US1191381A - Railway safe-running device. - Google Patents

Description

' Patented July 18, 1916.

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APPLICATION FILED MAY 8,19II.

Patented'July 18 1916;

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Patented July 18, 1916.

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APPLICATION FILED MAY 8. mm.

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APP L1CAT|0N FILED MAY 8, 1911'.

Patented July 18, 1916.

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ARTHUR REGINALD ANGUS, OF SPI'I' ROAD MOST/IAN, NEN SOUTH WALES, AUSTRALIA.

RAILWAY SAFE-RUNNING DEVICE.

Specification of Letters Patent. Patented July 18, 1916,

Application filed May 8,1911. Serial No. 625,745.

To all whom it may concern:

Be it known that I, ARTHUR REGINALD Axons, a subject of the King of Great Britain, residing at Spit Road Mosman, in the State of New South Wales and Commonwealth of Australia, solicitor, have invented a new and useful Improvement in or Relating to Railway Safe-Running Devices, of which the following is a specification.

This invention is intended to form one of a series of somewhat similar inventions by the same inventor having for object the elimination of therisk of collisions between railway trains which is due to the personal equation.

The invention relates to electrical train protecting apparatus comprising train apparatus and track apparatus intended to enable a train to protect itself automatically from collision with another train and it has for,

object, inter alia, to provide such apparatus that will be safeand reliable not only as re gards the personal equation, but also as regards the risk of accident owing to failure, such as hereinafter mentioned, of electrica devices. The invention, which consists of the various features hereinafter defined in the claims, is illustrated by the accompanying drawings, which represent by way of example apparatus constructed and arranged in accordance therewith. v

Figures 1 1 and 1 constitute adiagram of the connections on a locomotive and of the connections of track switching instruments as determined by contact of the locomotive with difi'erent track contacts, the operating coils of the polarized relays of the said switching instruments being connected in series with the operating coils of locking de-' vices. Fig. 2 is a diagrammatic elevation of a series of track contacts used at one end of a section, the series at the other end of the section being arranged in the reverse order. Figs. 3 and 4 are detail views of contact devices used in a switching instrument. Fig. 5 is a central vertical section of a contact device on a locomotive for interacting with the track contacts. Fig. 6 shows diagrammatically track switching instruments and connections relating to the two ends of a section, in which the operating coils, of the polarized relays are adapted to be connected in parallel with the coils for operating the looking devices. Figs. '7 and 7 constitute a diagram showing the connections between three locomotives coupled together and a brakevan connected thereto.

On or about the railway track there are placed series of what maybe termed compound contacts 41, 42, 43, 44, 46, and 47 (Fig. 2). Each of the compound contacts shown consists of some suitable non-conducting ma terial such as wood orthe like and has a top contact and side contacts 51, respectively consisting of plates or the like of some suitable conducting material. Each compound contact has ramp ends and ramp sides. Each compound contact is bolted or otherwise firmly affixed to'the sleepers on or about the railway track and is preferably placed midway of the track rails.

The compound contacts are divided into what 1 term signal contacts 41 and 42 and stop contacts 43, 44, 46, and 47 respectively. The highest part of the top surface of each of the stop contacts is, as shown, higher above the top surface of the railway track rails than is the highest part of the top sur face of each of the said signal contacts above the top surface of the railway track rails.

Thetwo side contacts 51 of each compound contact are connected together electrically by a wire 140 (Figs. 1 1 and 1 so that either side 51 may act when required as a conductor of electricity.

The contacts 50 and 51 of each compound contact are placed on a common non-conductor, but they may if desired be placed on separate non-conductors.

. Each single railway track is divided into a continuous series of sections or blocks such as U and l/V (Figs. 1 1 and 1 The said section U preferably extends from station to station where suitable. and likewise the section W. The track (except the terminal portions thereof) is also divided into a second and similar series of sections so arranged that each two adjacent sections U and l/V of the first series are intersected or overlapped by a section V of the second series, the section V extending a suitable'distance each way from the junction of the said sectionsU and TV a section X of the second series simisuchcontacts is connected to switching instruments (hereinafter more fully described) Which are securely housed in suitable boxes or casings. Thus, as may be seen from Figs. 1 1 and 1, section U is provided with switching instruments at a and '6, section V at 0 and (1, section V at c and f, Section X at g and at the other end (not shown) of the section, and so on.

It is well known that in telegraphic practice, which it is intendedto follow as far as practicable, the batteries are joined in series or parallel, as also are the coils of instruments such as relays and the like, according to the resistance of the line circuits. Coils of the switching instruments may therefore be inter-connected either in series or in parallel, the first method being illustrated in Figs. 1 1 and 1 and the second in Fig. 6.

The switching instruments at a and Z) are joined by mains 100 and 101, and similarly the switching instruments at c and d are joined by mains 100 and 101, and so on with each section.

In explanation of Figs. 1 1 and 1, it should be mentioned that one end of a single railway track protected by these improvements is intended to be shown, section U illustrating the starting point in the arrangement of the various devices provided according to these improvements. The far end, from the starting point, of section U adjoins section TV, while an intermediate section V of the second series intersects or overlaps both sections U and WV as shown, its instruments (at 0 and (Z) being placed within the sections U and "W respectively. Again the end of section TV remote from section U is shown similarly intersected by an intermediate section X, the compound contacts of the near end only of said section X together with the corresponding instrument at g being shown.

The section X is arranged similarly to the section V in regard to. sections of the first series, and the entire arrangement of the sections of the first and second series is similar to that as already described with regard to the sections U, W', V, and X.

It is intended that a train should be other.- wise protected by any known suitable means such as interlocked signals or the like when entering on a section such as U, until it has proceeded a sufficient distance along said section U to prevent a following train adapted according to these improvements from running into the first mentioned train. At a terminal section such as U the series of compound contacts 41, 42, 43, 44, 46, and 47 at the entering end of that section are preferably followed closely by the corresponding series of compound contacts of the intersecting section V in order that a train entering the system may, as soon as possible, obtain the full protection afforded by the system, as it will as soon as it has passed over a suflicient distance beyond the entering series of compound contacts of the first intersecting section V to cause a train following it to be stopped automatically by the entering compound contacts of the terminal section U before colliding with the train that has first entered the system, even if the last mentioned train be stopped after traveling over said suflicient distance; consequently it is advisable to extend the protection accorded by the known means, such as interlocking signals, so that any train entering the section is protected thereby until it had traversed the aforesaid sufficient distance beyond the entering compound contacts of the first intersecting section V.

Each of the said boxes at a, b, 0, cl, 6, etc., comprises non-polarized relays having coils 105, 111, 117 and 124, and a polarized relay 60 provided with an armature locking device, switches, and resistances with the necessary connections as hereinafter mentioned.

