US1192210A

US1192210A - Railway safety-signal system.

Info

Publication number: US1192210A
Application number: US61234311A
Authority: US
Inventors: Alphonso S Keating
Original assignee: Individual
Current assignee: Individual
Priority date: 1911-03-04
Filing date: 1911-03-04
Publication date: 1916-07-25
Anticipated expiration: 1933-07-25

Description

A. S. KEATING} -RA|LWAY SAFETY SIGNAL SYSTEM.

APPLICATION mzo MAR. 4. 1911.

Patented J my 25, 1916.

7 SHEETS-SHEET I.

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INVENTOR 3. KEATINfi 'FIG. 2.

A. S. KEATING.

RAILWAY SAFETY SIGNAL SYSTEM.

- V APPLICATION FILED MAR. 4| I9II. 1 192,210, Patented July 20, 1916.

TSHEETS-SHEET 2.

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INVENTOR ALPHONSO 5. HEATING ATTORNEY A. SJ'KiEATlNG. RAILWAY SAFETY SIGNAL SYSTEM.

.APPucAfloN mm MAR. 4. 1911.

Patented J uly 25,1916.

ISHEETS-SHEET 3 anuwttot 'ALPHONSQ 5. K E ATIN G A. S. KEATING.

RAILWAY SAFETY SIGNAL SYSTEM.

Patented J lily 25, 1916.

FSHEETS-SHEET 4 M 4 R A M D E L H N o H A C U P P A I O 1 2 I 2 9 1 1 WITNESSES muons .LON H000 U ALPHON SO a KEATINfi ATTORNEY A PPHCA TION HLED MAR. M 1911.

AIS KEATING. RAILWAY SAFETY 'SIIGNAL SYSTEM.

Patented July 25, 1916.

ATTORNEY A. S. KEATING.

RAILWAY SAFETY SIGNAL SYSTEM. APPLICATION FILED MAR. 4. 1911.

1,192,210. 1 Patented July 25,1916.

ISHEETS-SHEET 6.

FIG. 8.

FIGS

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APPLICATION FILED MAR. 4. 1911.

1 1922 1Q, 'Iatent-ed Jilly 25, 1916.

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RAILWAY SAFETYSIGNAL SYSTEM.

Application filed. March 4, 1911.

Tu /Il hom it may concern:

Be it known that I, Ancnoxso S. Kean ixc. citizen of the United States of America, residing at Corry. in the county of Erie and State of Pennsylvania, have invented certain new and useful Improvements in Railway Safety-Signal Systems, of which the following is a specification.

The object. application and operation of my invention are herein set forth with sufiicient clearness to enable those skilled in the art to which it appertains to make, apply and operate the same. a

The drawings which form a portion of this application show certain forms of apparatus by means of which my invention may be practically. mechanically expressed and applied to the purpose specified. but said dra ings are illustrative merely and are not intended to limit my inventive idea to the precise embodiment, application or installation there shown. Moreover the very nature of the invention necessitates that the. graphic illustration of certain features thereof be largely diagrammatic, but such diagrams have been caused to conform as nearly as possible to the usual methods of illustration employed in the art to which they appertain, so that those skilled in such art may readily read and understand the same.

The object of my invention is to provide a. railway safety signaling system wherein all necessary and desirable signals and indices of danger shall be located upon the train and positioned within unobstructed and plain view of the engineer or motor man, and which signals shall be automatic in operation with reference to all moving trains when upon the same track, especially when said trains are within a predetermined proximity to each other. Furthermore to pro- -ride means for manually operating signalin; devices. which means may be located in railway stations, and at any other suitable pointalong the right of way whereby the train signals in moving or standing trains may be. caused to indicate the proximity of danger. or to impart any other desirable information to the engineer or train crew. That these signal operating devices shall be accesihle at all times and operate at all times where there is a train within such pre- Specification of Letters Patent.

Patented July 25, 1916.

