and means controlled by said electro-magnet for holding another of said switches closed after the passage of the first vehicle.

/ 20. In a signaling system, the combination with a vehicle controlled contact, of electromagnetic means controlled by said contact, a semaphore at a home station, a controlling magnet for said semaphore, step-by-step mechanism, said step-by-step mechanism and said home semaphore being simultaneously actuated by said electro-magnetic means, a semaphore at a distant station, a controlling magnet for said distant semaphore, means governed by said step by step mechanism for simultaneously energizing said home and distant semaphore controlling magnets, a home signal at said distant station, and means controlled by said distant semaphore controlling magnet preventing the display of the home signal at said distant station.

21. In a signaling system, the combination with avehicle controlled switch contact, of electro-magnetic means controlled by said contact, a semaphore at a hqme station, a controlling magnet for said semaphore having a movable member, said movable member being actuated by said electro-magnetic means, a semaphore at a distant station, a controlling magnet for said distant semaphore, means governed by said electromag netic means for simultaneously energizing said semaphore magnets at both stations, a home signal at said distant station, and means controlled by said distant semaphore controlling magnet for preventing the display of said home signal at said distant station.

522. In a signaling svstem, the combination with a single conductor eitending between signal stations, a switch at each station associated with said single conductor and controlling'a plurality of branches, a permissive signal magnet at each station, one branch of each switch being connected to one terminal of a power circuit through said permissive signal magnet, a stop signal ma 5!- net at each station. another branch of each switch being connected to the other terminal of said power circuit through said stop signal magnet, a vehicle controlled contact at a home station, electro-magnetic means at said home station controlled by said contact and having a movable member, said movable member being disconnected from but adapt- 'missive signal magnet and a stop signal magnet at each station, one branch of each switch being connected to one terminal of a power circuit through said permissive signal magnet, another branch of said switch being connected to the other termlnal of sald power circuit. through said stop signal magnet, a vehicle controlled electro-magnet at a home station having a movable member, said movable member being disconnected from but adapted to'actuate said switch from one position to another, said permissive signal magnet having a movable'member, said movable member of said'permiss'ive signal magnet restoring said switch topreceding po sition upon deenergization' of said. permissive signal magnet, an electro-magnet at a distant station for interrupting the circuit of said permissive signal magnet, and means controlledby said stop signalmagnet for interrupting the circuit of 'said switch actuating magnet. 'j.

24. In a signaling system, a trolley switch contact, an electro-magnet controlled thereby, a semaphore, a semaphore controlling magnet, a switch controlling the same,- the movable member of said electro-magnet actuating said switch and the movable'member of said semaphore magnet, a signal circuit, switches in series in said signal circuit, one of said switches opened upon each energization of said electro-magnet, and another of said switches maintained closed by said semaphore magnet. r

25. In a signaling system, a trolley switch contact, an electro-magnet controlled there by, a semaphore, a semaphore controlling magnet, a switch controlling the same, the movable member of said electro-magnet actuating said switch and the movable member of said semaphore magnet. a lamp signal circuit, switches in series in said lamp'signal circuit, oneof said switches opened upon each energization of said electro-magnet, and another of said switches maintained closed by said semaphore magnet.

26. In a signaling system, an electromagnet energized upon the passage of each vehicle, a second electro-mag'net, a switch controlling said second magnet, said first electro-magnet when first energized closing said switch and actuating the movable member of said second magnet, a signal circuit, a plurality of switches in series'in said circuit, one of said switches opened upon each energization of said first electro-Inagnet, another of said switches held closed by said second magnet, step-by-step mechanism controlling said first named switch actuated a step for each energization of said first eleetromagnet, and means associated with said second electro-magnet for returning said step-by-step mechanism toward normal a step for each deenergization of said second magnet. l

27. In' a signaling system, signaling ap paratus comprising means for closing a signal circuit at one or more points upon the passage of the-first vehicle and 'for temporarily-opening said circuit at another point upon the passage of the first and each succeeding vehicle, electro-magnetic means for ure ofenergy.