Near one end of each section is a pair of signal contacts 41 and 42 and at a suitable distance therefrom, but farther within the section are stop contacts 43, 44, 46, and 47, while near the other end of the same section is a similar pair of corresponding signal contacts 41 and 42 and stop contacts 43, 44, 46, and 47 correspondingly arranged in the reverse order. The said signal contacts 41 and 42 are placed end to end but divided by a length of non-conducting material sufficient for breaking the electrical connection between these compound contacts and the locomotive or train passing from signal contact 41 to signal contact 42 for the purpose hereinafter mentioned. The said stop contacts 43, 44, 46, and 47 near one end of a section and likewise the said stop contacts 43, 44, 46, and 47 nearthe other end of the same section are similarly mounted on some suitable non-conducting material.

The signal contacts 41 and 42 at each end of sections such as U and WV (Figs. 1 1 and 1 are intended to be so placed that a train may carry on its ordinary shunting operations at the adjacent station without running over the signal contacts 41 and 42 near that station, and the stop contacts 43, 44, 46, and 47 are intended to be placed at such a distance from the relative signal con tacts 41 and 42 that a train may, on being Warned on passing over the last mentioned signal contact 41 and 42, be stopped prior to running over any of the last mentioned stop contacts, and the other signal and relative stop contacts relating to the same section are correspondingly arranged. The sig nal contacts and stop contacts relating to sections such as V are similarly placed and arranged relatively to one another as regards warning a train on passing over a signal contact prior to running on to a relative stop contact. Again the distance between the nearest stop contacts of mutually intersecting sections such as U and V is intended to be such that trains running in opposite directions on the same railway track may be stopped before meeting one another if steam be shut 011 and brakes applied on both approaching trains on passing over the respectiv stop contacts on two mutually intersecting sections such as U and V as aforesaid.

When a locomotive enters, for example, section U (Fig. 1 and makes contact with compound contact 41, the instrument at a being set for line clearthat is to say, the contacts 69, 70, and carried by the extension 64 of the armature 62 being in contact with the pendulum contacts 71, 72, and 76 respectively-current will flow from a generator 175 on the locomotive, by wire 228, contacts 155 and 156, thence again by wire 228, coils 183, by wire 226 to the fixed contacts 210 and 211, and wire. 225, insulated side arm 171 (the spring 172 controlling same (Fig. 5) being insulated from the casing 163), roller 173, contact plate 51 of the compound contact 41, wire 102 to instrument at a. by wire 103 to insulated bridge piece 69, pendulum contact 71, wire 104, coils 105 (which, being energized, attract armature 84 and so break connection between the compound contact 41 and the coils 60 and 68 at (a), thence by mainlOO to the distant instrument at b, thence by wire 106, armature 84, contact 88, bridging wire 135, contact 91, armature 87, wire 123, wire 122, coils 60, wire 120, lock coils 68, wire 119, wire 118, armature 86, contact 90, bridging wire 136, contact 89, armature 85, wire 112 and thence by main 101, and wire 142 back to top contact 50 of the compound contact 41.

Owing to the direction of the current through coils 60 at b a parallel path comprising a resistance 95 is completed as follows; from wire 122, by branch wire 131, leading to resistance 95, which is in parallel with coils 60 and 68, through wire 130, pendulum contact 76, and (contact plate 75 on extension 64 of armature 62 making contact with contact 76) contact plate 75, wire 129, and wire 128, which joins wire 119. return path from contact 50 is through roller 161, depending rod 160, contact 164, contact 165, wire 229, to generator 175 on the locomotive. The section being clear and conditions normal, coils 183 attract armature 214, breaking the normally closed circuit from generator 17 6 along wire 227, contact 222- and insulated contact 221, wire 246, wire 230, armature 214, contact 215, wire 231, magnet 17 8, and back by wire 232 to generator 176 so that the coils 178 are deenergized and there is consequently released the armature 184 Which blows the line clear The whistle 185 and lowers the cab signal 186. When the train has passed over compound contact 41 and the circuit relating to controller magnet 183 is consequently again broken, it results that the armature 214 falls on contact 215, and thus restores the circuit relating to magnet 17 8, so that armature 184 is again attracted, whistle 185 is shut oil",

and miniature signal 186 is raised.

When the locomotive makes contact with the contacts 50 and 51 of the compound contact 42, for example, in section V near the instrument at c (Fig.1 the instrument at 0, being set for line clear, current will flow from the locomotive as in the case of compound contact 41, to contact 51, thence along the wire 108, resistance 92, wire 109, to insulated bridge piece 70, pendulum contact 72, through wire 110, coils 111 which being energized attract armature breaking the connection between the compound contact 42 and the coils 60 and 68 at c), to main 101, thence to distant instrument at d, through Wire 112, armature 85, contact 89, wire 136, contact 90, armature 86, wire 118, wire 119, lock coils 68, wire 120, coils 60, wire 122, wire 123, armature 87 contact 91, bridging wire 135, contact 88, armature 84, wire 106, thence through main 100 and wire 146 back to top contact plate 50 of compound contact 42.

Owing to the fact that the direction of current through the coils 60 at (Z is opposite to that of the current from the corresponding contact 41, and owing further to the release of armature 62 by the locking V-shaped projection 66 of armature 67, which has been attracted by magnet coils 68, a parallel path comprising a resistance 94 is completed as follows: from wire 119, by branch wire 128, wire 129, contact plate 75, and (contact plate 75 on extension 64 of armature 62 making contact with contact 77) pendulum contact 77, wire 132, and the resistance 94 in parallel with coils 60 and 68, and through wire 133, which joins wire 122. When, as stated, con tact plate 75 is in contact with pendulum contact 77 contacts 69 and 70 are out of contact'and'contacts 71 and 72 respectively,

The return path from contact 50101 compound contact 42 to the generator 175 is the sameas in the case of contact 50 of the compound contact 41 and the line clear whistle is similarly operated.

\Vhen a locomotive makes contact with the contacts 50 and 51 of the compound c011- tact 43, for example, in section U near instrument at a, the instrument at a being set for line-clear, current will flow from generator'17 5 on the locomotive as before to contact 51, thence by wires 140 and 113 to wire 102, and thence the path of the current isthe same as in the case of the path hereinbefore described in connection with compound contact 41, the return from the main 101 being by wires 142 and 143 to contact 50 of compound contact 43, thence to said generator 175 as hereinafter mentioned.

When a locomotive makes contact with the contacts 50 and 51 of the compound contact 44, for example, in section V near instrument 0, the instrument at 0 being set for line clear, current will flow from generator 1.75 on the locomotive to contact 51, thence by wire 114 to wire 108, and thence the path of the current is the same as in the case 0]": the compound contact 42 as hereinbefore mentioned. The return from main 100 is by wires 146 and 147 to contact 50 of compound contact 44, and thence to the said generator 175 as hereinbefore mentioned.

When a locomotive makes contact with the contacts 50 and 51 of compound contact 46, for example, in section V near the instru ment at e, the instrument at 6 being set for line clear, current flows from the generator 175 on the locomotive to the contact 51 of the compound contact 46 as in the case of the compound contacts 41 to 44, thence by wire 140, wire 116, coils 124., of instrument at e (which being energized attract armature 87 so breaking connection between the compound contact 46 and main 100 leading to distant instrument at f), through wire 122, coils 60, wire 120, lock coils 68, wire 119, wire 118, armature 86, contact point 90, wire 136, contact point 89, armature 85, wire 112, wire 101, and wires 142 and 148 to top contact plate 50 of the compound contact 46 from which it started, and does not travel to the distant instrument at The path from the contact plate 50 of the compound contact 46 is then to generator 175 as in the case of the compound contacts 41 and 43.