Serial No. 612,343.

determined proximity to them as to render their operation effective and desirable. Also to incorporate with such signaling devices means whereby the speed of a moving train may be regulated or controlled from without to slow down or stop the same, the apparatus whereby said control is accomplished to be such that the engineer may discontinue the activity of same upon throttle and brake at will.

A further object of my invention is to provide apparatus whereby communication may be established between two moving or standing trains which are located within a predetermined proximity to each other: also between a train and any station within a predetermined limit and with the train despatchers ofiice. Said object further includes means for indicating whether the danger source is in front or to the rear, and the distance thereto, and the further provision of means for automatically indicating in some instances, the character of the danger.

'ith said objects and said requirements in view I have devised a signaling system and adapted the apparatus thereof to be electrically operated, and place conductors for the transmission of the current employed in proximity to the railway. One of said couductors may be of any type suitable for the purpose, as for instance a wire or other suitably insulated conductor positioned above the railway. or a third rail located upon or approximate to the track. also suitably insulated. The other of said conductors may be and preferably is the rails of the railway, although any other suitable grounded conductor may be employed. Be it clearly understood, however, that no energizing source is directly attached to either of these c nductors, that they are electrically open at both ends, and that the rail does not form a common return as it does in many types of electric railway construction. I wish to emphasize this point by adding that said conductors, considered in and of themselves and apart from the trains which travel upon the track do not connect to any battery dynamo or other electric generator. -\ll sources of electric current traversing said conductors are contained upon the trains, hence are movable--not stationary-sources of current. One of said comluctorsthe overhead conductor as here shown-is divided into sections by insulated means, each of said sections being adapted to form one side of an electric circuit and by which the limitsof its particular circuit is defined, and beyond which said circuit cannot extend. Said division by insulation in one of said comluctors causes an electrical division in the .other conductor which is coextensive therewith and definitely established thereby.

Each train, (and when the word train is here employed, any railway vehicle, locomotive or type of rolling stock is included, whether it be one or a number) is provided with a source of electric energy and suitable means for forming a movable continuous electrical connection between said conductors and is thus adapted to close the circuit or form a closed end. However, if but one train were placed upon and passed over a railway equipped with my signaling system, and all other means for making a circuitwere disregarded, there would be but one closed end to the circuit, although it would have passed from one end of the system to the other, and no current would have traversed the conductors or any division or section thereof. But as soon as the circuit is completed, either automatically by another train or manually at a station, the current will tiow. Each train is provided with apparatus and indices for indicating such closing of the circuit and for indicating the amount of electrical resistance therein, and hence the extent of the circuit. Each train, therefore, is adapted to constitute a self contained imit for automatically sending or receiving a signal to another train. In ad dition to this any suitably equipped station may send out a manually despatched message over auxiliary message wires to any train upon its division whether the train be moving or atrest.

The construction, arrangement, relation and operation of the apparatus which constitutes my signaling system will now be set forth and described in detail, reference being had to the accompanying drawings which form a part hereof, the various figures of which are as follows:

Figure 1 is a side view of a portion of a railway equipped in accordance with my in- \ention. Fig. 2 is the same view showing a.

' train upon the track. F i 3 shows in detail the apparatus installed in the cab of a locomotive and a car. Fig. 4: shows the same equipment shown in Fig. 3 with the addition of a testing circuit. Fig. 5 shows the switch hoard of a railway station and the equipment thereon. Fig. 6 shows a pole or way station strip board with its equipment. Fig. T shows diagramatically a complete section of a railway equipped with my system. Fig. 8 shows a message circuit and its testing circuits. Figs. 9 and 10 are mechanical details. Figs. 11 and 12 show how electrical circuits may traverse the conductors of my system when established at various points thereof. Fig. 13 shows a troliey car passing over a railway equipped in accordance with my invention.

The same reference characters are ap plied to identical parts in all the views.

Any railway may be equipped with my improved signaling system and the first requisite of such equipment is a train service primary conductor 1 which I have shown in the drawings as a wire suspended above the tracks and which is divided by insulation into divisions as 1, 1 1". The approximate ends of said conductor 1, 1", 1", are arranged to overlap, but they are insulated from each other at said overlapping portion so that no current passes between them. Said conductor is designed to form one side of an electrical circuit. A rail 2 of the railway may be the other primary con doctor and form the other sideof said circuit.