28. In a signalingsystem, signaling apparatus comprising means for closing a signal circuit at one or more points upon the passage of the first vehicle and for temporarily opening said circuit at another point upon the passage of the first and each succeeding vehicle, electrdmag'netie means for maintaining said signal circuit closed at one of the first named points, the circuit of said electro-inagnetic means being closed by the first named means, and said electro-magnetic means remaining energized after the passage of the first vehicle, and means responsive to failure of energy in said system for insuring said signaling apparatus giving the same lndleation upon return of energy as at the time of failure of energy in saidsystem.

29. In a signaling system, the combination with a switch contact, of 'electro-magnetie means controlled by said c ontact, a semaphore, a semaphore controlling magnet having a movable member, step-by-step mechanism, said step-by-step mechanism and said movable member of said semaphore controlling magnet being simultaneously actuated by said electro-magnetic means, and means responsive to failure of energy in said system for insuring said semaphore giving the same indication upon return of energy as at the time of failure of energy in sald system.

30. In an electrical railwaysignaling system, a vehicle controlled switch contact, electro-magnet1c means, said electro-magnetic means having a movable member, a signal circuit, means cooperating with the movable.

member of said electro-magnetic means maintaining said signal clrcult closed after the passage of the firstvehicle, means con trolled by said switch. contact for temporarily interrupting said signal circuit upon the passage of each succeeding vehicle, and mians responsive to failure of energy in s id system for locking said movable member in the position in which it maintains said signal circuit closed.

31. In anelectrica'l railway signaling system, a vehicle controlled switch contact, stepeby-cstep mechanism controlled by said contact, said Step-by-steP mechanism being moved a step for each vehicle passing said contact, a signal, electro-magnetie means for controlling said signal, said electro-magnetic means having a movable member, said step-by-step mechanism controlling said electro-magnetic means, said movable member actuating said step-by-step mechanism to return the same to normal, and means responsive to failure-0t energy in said system for locking said movable member of said electro-magnetic means.

32. In an electric railway signaling sys-. tem, the'combmatfon with a vehicle controlled switch contact, of a signal, step-bystep mechanism controlled as to movement each of said apparatus comprising a vehiclecontrolled switch contact, an electro-magnet controlled by said contact, step-by-stcp mechanism, controlled by said electro-magnet, permissive and stop signals, switching mechanismv actuated simultaneously with said step-by-step mechanism, said switching mechanism when actuated controlling said permissive signal and preventing control of said stop signal.

34. In an electric signaling system, the combination with a vehicle controlled contact, of electro-magnetic means at the same home station controlled thereby, said electro-magnetic means having a movable member, .means for returning said movable member to normal position immediately upon. deenergization of said electro-magnetic means, permissive and danger signals at said home station, a danger signal at a distant station displayed simultaneously with the permissive signal at said home station, controlling magnets for said signals, switching mechanism at said home station preventing simultaneous energization of said signal controlling magnets, said switching mechanism disconnected from but. adapted to be actuated by said movable member in one direction only, and the armature of said" permissive signal magnet adapted upon deenergization thereof to actuate said switching mechanism in reverse direction.

In a signaling system, signalin appa ratus comprising a signal, stepy-step mechanism, a plurality of solenoids and their cores associated with said step-by-step mechanism, the solenoid cores being discone nected from but adapted to actuate said step-by-step mechanism, a vehicle controlled contact controlling one of said solenoids,'

and another of said solenoids controlling said signal, the energization of said contact controlled solenoid actuating the core of said signal controlling solenoid.