Owing to the direction 01": the current through coils 60 at e, a parallel path comprising a resistance 95 is completed as follows: from wire 122, by branch wire 131, leading to resistance 95, which is in parallel with coils 60 and 68, through wire 130, pendulum contact 76 (contact plate on extension 64 of armature 62 making contact with contact 76), contact plate 7 5, wire 129, and wire 128, which joins wire 119. The

section being clear and conditions normal as in the case of the compound contacts 41, 42, 43, and 44, the line clear whistle is again operated as before mentioned. Again when a.

locomotive is making contact with the contacts 50 and 51 of compound contact 47, for example, in section X near the instrument at 9, current will flow from. the locomotive to the contact 51 of the compound contact 47 as in the case of the former compound contacts 41, 42, 43, 44, and 46, thence by wire 125, resistance 93 of the instrument at g, coils 117 (the current energizing coils 117 and so attracting armature 86 and breaking the connection between compound contact 47 and the distant instrument of the section X which is not shown) thence by wire 119, lock coils 68, wire 120, relay coils 60, wire 122, wire 123, armature 87, contact 91, wire 135, contact point 88, armature 84, wire 106, wire 100, wire 146, wire 144, contact 50 of the compound contact 47, and thence to generator 175 on locomotive as hereinbefore described.

Owing to the fact that the direction of the current through coils 60 at g is opposite to that of the current from the corresponding contact 46, a parallel path comprising a resistance 94 is completed as follows: from wire 119, by branch wire 128, wire 129, contact plate 7 5, and (the contact plate 75 on extension 64 of armature 62 making contact with contact 77) pendulum contact 77, wire 132, and the resistance 94, which thus is in parallel with coils 60 and 68, through wire 133, joined to wire 122.

The foregoing description relates to the case when the coils 60 and 68 are arranged in series as shown in Figs 1 1 and 1 The following will be the working of the electromagnetic devices when the coils 60 are arranged in parallel with the coils 68 as shown in Fig. 6. If, for example, the instruments at a and b (Fig. 6) are analogous as to the position of their parts, to those shown at a and 7) (Figs. 1 and 1 then, when a locomotive passes over compound contact 41 or 43. near instrument at a (Fig. 6) the current will flow, by a path like that shown in relation to the instrument at a (Fig. 1 through the instrument at a (Fig. 6), and then through main 100 to distant instrument at 6 then (as shown in thick lines in Fig. 6) through the instrument at b by wire 106, armature 84, contact 88, bridging wire 135, contact 91, armature 87, wire 123, wire 122, contact 98, wire 120, lock coils 68, wire 119, wire 118, armature 86, contact 90, bridging wire 136, contact 89, armature 85, wire 112, main 101, wire 142, back to top contact 50 of the respective compound contact 41 or 43. Armature 67 is thus attracted by coils 68 and brings contact 97 into contact 98 and thus parallels the coils 60 with the lock coils 68 by completing a parallel. path from the contact 98 through the contact 97, a wire 137, the coils 60, and a wire 121 which joins the wire 119. Owing to the direction of the current through coils 60, switches 69, 71, 70, 72, and 75, 76 are closed, the armature 67 of lock coils 68 being in the unlocking position. Similarly when current arrives from compound contact 42 or 44, say at a (Fig. 6), it will flow, by a path like that shown in relation to the instrument at 0 (Figs. 1 and 1 through the instrument at a (Fig. 6), and then through main 101 to distant instrument at Z2 then (as shown in thick lines in Fig. 6 through the instrument at 6 by wire 112, armature 85, contact 89, bridging wire 136, contact 90, armature 86, wire 118, wire 119, lock coils 68, wire 120, contact 98, wire 122, wire 123, armature 87, contact 91, bridging wire 135, contact 88, armature 84, wire 106, main 100, wire 146, back to contact 50 on the respective compound contact 42 or 44. Branching from wire 119 and joining wire 122 at contacts 97 and 98 (the armature 67 being attracted by coils 68) is the parallel path comprising wire 121, coils and wire 137. The armature 67 of the lock coils 68 is brought into the unlocking position by the passage of current through the coils 68 and owing to the fact that the direction of the current through coils 60 is opposite to that of the current from the contact 41 at a and owing to the influence then exerted by the said current on armature 62 and its extension 64 (which in the case of Fig. 6 are separate, the former being pivoted at 96 and the latter at 63) the switches 69, 71, and 70, 72, and 75, 76 are opened, and the contact plate 75 is in contact with the pendulum contact 77 and so places in parallel with the coils 60 the resistance 94, which is connected to the wire 122 by the wire 133 and to the wire 121 by the wire 132, the pendulum contact 77, and the contact plate 75, and wires 129 and 128.

Contact of the locomotive with compound contacts 46 and 47 will operate the near instrument in a similar manner to that shown for series connection in instruments at e and g, respectively in Figs. 1 and 1 that is to say, from 46 it will close and from 47 it will open the switches 69, 71 and 70, 72, and from 46 it will close the switch 75, 76, and from 47 it will close the switch 75, 77.

Both in the case of the apparatus shown in Figs. 1 1 and 1 and in that of the apparatus shown in Fig. 6 according to the direction of the current through the relay coils 60, which determines the position of the armature 62 and its switching extension 64, either the resistance 94 or the resistance 95 is placed in parallel with coils 60 by the contact of the contact plate 75 on the extension 64 with one or the other of the pendulum contacts 77 or 76.

Both in the ease of a seriesinstrument (Figs. 1 1 and 1) and in the case of a parallel instrument (Fig. 6) as above mentioned, the locking armature 67 is attracted and its V-shaped projection 66 is lifted away from the corresponding V-shaped projection 011 the extension 64 of the armature 62, so that the said armature 62 is free to move according to the direction of the current when passing through the coils 60. WVhen current ceases to flow through coils 68 the locking armature 67 returns under the action of gravity to its normal position until current again flows through the coils 68 when a locomotive makes contact withv a compound contact as herein mentioned.

The purpose of the locking armature 67 v is to act as one of a series of factors of safety in looking the armature 62 in its last position after current has ceased to flow through the coils 60 as herein mentioned. In lieu of the magnet 68 and the armature 67 there might be employed a solenoid coil and plunger.

The construction and arrangement of the contacts 50 and 51 of each of the compound contacts are such that the rod 160 andthe side arm 171 are simultaneously in contact with a top contact 50 and a side contact 51 respectively before the rod 160 is sufiiciently raised to remove the contact 166 from the contact 168 for warning or the contact 167 for stopping as the case maybe, so that the controlling current can unlock the switching extension 64 of the armature 62 and can also operate the armature 62 before the contact is broken between the contact 186 and the contact 168 or the contact 167 as the case may be.