The train is equipped with a trolley 3 arranged to be placed and retained in sliding or moving contact with said conductor 1. The train is also provided with a suitable source of electric energy as a battery 4 for operating the various signaling appliances and indices, which battery 4 also furnishes current for the transmission of signals to and from the train. Suitable conductors are attached to the terminals of said battery, one of which leads ultimately through the trolley to conductor 1, and the other leads ultimately to the rail :2, as shown in Fig. 3, said Fig. 3 being for the purpose of illustrating the signaling equipment in the cab of a locomotive or the motor mans station of an electric car. The equipment as here shown consists of a suitable source of electric energy, as a battery 4, a pole changer 5. to which a motor 6 is connected for the purpose of continuously operating the same, a solenoid T. the plunger of which is arranged to actuate the engineers lever S of the air brake valve; a solenoid 9, the plunger of which is arranged to engage the throttle lever 10 for the purpose of shutting oil the steam. an ampere meter 11 for indicating the current strength. an ohm meter 12 to indicate the resistance in the circuit. a telephone 13. for communicating with the operator of manually despatched signals and for communication between locomotives which are within signaling relation to each other. Relays 13. 16 and 17 are interposed in the main circuits. A local circuit leads from the cab through the train and in this may be placed various indices such as a bell 19 and lights 19. For the sake of clearness in considering the train equipment as shown in Fig. 3, we may say that the battery terminal which is connected by a conductor through the wheel 20 or any othe r metallic ortion of the train to the rail "2, is grounded. and therefore we will say that the other t rminal is to the conductor" (1, 1 1,

etc.)

The paths of various circuits, both main and local. are defined in Fig. 3, and the batteries for each are clearly designated, and are as follows:-The main circuit, which traverses the conductors 1 and '2, is gencl'atcd by the battery 4, the respective poles of which are connected to the points l-- of the p le changer The current passes from said battery through said pole changer, through relay 1-), meters 11 and 1:2, relay 16 and relay 1?, thence to the trolley 3 and through the same to the conductor 1, and when t-he circuit is closed by any of the means herein described, the current returns through the rail 2, through the pole changer, to its source.-tbe battery 4. As said current ilcws. it closes the armatures of the various relays. thus closing each of the local circuits as follows: The armature 15 closes the circuit which actuates the solenoids 7 and 9. the current for this circuit being furnished by the battery B. Armature of the relay 1 3 closes the circuit, which operates the bell ll, current for same being derived from the battery B. Armature of relay 17 closes the local car circuit, which passes through bell 1S and lamp 19, the current for which is derived from the battery B.

In localities where the overhead conductor construction is not desirable or possible, a third rail '21 may be employed, and in this case a third rail contact as 22 may be employed to which a conductor is attached which leads directly to the trolley from whence the currentfollows the usual course through the cab equipment.

From an inspection of Fig. 3 it will be readily understood that each train equipped here shown constitutes an electrical energxmng closed end of a possible circuit, and that said circuit may be completed for the passage of a current by any means for electrically closing the other end of the circuit, whether said means is near or remote, hence it will be readily understood that another train upon the same division of conductor 1 may be such means. and when this is the case signals in both trains will be automatically set up or rendered active. Other means for despatching signals will presently be set forth.

Before passing on to a description of the other mechanism employed the function of the pole-changer 5 will be set forth. In the installation of train apparatus there is a possibility that the poles of battery 4 may be variously connected, that is, the positive pole may be to the ground in some trains, and the negative pole to the ground in other trains, but assurance must be had that a current will pass between all trains which require the action of the signaling apparatus and the pole-changer, which is designed to be constantly 2!(7tl\'( positively provides such assurance. Said pole-changer is consta-ntly active to intermittently adapt the signaling apparatus to receive a signal from another train regardless of whether the positive or the negative terminal of the train battery is to the ground or to the conductor, and when a signal is indicated the polechanger may be stopped upon the proper register to cause the signal to be continuous, a stop (3' being provided for this purpose and when the pole changer is stopped, a steady current will flow through the meteis.