3.6. In a signaling system, signaling apparatus comprising a signal, step-by-step mechanism, a pair of solenoids and their cores disposed on opposite sides of said stepbyrstep'mechanism, said solenoid cores being disconnected from but adapted to actuate said stepsby step-mech-anism, means for re turning said solenoid cores to their unat- 'tracted positions, a vehicle controlled switch contact controlling, one of said solenoids,

said step-by-step mechanism controllingthe other of said solenoids, and said signal controlled by said lastmentioned solenoid, the energization of said "contact controlled sole-. noid actuating said step-by-step mechanism and the core of said signal controlling solenoid.

37. In a signaling system, signa ing apparatus comprising at the same sta'elon' permissive and stopignals, a pair offs'olenoids having movable cores, a vehicle controlled switch contact'controlling one-of said sole-Q noids, the core of the. other solenoid actuated by the core of said first mentioned solenoid,

- said permissive signal controlled by the core of said second solenoid, a third solenoid controlling said stop signal, and a switch on the movable core member ofsaid third solenoid controlling a circuit of said first mentioned solenoid.

38. Ina signaling system, signaling apparatus comprising at the same station per missive and stop signals, a pair of solenoids having movable cores, a vehicle controlled switch contact controlling one of said solenoids, the core of the other solenoid actuated by the core of said first mentioned solenoid,

said permissive signal controlled by the core of said second solenoid, a. third solenoidcontrolling said stop signal, a switch on'the movable core member of said third solenoid controlling a circuit ofsaid first mentioned solenoid, a second vehicle controlled switch contact, and a fourth solenoid controlled thereby, and a switch upon the movable core member of said fourth solenoid controlling said second solenoid.

39. In a signaling system, signaling apparatus comprising at the same station permissive and stop signals, a pair of solenoids having movable cores, a vehicle controlled switch contact controlling one of said solenoids, the coreof the other solenoid actuated by the core of said first mentioned solenoid,- said permissive signal controlled by the core of said second solenoid, athird solenoid controlling said stop signal, a switch on the movable core member of said third solenoid. controlling a circuit of said first mentionedsolenoid, a second vehicle controlled switch contact, a fourth solenoid controlled thereby and a switch upon the movable core member. of said fourth solenoid controlling said second solenoid, said first mil.

and second solenoidsdisposed as an unit-in alinement with each, other, and said third and'fourth solenoids supported-upon said"- and in't-heother direction by the core of the otherof'said-gsolenoids, a vehicle controlled switch'contact"controlling one of said solenoids, and said signal controlled by the otherofsaid solenoids, the core of said sig- \nal controlling'solenoid adapted to be engaged aiid actuated by the core of said contact controlledsolenoid 4:1. .The'combination with a vehicle controlled switchg'contact, of a light signal, a

' circuit therefoigswitches in said circuit, an

electro-magnet closing one of said switches upon. the passage of .the first vehicle past said switch contact, a second electro-magnet holding said switch-closed, and another of said switches temporarily opened by said first mentioned electro-magnet upon the pas:

sage of each succeeding vehicle.

' 42. In a signaling system, signaling apparatus at, each station, a single signal conductor extending between stations, means controllingsald slgnaling apparatus comprismg -a branched signal circuit including said singlej'signal conductor, switches in said cir- I cuit, a magnet energized upon the passage of the first vehicle for closing said signal circuit, and temporarily energized upon the passage ofeach succeeding vehicle for temporarily interrupting a branch of said signal circuit. v, 43. In a signaling system, signalingapparatus at each station, a single signal con ductor extending between stations, means controlling said signaling apparatus comprising a' branched signal circuit includingsaid singlesignal conductor, switches in said circuit, a magnet energized upon the passage of the first vehicle for closing said signal circuit, a second electro-niagnet and means maintaining the same energized after the passage of the first Vehicle for holding oneof said signal-circuit switches closed, and means controlled by said first-named 1O magnet for temporarily interrupting a branch of said signal circuit upon the passage of each succeeding vehicle.

In testimony whereof I have hereunto affixed my signature in the presence of the two subscribing witnesses.

CARL P. NACHOD.

Witnesses:

' ANNA E. STEINBOCK, DANIEL WVEBST R, J r.

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