One of the switches 69, 71, and 70, 72 is shown' in elevation in Fig. 3, while a contact piece 75 on the extension 64 of an armature 62 together with the pendulum contacts 7 6, 7 7, by means of which the resistances 95 and 94 are alternately shunted with the relay coils 60, is shown in elevation in Fig. 4. I

In Figs. 1 1 and 1 for the sake of clearness, the various paths of the current when performing the different operations have been shown in the thicker lines on the sections U, V, W, and X. The closing of the distant switches 69, 71, and 70, 72 from the compound contacts 41 and 43 is shown in section U, and the opening of the same from the compound contacts 42 and 44, in section V. The closing of the switches adjacent to the contacts from the compound contact 46, is shown in section W; and the opening of the same from the compound contact 47, in section X.

From the foregoing description it can thus be seen that the instruments relating to an unoccupied section such as U, V, l/V, or X (Figs. 1 1 and 1 being in normal positionthat is to say, the switches 69, 71 and 7 O, 72 being closed-a train entering such a section will, by reason of making contact in the manner hereinbefore explained with the compound contacts 41, 42, 43, and 44 send the current alternately through the switches 69, 71 and 70, 72 of the near instrument and thence alternately through the mains 100 and 101, to the distant instrument, operating there the extension 64 of armature 62, which carries the bridge pieces 69 and 70 of the switches of the distant instrument, keeping such closed or closing them when operating from the compound contacts 41 and 43, and opening the same when operating from the compound contacts 42 and 44, and, the train continuing over the compound contacts 46 and 47 near the entering end of the section, the operation of closing or keeping closed the switches of the near instrument will be performed from the compound contact 46 and the opening of the same will be performed from the compound contact 47, the mains 100 and 101 to the distant instrument being cut out during the operation in the manner hereinbefore mentioned.

Similarly, when the train on running through the section is passing out overthe compound contacts at either end the operations just described are repeated in the reverse order, so that the closing of the switches 69, 71 and 70, 72 of the near instrument is etl'ected from compound contact 46 and the final closing of the switches at the far or the entering end (relating to this train) from compound contact 41. Hence it follows that from the time a train has opened switches 69, 71 and 7 0, 72 at both ends of any section by making contact, in the manner herein mentioned with compound contacts 42 and 47 respectively during its course along such section, until the closing of the switches of the near instrument on passing over the compound contact 46 when running out at either end of the said section, it is protected in front and at the rear, and that it is still protected at the rear until it finally closes the switches of the distant instrument on proceeding and passing over the final compound contact 41 owing to the establishment of the following conditions.

The compound contacts 41 to 44 inclusive near the two ends of a section are disconnected (the switches 69, 71 and 70, 72 being open) from the instruments relating to and controlling the sectionthat is to say, they are non-conductors for the purposes of operating such instruments, until the train already upon the section has cleared it by closing the switches 69, 71 and 70, 72 when pass ing out of such section over compound contacts 46 and 41 respectively.

Hence it is clear that any other train attempting to enter such an occupied section will, on passing over signal contacts 41 and 42 at either end of the said section fail to complete the circuits hereinbefore described from its generator 175, through the controller magnet coils 183 and side arm 171, and back through depending rod 160, owing to the fact that the switches 69, 71 and 70, 72 are open; The controller magnet coils 183 not being energized, the armature 214 cannot break contact with contact 215-that isto say, cannot break the circuit from battery 176, through wire 227', contact 222, insulated contact 221, wire 246, wire 230, armature 214, contact 215, wire 231, magnet coils 178, wire 232, back to battery 176, the breaking of which circuit causes the falling of armature 184 against the stop 187 and thereby brings about the operation of the line clear whistle 185, and miniature signal 186 and the armature 214 cannot complete the circuit from battery 176 through wire 227, contact 222, insulated contact 221, wire 246, wire 230, armature 214, insulated contact 219, wire 234, magnet coils 17 9, wires 235 and 232 back to battery. Further the path from battery 17 6 through wire 227, contact 222, insulated contact 221, wire 246, insulated contacts 166 and 168, wire 244, wire 234, to magnet coils 179 (relating to danger whistle 190) and wire 235, wire 232, back to battery 176 is broken because, when roller 161 in passing over top contacts 50 of signal contacts 41 and 42 raises depending rod 160 with attached insulated contact 166 against spring 162 (Fig. 5), the circuit connecting the battery 176 on the one hand by wire 227, contacts 222, 221, wire 246, to contact plate 166, and on the other hand by wires 232, 235, coils 179, wires 234 and 244, to contact 168 is broken. Consequently magnet coils 179 are deiinergized so that armature 188 falls and operates danger whistle 190 and miniature signal 189, thus giving both audible and visual signals as to the state of the section ahead. The armature 188 is replaceable by means of the handle 191. Should such sig nals be disregarded and the progress of the train aforesaid remain unchecked, on reaching stop contact 43, whose top contact 50 is higher above the rail level than the top con tact 50 of signal contacts 41'and 42, the do pending rod 160 with attached insulated contact 166 breaks contact with both contacts 168 and 167, and unless the section has in the interval been cleared-that is to say, unless switches 69, 71 and 70, 72 have been again closed at the moment the train first on the section was leaving such section-the controller magnet coils 183 still remain dei nergized and the line clear whistle silent, but the danger whistle is operated as hereinbefore explained and both the magnets 180 and 181 become deenergized owing to the non-completion of either of the parallel circuits relating thereto and comprising the battery 17 6. that is to say, the parallel circuit through wire 227, contact 222, insulated contact 221, wire 246, wire 230, armature 214, insulated contact 218, wire 240, and (a) the magnet 180, wires 241 and 232, and (b) the wire 242, the magnet 181, and the wires 239 and 232, and the parallel circuits through wire 227, contacts 222 and 221, wire 246, insulated cont- acts 166 and 167, wire 245, and (a) wire 242, magnet 181, and wires 239 and 232, and (5) wires 242 and 240, magnet 180, and wires 241 and 232. Thus the armature 192 of magnet 180, being allowed to fall, operates, through lever 193, the intercepting valve in dome of the boiler shutting off steam, and also breaking the connection between controller magnet coils 183 and generator 17 5 through wire 228 at the contacts 155 and 156, and the connection of the train wire 249 (hereinafter referred to) at the contacts 200 and 201.

The armature 202 of magnet 181 in falling operates the intercepting valve 204 of the fluid pressure brakes (the brakes of the train being of a known continuous automatic type) through lever 203, thereby applying the brakes and pulling up the train without interference with the drivers brakehandle 205. The breaking of wire 228 at contacts 155 and 156 insures that, from the commencement of the braking or stopping period at compound contact 43, the generator 175 is inoperative until the replacement of armature 192 is effected.

It will be seen that brakes may be applied on the train without shutting off the steam that is to say, the power by which the train is driven; in that case the parts required for shutting off the 'steam or other power may be omitted.