By means of the meters 11 and 12 the enginecr is informed of the character of the dcspatching source of the signal and especially whether it is a train, and if a train, whether is is to the front or in the rear, whether it is moving. or at rest, and if moving, the rate at which it is traveling, this information being indicated in the following manner: We will assume that the train receiving the signal is a moving train. If a train approaches from the rear the ammeter 11 will show a certain strength of current, and the ohm meter 12 will show a certain resistance, and knowing the character of the conductor 1 the distance to the signal despatcher or between the two trains can readily be determined by such resistance. If the meters remain substantially stationary, this indicates that the two trains are moving at the same rate of speed, and if the resistance increases and the strength of the current decreases it will be known that the train to the rear is falling behind. If the resistance decreases and the strength of current increases it will be known that the rear train is approaching. and the rate of approach can be estimated with a fair degree of accuracy. If two trains are approaching one another a very rapid decrease of resistanvc and increase of strength of current will be indicated.

In Fig, l I have illustrated the testing circuits for testin; the local train circuits; which will be later described.

As previously stated conductor 1 is divided. the various divisions 1-. 1". 1". etc., being insulated from each other, and these divisions are so arranged that their ends overlap. substantially as shown, although the various views show the overlapping sections occupying a vertical relation to each other. and this is not the case, as the overlapping euds are positioned side by side or in a. horizontal relation. The sections may be any desired length. as may also the overlapping portions. The length of said overlapping sections, however, should be such that a signal may be given and a train brought to a stop within the extent of same. The object of the overlapping portion of the conductor will be readily understood, as it will be seen that if the insulated sections of the conductor merely abutted each abutting point, and the area approximate thereto could not be effectively served with signals from the adjoining sections as each junctional point would be a neutral point electrically considered, two trains might col lide here not having received a warning signal. Additional functions and objects of divisions in conductor 1 will presently appear.

When a railway is equipped with my improved signaling system each station along the road may be equipped with signal despatching and receiving appliances and these station appliances are installed in duplicate, one for the purpose of serving the territory in one direction (say east) from the station and the other for serving the territory in the opposite direction (west) from the station. This installation is illustrated in Fig. 7 in those portions designated as Station," which shows two similarly equipped switch boards 21, upon which the appliances for sending and receiving signals and other information are located. Fig. 5 is an enlarged illustration of a switch board 24, and its equipment will presently be explained in detail.

Each division 1-, 1, 1 of the primary conductor 1 is placed in communicable conncction with the station to the East' and to the "West" through a separate mes age wire 1' 1. 1, which lead to and are connected to the contact switch points A, B and C upon the station switch board 21L A switch lever :25 is so arranged that its 1' we end ma pass over said points or be placed in electrical contact therewith, said lever is also grounded or connected to rail y means of the connection 26. It will thus be seen that said lever 25 is another means by which the end of a circuit may be closed. aid lever is formed upon its lower end into a notched sector 27, as clearly shown in Figs 9 and 10. A. combination horizvmtallv-extending lever '28 is laced in proximity to sector 27 and is provided with a projection or detent 29 for engaging a notch 29' in said sector. Said notches correspond in number to the number of points A. B, C. and when the sector is engaged b v the le er it serves as a detent to retain the switch lever upon the froper point. I also provide means for holding said detent lever in the upper or engaging position which means consists of a solenoid 30 which when energized operates in the usual way. I modifv the construction of the plunger of said solenoid somewhat so that it may be caused to mechanically hold the detent lever in the engaged position when the solenoid is not energized. Said modification consists of a head 31 upon the upper end of the plunger. Said head has a plain lower face adapted to be engaged by a hook 232. When said hook is manually placed in engagement with head 31 it will remain so engaged until withdrawn by the action of magnet 33, when the current flows, in which event the plunger will drop cent-rally into the magnetic field of the coil, and the lower face of head 31 will then be below the engaging face of hook 32-. as shown in Fig. 5, but so long as the current flows, the solenoid 30 will still hold lever :25 in the engaging position, and will permit the same to fall when the current ceases to flow. Said solenoid plunger is manually raised for the purpose of manually causing said hook 32 to engage said head 31, when the equipment is electrically dormant or not energized. A spring :25" is attached to lever 25, the normal action of which spring is, to withdraw said lever from contactwith said points and return the same to the position shown in dotted lines in Fig. 5. A dash-pot 3i prevents the sudden dropping of lever 28.