From the foregoing statements it is clear that the train first upon a section and effecting operations as herein mentioned controls the said section and prevents approaching trains from proceeding along it more than a distance determined by the position of the stop contacts 43 and 44, on the said section. It is shown in Figs. 1 1 and 1 that all sections such as U, V, etc., are intersected by other sections such as V, X, etc., which insures that a definite space factor or headway always exists between trains on the same track whether they are traveling in the same direction or the opposite directions.

As hereinbefore described, a train passing over compound contacts 42, 44, and 47 on running along a section such as U, V, W, etc., opens the switches 69, 71 and 70, 72 of the instruments relating to the section and does not finally close them until passing out over compound contacts 46 and 41 at the distant end of the section. Hence any following train on approaching such an occupied section will be warned on signal contacts 41 and 42 and, if such warning be unheeded, will have steam shut off and its brakes applied automatically on passing over stop contact 43 as before explained.

It follows that when two trains traveling in opposite directions on the same track are approaching each otherone on the section U and the other on the section W and both approaching the section V (Figs. 1 1 and 1 )from the time of passing over the compound contacts 42 at the entering ends of the two sections U and W respectively they are protected by the switches 69, 71 and 70, 72 at the distant ends of these sections, but the first of the trains to reach a compound contact of the section Vsay the train on Uopens the switches at the farther end of the section V, thereby warning the driver of the other train when it arrives on compound contacts 41 and 42 of section V and stopping the last mentioned train on arriving at the succeeding compound contact 43 of section V.

The first train proceeding clears the section U on passing out over compound contacts 46 and 41 respectively, but on running along section V the driver is warned both visually and audibly of the presence of the stopped train in the section when passing over signal contacts 41 and 42 of the section 1V and steam is shut off and brakes applied automatically when passing over compound contact 43, so that the train is thus stopped if the'warning so given has been unheeded. Hence by intersecting two sections such as U and W by another similar section such has V, the distance between trains running in any direction or directions on the same track can be kept at any desired minimum which can be insured by correspondingly. fixing the distance between a set of stop contacts of any'intersecting section and the adjacent stop contacts of the sections that it intersects.

The sections U, W, etc., and the sections V, X, etc., are mutually interlocked, or, as I term it, they are automatically interlooked.

The foregoing description assumes that all instruments and appurtenances connected therewith are in a state enabling them to perform the functions attached to them during normal working, but should there arise, through failure of instruments or wires or breakage of mechanism or parts, conditions such as hereinafter mentioned likely to afiect the safe Working of trains under this system, they would be met by the introduction of a further factor of safetynamely, what may be termed the interlocking of the controller magnet 183 (Fig. 1 with the circuits operating the danger whistle, throttle, and brake magnets respectively' in such a manner that unless normal or safe conditions prevail, warning is given by whistle and steam is shut off and brakes are applied, as hereinbefore mentioned.

The armature 214 of the controller magnet 183 is retained by its weight and adjustable tension spring 216 against the con tact 215 until the current rises in the coils 183 to the value required to operate normally the instruments relating to the sect on,- as hereinbefore explained. hen the current passing through the coils 183 is of what I herein term a predetermined normal strengthi. 6., a strength whose lower limit is determined by the weight ofthe armature 214 and the strength of the spring 216 :2 n d whose upper limit is determined by the weight of the pivoted arm 220 and the strength of the spring 223it attracts the armature 214 from the contact 215 and holds it against the insulated contacts 218 and 219, relating to the alternative circuits, and located on the pivoted arm 220, and the insulated contact 221 is kept pressed against the contact 222 by the tension of the adjustable spring 223.

When the current energizing the controller magnet coils 183 exceeds the predetermined normal strength, the increased pull on the armature 21 1 results in the raising of the arm 220 against the tension of the adjustable spring 228 and the consequent breaking of the contact between contacts 221 and 222, thus opening the circuits including generator 176 and the magnet coils 179,

180, and 181 respectively, and thereby deenergizing them, and blowing the danger whistle, shutting off steam and applying brakes as hereinbefore described. It will further be seen that magnet coils 178 are also de'e'ncrgized and the line clear whistle 185 is blown and the miniature signal 186 is lowered. This combination of operations serves to indicate the nature of the failure of the apparatus, as it occurs only when the current through coils 183 is in excess of the normal strength. 7

Provision is made for detecting any departure from normality in the operation of a switching armature 62 when a train is in contact with a compound contact through which it ought to be operated. For this ourpose, resistances 92 and 93 are inserted in series and the resistances 9 1 and 95 in parallel with the coils 69 in the following manner, so that, unless the operation is normal, the strength of the current flowing through the controller magnet 188 will be greater or less than normal and an indica- Lion of abnormality will be given.

When a locomotive passes over the compound signal contact 11 near either end of a section, the current travels out from generator 175, through switch 69, 71, magnet coils 105, to the distant instrument relating to that section which, with the switches 69, 71 and 7 0, 72 in the closed position, has its coils 60 and 68 in parallel with resistance 95 (whose value is greater than that of the resistance 91). The current then flowing from generator 175, through controller coils 183, coils 105, and the coils 60 and 68, and also through the resistance 95, which is in parallel with the coils 60 and 68, is inversely proportional to the total resistance of the circuit, and, for the purpose of contact 41, may be called the normal working current, the armature 214 being adjusted to be lifted at this value and make the alternative circuits through contacts218 and 219 as hereinbefore mentioned (Figs. 1 7 and 7 On passing over compound contact 42 the path is out through the coils 111 to the distant instrument, whose armature 62, swinging over, parallels the resistance 941 with the coils 60 and 68. The resistance 94: having a lower value than the resistance 95 previously placed into parallel, the resistance resulting from the combination of the coils 60 and 68 in parallel with the resistance 91- (as when the switches 69, 71 and 7 O, 72 are open and the switch 75, 77 is closed) is lower than the resistance resulting from the com-- bination of the coils 60 and 68 in parallel with the resistance 95 (as when the switches 69, 71 and 70, 72 and 75, 76 are closed). 011 this account what may be termed the complementary resistance 92 is placed in the circuit including the compound contact 12 or 1 1 and what may be termed the complementary resistance 93 is placed in the circuit including the compound contact 17, so that as the contacts 4L2, 11, open the switches 69, 71 and 70, 72 and close the switch 75, 77 of the distant instrument and the compound contact 417 opens the switches 69, 71 and 70, 72 and closes the switch 75, 77 of the near instrument, the train on passing over and making contact with the contacts 51 and 50 of the compound contacts 41 to r7 inclusive in turn sets up, by the swinging of a corresponding armature 62, a working balance between the resistances, maintaining the normal working current at constant value or approximately so through the controller magnet coils 188, and adds a further factor of safety in that this state of balance can be maintained only while everything pertaining to the circuit containing generator 175 is in order. In this way I automatically eifect what may be termed an electrical balance.