A hinge or joint 35 is placed in lever '28 and a spring 35' is placed over said joint, thus giving to said lever a certain amount of flexibility so that the free end may be manually carried up slightly beyond its normal position when hook 32 is manually caused to engage said head 31 of the plunger. The free end of lever 28 is arranged for the reception or suspension of a tele phone receiver A telephone transmitter 36' is also mounted upon the board 21 and a bell 37 forms a portion of the equipment thereof. The connection and function of the various details upon said board it are follows: As previously stated, the points A. B and C are connected by suitable conductors to the sections 1*. 1 and 1 of the divided conductor respectively as shown in Figs. 7 and S. and by a reference to Fig. 7 it will be noted that the "East board in one station and the \Vest" board in the next station are similarly connected. 'hcn a station operat r desires to call a train which he kno s to be between his station and the next. and consequently upon one of the divisions 1. 1 or 1, he will move the switch lever '25 to any of the points A. B. C, and when the lever contacts with an cnci= gized point corresponding to the section of the divided conductor along which the train is paing the current will flow. energize the equipment upon the board and cause the same to bec me active. This will also cause the cab cquipmcnt-Fig. 3-t0 become active. and inform the engineer and by means of the telephone 13 he may communicate with the operator sending the message. One phase of activity upon the board '2 when the. circuit is made, will be the upward movement of the plunger of the solenoid 30, the actuation of lever 28. and the engagement of sector 27 by the detent 29, and the consequent retention of lever 25 in the proper position.

Auxiliary telephone wires 38 are provided which may be arranged to serve any desired points. A portable telephone set 38 may be used for communicating with other points. and for the purpose of connecting said telephone a suitable spring jack 38" is provided upon board 24. Lever Figs. 9 and 10is provided with a hinge or joint 52, so that it may be passed over points A. B and C, without making contact therewith if so desired.

In addition to the switch boards in the stations and the means thereby provided for communicating with trains and despatching signals thereto, any number of intermediate signaling stations may be installed, such as signaling boxes 39, mounted upon any suitable supports such as the conductor poles 40, along the railway. The equipment of such signaling boxes is shown in Fig. 6. Those boxes should be of metal and have a suitable door (not shown) for closing the same. The equipment of said signaling boxes is nearly the same as that shown in connection with station switch boards( Fig. 5). There are, however, one or two material variations and as shown in Fig. 6 the equipment in a signal box is as follows :-A switch lever 41, a detent lever 42, a solenoid 43 for raising lever -12 and holding same in the engaged position, a gravity cam-lever 44, which when the box is closed occupies the position shown, with its lower end resting upon the detent lever 42 so that said lever cannot be raised except when said box is open and in service. When the box is opened said lever drops forward and rests against the door and holds it open, said door being preferably spring-closed. A latching mechanism composed of a hook 45 and a magnet 46 for disengaging said hook are provided, also a bell 47. With the box equipment a portable telephone 48 is used and for the connection of this phone spring-jacks 49 and 50 are providedpreferably two, one of which-49-is connected to the train service wires, the other being connected to wires leading to the despatchers oflice and stations. Jack 49 may be cut out by a switch 51. the connection will then be to the despatchers oflice and stations only. When a station operator wishes to communicate with a train, he places plug 36* in the spring jack 38. then moves the lever 25 of the contact-points A, B, C, and

when contact is made with the point connected with that section of the divided conductor, along which the train is moving, a circuit will be formed with said train, and bell 37 will be caused to ring, thus informing the station operator that the circuit is closed.