The values of the resistances 92, 93, 94-, and 95 and of the resistance of the coils 60 and 68 are such that not only, as above stated, do the complementary resistances 92 and 93 correspond to the difference between the resistance resulting from the combination of the coils 60 and 68 in parallel with the resistance 9 1 and the resistance resulting from the combination of the coils 60 and 68 in parallel with the resistance 95, but when the coils 60 and 68 are not paral leled by the resistance 94: or 95 or when the wrong resistance 9% or 95 is paralleled therewith, a current passes through the magnet 183 of a value suliiciently below, or above, the normal value as to cause the armature 214:, or the armature 214: and the arm 220, to be operated as hereinbefore described to produce a warning or a stopping operation on the train. For instance, assume, a train to be passing over the compound contacts of a section where one or each of the instrumentssay through failure of the locking armature 67 to operateis unable to swing its pivoted armature 62. Then, when the train makes contact with the compound signal-contact 42, if the armature 62 of the distant instrument remains immovable with its switches 69, 71 and 70, 72 and 75, 76 closed, a current will pass from the train through the complementary resistance 92, which is then in series with the coilsand 68 combined in parallel with the resistance 95 (having the greater value) of the instrument at the farther end of the section, and the resistance of the circuit will consequently exceed the normal by the value of the resistance 92, and the current through the controller coils 183 will not be sulficient to attract the armature 214 to make the circuits hereinbefore stated to be alternative to those that are broken by the depending rod 160 at the contacts 167 and 168, and the danger whistle will be blown; while similarly on making contact when passing over the near stop contact 14C the danger whistle will be blown and steam will be shut off and brakes applied as hereinbefore explained.

If the instrument near to the train running on a section be so fixed that its switches 69, 71 and 70, 72 are closed and remain immovable, a similar set of conditions arises on passing over compound contact 17 with the same resultsthe danger whistle is blown and the train is stopped as hereinbefore mentioned.

If the far instrument be so fixed that its switches 69, 71 and 70, 72 remain open and the switch 75, 7 7 closed when the train running along the section makes contact with the signal contact 41, then, if the switch 69, 71 of the near instrument remains closed, current will flow from the train to the distant instrument, whose coils 60 and 68 are combined in parallel with the lowervalue resistance 9% (the complementary resistance 92 is in series with compound contacts 42 and 14:), and, the resistance of the circuit being lower than normal by the value of the resistance 92, the current through the controller magnet coils 183 will exceed the normal working current by an amount which will raise the armature 211 sufliciently to raise the arm 220, breaking the connection between the contacts 221 and 222, and, as hereinbefore explained, disconnecting the generator 176 from the magnet coils 178, 179, 180, and 181, which are therefore deenergized. Consequently the whistles 185 and 190 are blown, the miniature signals 186 and 189 are operated, steam is shut off, and the brakes are applied as hereinbefore described. Should, owing to any accident, neither of the switches 75, 7 6 and 75, 77 be closed when one or the other of them should insert into parallel one of the resistances 91 and 95, the controlling current through the magnet 183 would be less than normal because the resistance of the circuit would be greater than normal and a warning or stopping operation would be effected on the tram as hereinbefore described.

A short circuit 1 occurring between the mains 100 and 101 or in any part of the circuit containing the generator 17 5 either on the track or on the train produces an abnormal rise of current through the controller coils 183 which are in thecircuit of the generator 17 5. Consequently the armature 214: is attractedsufliciently to raise the arm 220 and thus break contact between the contacts 221 and 222, and to open the parallel circuits relating to the line-clear whistle 1.85 and signal 186, the danger whistle 190 and signal 189, the throttle lever 193, and the brake lever 203 respectively. Thus the whistles are blown, steam is shut off, and brakes are applied as hereinbefore explained.

If the continuity of the circuit containing generator 175 and controller coils 183 is broken owing to the breakage or displacement of any wire or contact material thereto, the alternative circuits hereinbefore described are not made when the depending rod 160 is raised on the passage of a train over a signal contact, and the danger whistl is blown. If the circuit is still open when contact is being made when passing over a stop contact, steam is shut off and brakes are applied as hereinbefore described.

I use the term controller to designate the part of the train apparatus comprising the magnet coils 183, their armature 214, which is normally retained in position by a spring 216 so that the armature 214: makes contact withthe contact 215, the insulated contacts 218 and 219 on the arm 220 adapted to make contact with the armature 21 1'when the magnet coils 183 are suiiiciently energized as herein mentioned, and a spring 223 attached to the arm 220 whereby contact between the insulated contacts 221 and 222 is insured under normal conditions. The said controller is thus adapted as herein de-' scribed to meet a condition wherein there flows either no current or current not suliicient to cause the said armature 21.41 to complete the alternative circuits as herein mentioned, and also to meet a condition wherein the How of an abnormal current owing to a short circuit or to the wrong position of a switch armature 62, energizes the coils 183 suliiciently to break contact between the contacts 221 and 222 for the purposes here in mentioned. 7

It is intended that brakevans or the like as well as locomotives should be adapted according to these improvements as a further factor of safety. The brakevan or like vehicle is adapted similarly to the locomotive except that parts that are not required are omitted. q a 1 With a view to rendering the apparatus of as wide a utility as practicable, provision is made forenabling the coupling of two or more locomotives together for hauling a train. When two or more adapted vehicles are coupled together, itis obvious that one only should control, and therefore for the purpose of coupling or connecting together two or more locomotives equipped with the appurtenances hereinbefore described either alone or in connection with other vehicles constituting a train therewith, and still preserving the flexibility of operation and safety in working sought in this system, the train wires 248 and 249 (in especially Figs. 7 and 7 are provided, which extend throughout the length of such series of vehicles (locomotives, carriages, wagons, brakevans, or like rolling stock) which may be coupled together to constitute a train, it being intended that these train wires 248 and 249 should be joined between vehicles by any suitable connectors so as to provide a continuous path from the front or operating locomotive (hereinafter referred to as the pilot locomotive) through any other vehicle or vehicles (hereinafter referred to as the succeeding vehicles) forming part of such a train as hereinafter described. On each locomotive so fitted the wire 248 has branching from it the wire 252 (Figs. 1 7 and 7 connected to the movable arm of switch 206, while the path through the wire 249 is continuous through the contacts 201 and 200 only when the armatures 192 of the several locomotives are attracted by the magnet coils 180. A branch wire 253 leads from wire 249 to magnet coils 182 which on the other sideare joined by wire 254 to contact 207, while contact 208 is connected with the train wire 249 through wire 251, the generator 177, and wire 250.

When two or more locomotives are coupled together or to other vehicles as shown diagrammatically in Figs. 7 and 7 the driver of the pilot locomotive I by throwing the switch lever 206 over from its normal positionz'. 6., from contact 207 over to contact 208-connects the generator 177 by wire 250 to train wire 249 and through wire 251, contact 208, switch lever 206, and wire 252 to the train wire 248, so that current will be sent out from generator 177 on the pilot engine through the train wires 248 and 249 to the coupled locomotives II and III and other vehicles forming the train, to the brakevan IV, where the current through the train wires energizes magnet 182, while the corresponding magnets 182 on the coupled locomotives II and III are placed into parallel by wires 253 con necting them with train wire 249, and wires 254' connecting them through contact 207, switch lever 206, and wire 252 with the train wire 248. On each locomotive or other vehicle behind the pilot locomotive, the magnet 182, being energized, attracts thearmature 209, thereby breaking at contacts 210 and 211 the continuity of the path from generator 175 to the roller 173 of side arm 171 with attached tension spring 172 (insulated at 170 from the depending rod casing 163). The circuit containing generator 175 being thus broken on each coupled locomotive or brakevan owing to the actionof the driver on the pilot locomotive switching the generator 177 thereof to the train wires 248 and 249, it follows that on the coupled locomotives and brakevans neither can the line clear whistle be operated nor can the respective alternative circuits hereinbefore described relating to the respective steam throttle and brake magnets be made by the controller coils 183 on the coupled locomotives and brakevans, when their depending rods 160 are raised on passing over compound contacts and break at contacts 167 and contacts 168 the circuits just mentioned.

lVhile the magnet 182 on each succeeding vehicle by attracting the armature 209 keeps the controller circuits on each of the succeeding vehicles open as explained, it at the same time, owing to the fact that the contact plate 237, makes'contact with contacts 212 and 213, closes two other circuitsnamely, ((1.) the circuit from the battery 17 6 to wire 227, contact 222, insulated contact 221, wire 246, wire 256, insulated con tact plate 237, contact 212, wire 236, wire 234, magnet 179 relating tothe warning device, and thence as hereinbefore described back to battery 176, and (b) the circuit from the battery 176 to wire 227, contact 222, insulated contact 221, wire 246, wire 256, insulated contact plate 237, contact 213, wire 238, wire 242, magnet 181, which operates the brake lever, and in the case of succeeding locomotives by wire 238, wire 242, wire 240, magnet 180 which operates the steam throttle, and from magnets 181 and 180 respectively in the manner hereinbefore described back to the generator 176. These circuits are alternative to those which are made at the contacts 218 and 219 when the generators 175 energize the coils 183 but which cannot be made on the succeeding vehicles owing to the operation of the switch lever 206 on the pilot locomotive and the consequent breaking of the circuit through the coils 183 on the succeeding vehicles. Inasmuch as the completion of the said alternative circuits through contacts 212 and 213 depends upon current from the generator 177 of the pilot engine, it is obvious that failure of this generator 177 or of the train wires 248, 249 would (by dei nergizing mag net coils 182) result in rendering operative the safe-running apparatus on the succeeding vehicle, because the circuits from their armatures 209 would no longer close the alternative circuits and break the circuits of the generators 175, so that when necessary the warning and stopping devices on each succeeding vehicle would be operated in the manner hereinbefore described.

The train wires 248, 249 extending attraction of armature 209 (Fig. 7 by magnet coils 182 will, as in the case of a succeeding locomotive, break the circuit between generator 175 and side rod 171, and simultaneously provide the alternative circuits to magnets 179, 180, and 181. In such a brakevan or other vehicle, the armature 184 is in circuit with a gong or buzzer 260 (taking here the place of the line clear whistle 185 of a locomotive) and with the generator 176 through wire 267, contacts 262 and 263, wire 268, terminals 269 and 270, and wires 271 and 232. Similarly armature 188 is in circuit with the gong 0r buzzer 261 (which here takes the place of the danger whistle 190 of the locomotive) and with the generator 176 through wire 267, wire 278, contacts 264; and 265, wire 2741, terminals 275 and 276 and wires 277, 235 and 232. The falling of either armature. 184 or armature 188 will set going the corresponding gong or buzzer 260 or 261, and will operate the miniature signal 186 or 189 attached to and operated by the said armatures 184C or 188, thus giving both audible and visual signals.

In the diagram Fig. 7 the pilot engine I traveling in the direction of the arrow, is shown in contact with compound contact 42 and it is assumed that another train is on the same section. The switching instrument near this pilot engine being therefore set for danger as hereinhefore described, the armature 188 of the pilot engine is shown lowered, while the danger signal 189 is up and the danger whistle 190 is being blown.

By the term train used herein, unless otherwise inconsistent I mean any locomotive, carriage, car, wagon, brakevan or like vehicle or rolling stock or any combination thereof adapted according to these improvements.

A train may consist of one or more vehicles adapted as aforesaid, and any adapted train may be coupled to any adapted or unadapted vehicles.

As hereinbefore explained the coils 60 and 68 are shown in series in Figs. 1 1 and 1, but in parallel in Fig. 6, this alteration in arrangement being to suit the variations in lineresistance according to well-known telegraphic practice. If series instruments and parallel instruments have to be operated by the same generators 175, since, in the case of parallel instruments, the current through the coils 60 is less than in the case of series instruments, the parallel instruments must be more sensitive than the series instruments. To secure this greater sensitiveness,

and the requisite quick operation of the armature of a parallel instrument, the polarized armature 62 (Fig. 6) is preferably pivoted on support 96 and loosely hinged at 79 to the extension 64 which in that case is pivoted at 63. I I

The switches 69, 71, and 70, 72 are aHiXed to supports 73 and have adjustable stops 7+1 (Fig. 3) to prevent the'parts 71 and 72 respectively of the said switches from swinging over sufficiently to complete contact with the corresponding parts 69 and 70 of the switches that is when the parts 69 and 70 have not been moved so as to come into contact with the parts 71 and 72 respectively. Similarly the switches 75, 76, and 77 are provided with adjustable stops 78 (Fig. 1).

It will be seen on referring to the drawings that the instruments relating to the ends of a section are connected by one metallic circuiti. 6., by mains 100 and 101, but, as in telegraphic and other known practices, part of the circuit may, where suitable, consist of earth and usual earth plates, etc.

Each locomotive according to the drawings has three generators of electricityviz., 175, 176, and 177. If desired a smaller number of generators may be used in the known way for the purposes of these improvements. These improvements provide a means, which I term a negative system for preventing collisions between railway trains because the failure of the passage of a normal current through the controller of a train prevents the train from proceeding in the manner hereinbefore described. A train is prevented from traveling along a section both when the section is occupied and when the train itself does not properly operate the track instruments of the section.

The means for shutting off'steam and for applying the brakes are in accordance with this negative system in that steam is prevented from being shut off only provided that the magnet 180 remains always duly energized, so that failure of the magnet 180 to hold its armature 192 enables the said armature 192 under the action of gravity in falling to cause the closing of a valve by means of lever 193, thus shutting off steam on the locomotive irrespectively of the drivers lever 196, and in a like manner the brakes are applied on the train when the armature 202' falls under the action of gravity when its magnet 181 is deenergized, and operates the lever 20 3 of the valve 204. The said magnets 180 and 181 with corresponding armatures 192 and 202 respectively are preferably placed in suitable boxes and locked,

the key being preferably in the possession of the guard or some similar oflicial.

The current from the generator 175 is led by its conductor 228 in such a manner that the falling of the armature 192 normally held by the magnet coils 180 will break the circuit relating to the said generator 17 5, so that the said generator is unable to operate on the instruments relating to the section.

The miniaturesignal 186 is normally in the horizontal position but when the line clear whistle 185 is blown the said signal 186 is lowered; but in the case of the miniature signal 189 the same is normally lowered and when the danger whistle 190 is blown, the said signal 189 is raised.

V] hat I claim is 1. In a train-controlling system, track contacts arranged at two ends of a section of track, a safety-device carried by a train and adapted to be operated by non-electrical force, a contacting device carried by said train and adapted normally to assume a position to prevent the operation of said safety-device, but adapted to be moved by track contacts at both ends of said section out of said position so as to allow the oper ation of said safety-device, an electromagnetic device carried by said train and adapted on the completion of its circuit to prevent the operation of said safety-device when said contacting device is moved as aforesaid, current paths located on said track for said track contacts respectively, two electromagnetic switching instruments which are connected togethe 1 and the armatures of which normally keep closed said current paths respectively, other track contacts located at the ends of'said section and farther within said section than the aforesaid track contacts and adapted by contact with said contacting device to complete circuits through said switching instruments and thereby to operate said armatures so as to break said current paths.

2. In a train-controlling system, apparatus comprising a warning device and a stopping device carried by a train and both tending to come into operation, a contacting device carried by said train and adapted normally to prevent the operation of both said devices but adapted to allow of their respective operations when given different displacements, track contacts adapted to give said contacting device said different displacements, and electromagnetic means on the train for preventing the operation of each of said warning and stopping devices on the energization of said electromagnetic means when said contacting device is correspondingly moved by said track contacts.

8. In a train-controlling system, a safety device carried by a train, track contacts adapted when said train makes contact therewith to actuate said safety device, and an electromagnetic device on said train which is adapted, when energized when the train is in contact with one of said track contacts by a current whose strength is between predetermined limits, to secure the location of its moving part in a position to prevent the operation of said safety device, but not to secure the location of said moving part in said position if the strength of said current is above or below said predetermined limits.

4. In a train-controlling system, electrical track-affecting means carried by a vehicle, electrical track-affecting means carried by another vehicle coupled to the aforesaid vehicle, an electromagnetic device located on the last mentioned vehicle and adapted when energized to switch out and so render said electrical track-affecting,means on the last mentioned vehicle inoperative, an electrical circuit located partly on each of said vehicles and including said electromagnetic device, and means for breaking and closing said circuit.

5. In a train-controlling system comprising over-lapping blocks, at each end of each of said blocks a series of track contacts including a track contact adapted to actuate a safety-device on a t ain, and for each block two electromagnetic switching instruments electrically connected with each other and pertaining respectively to the two series of track contacts at the ends of the block, and electrical connections adapted to enable a train by making contact with the inmost track contact of a said series, to complete an electrical circuit through the said instrument pertaining to the last mentioned se ries and thereby to render operative the safety-device actuating track contact of the last mentioned series, by making contact with the inmost but one track contact of the last mentioned series to complete another electrical circuit through the last mentioned instrument and thereby both to render in operative the last mentioned safety-device actuating track contact and also to connect the outmost but one and the outmost track contacts of the last mentioned series with said instrument pertaining to the other said series and thereby to enable a train by contact with said outmost but one track contact to complete an electrical circuit and thereby to render operative said safety-device actuating track contact pertaining to said other series and by contact with said outmost track contact to complete another electrical circuit and thereby to render inoperative the last mentioned safety-device actuating track contact.

G. In a train-controlling system comprising over-lapping blocks, at each end of each of said blocks a series of track contacts including a track contact adapted to actuate a safety-device on a train, and for each block two polarized electromagnetic switching instruments electrically connected with each other by a single pair of conductors and pertaining respectively to the two series of track contacts at the ends of the block, and electrical connections adapted to enable a train by making contact with the inmost track contact of a said series, to complete an electrical circuit through the said instrument pertaining to the last mentioned series and thereby to render operative the safety-device actuating track contact of the last mentioned series, by making contact with the inmost but one track contact of the last mentioned series to complete another electrical circuit through the last mentioned instrument and thereby both to render inoperative the last mentioned safety-device ac tuating track contact and also to connect the outmost but one and the outmost track contacts of the last mentioned series with said instrument pertaining to the other said series and thereby to enable a train by contact with said outmost but one track contact to complete an electrical circuit and thereby to render operative said safety-device actuating track contact pertaining to said other series and by contact with said outmost track contact to complete another electrical circuit and thereby to render inoperative the last mentioned safety-device actuating track contact, said connection being adapted to cause current tobe sent in opposite directions along said single pair of conductors when a train makes contact respectively with the outmost and the outmost but one track contacts of either series of track contacts.

7 In a train-controlling system, a track contact with which trains are adapted to come into contact, an electromagnetic trackcontrolling instrument electrically connected with said track contact and adapted to have its moving part set by current sent there through when a train makes contact with said track contact, means located on the track for causing the strength of said current to be of normal value if said moving part is then located in the for-the-timc-being correct position and to differ from said normal value if said moving part is not then located in the for-the-time-being correct po sition, and on a train an indicating device adapted to be traversed by said current and to give an indication when the strength of said current differs from said normal value.

8. In a train-controlling system, track contacts with which trainsare adapted to come into contact, polarized electromagnetic trackcontrolling instruments electrically connected with said track contacts, each of said instruments being adapted to have its moving part set in two positions by current sent therethrough in opposite directions when a train makes contact with two of said track contacts successively, the circuits adapted to be traversed by said current when said train is in contact with said two track contacts comprising a lead and a return conductor common thereto, means located on the track for causing the strength of said current to be of normal value if said moving contacts with which a train is adapted to 7}} come into contact, an electromagnetic trackcontrolling instrument electrically connected with said track contacts, means adapted when a train makes contact with we said track contacts successively to complete two circuits of equal voltage through said train and said instrument and thereby to cause to traverse said instrument current-s tending to set the moving part thereof in two extreme positions respectively, two resistances of different values adapted to be connected in parallel with a portion of each said circuit by the location of said moving part in said two positions respectively, the resistance of the portion of a said circuit not so paralleled being in the case of one of said track contacts greater than in the case of the other said track contact, so as, with the resistance of the remaining portion produced by the paralleling of the resistance corresponding to the track contact in question, to produce equal total resistances in the two cases, and

,on said train an indicating device adapted to be traversed by said currents and to produce an indication when the strength of the current passing therethrough difi'ers from a normal value resulting from such total resistance.

10. In a train-controlling system, track contacts with which trains are adapted to come into contact, electromagnetic trackcontrolling instruments electrically connected with said track contacts, each of said instruments being adapted to have its moving part set by current sent therethrough when a train makes contact with one of said track contacts, means located on the track for causing the strength of said current to be of normal value if said moving part is then located in the for-the-time-being correctv position and to difl'er from said normal value if said moving part is not then located in the for-the-time-being correct position, and, on a train a device adapted to be traversed by said current and to effect the stoppage of the train when the strength of said current differs from said normal value.

11. In a train-controlling system.a safetydevice carried by a train, a track contact adapted when said train makes cont-act therewith to actuate said safety-device, an electromagnetic device on said train which is adapted, when energized when the train is in contact with said track contact by a current whose strength is between predeter-

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