Bell 13 in the cab of the locomotive will also be caused to ring and inform the engineer of the reception of a call or signal, whereupon both the operator and the engineer take down their respective telephone receivels and communicate with each other. When this circuit is first formed, it causes the other devices in the circuitboth in the station and in the engine cab, to become active, a portion of said activity in the station being, to hold lever 28 in contact with switch 25, when said switch is in contact with any energized point, A, B or C, as the case may be. Said activity in the cab serves to actuate the armatures of all

relays

15, 16 and 17, thus closing the various local circuits and actuating the appliances therein. If telephonic communication has been held upon the reception of this signal, or if its significance has been ascertained, in some other way, the instruments are restored to their normal positions and the circuit is in condition for the reception of other signals.

The box stations are designed to be used principally by track walkers for despatch ing signals and messages when necessary. In the case of messages sent from said boxes 39,-if they are to be sent to a train only, one of the plugs 48' is inserted in the jack 49, lever 41 is then moved to one of the points A, B and C, and when the other equipment in the box becomes energized, it will be known that communication is established with a train, and communication can be held with the engineer by telephone, if desired. When the engineer removes his telephone from the hook H, this directs the circuit through the wire 13, thus cutting out the train instruments. In this instance,

should another train enter the circuit, the

bells of the telephones will ring, and replacing his receiver, the engineer can observe the activity produced upon the other instruments as herein described, and note their significance, and what they indicate, and act accordingly. The telephone at the box would, in the mean time, be in multiple and would not disturb or all'ect the circuit. If, at the same time the above communication is being held, it is desired to connect to the circuit 38', leading to the station, this may be done by placing a plug in jack 50, said station would then be in the telephone circuit.

Returning to the train equipment as shown in Figs. 3 and 4, it is desired to call attention to the construction and operation of the solenoids 7 and 9 which are designed to actuate the engineers valve of the air brake and the throttle. These solenoids op crate in the usual way, that is, when the current passes the plunger will be drawn into the coil. But in my particular construction I pass a. screw S through the pl rs and by the extent of the projection of t e inner end, travel of the plunger may be limited as desired, and by this means the extent of con trol exerted upon the throttle and engineers valve may be regulated.

Testing circuits are rovided for the various local and distance es designed for the purpose of ascertaining whether said lines are in proper working order. The testing equipment in stations for the masage lines 1, 1", 1, is as follows: I connect onto each of the lines 1, 1 and 1, one end of a wire T as shown in Fig. 8, the other end of said wire being connected to a contact point AT, BT, CT, respectively. Below said points AT. BT, CT, is placed a double switch 87 to each member of which one pole of a battery 88 is connected. When it is desired to test said lines, the operator in the station in which terminate the lines to be tested is called up by means of the telephone 38, the two operators will then place the switch 87 in contact with two corresponding points in each station-say AT and BT-and if the meter 89 indicates the proper flow of current, it will be known that the lines are in order. Switch 87 will then be turned to points BT and CT, and if the meter again shows the proper flow of current, all three lines will be known to be in proper order.

In F 5 I hav;e shown a modleifizd form of tesung' evice,w rein onepo o atesting battery88isconnectedtoapointA. The pointsBandCareconnectedtothetesting points or buttons Bt and Ct. A switch 90 is provided to which the other terminal of saidtestbatteryisconnected,andinthis connectionadetcctorormeter89isinter- Intestingthelineswiththistester, when the switch 90 is placed in contact with point Bt at both stations the wcpurrebit pass, and its proper passage in by the meter 89. which will indicate that 1 and 1" are in order. A similar test can be made of line 1.

In Fig. 4 I illustrate means for testing the cab circuits. It will be noted that 4 is substantially a duplicate of 3, the only difierencebeinginthe Whenatest istobemadeofthecabwiringandequipment, switch 91 is pressed against switch 91 sothat the circuitmthetrainlineisbroken at point 92 and the circuit to the solenoids 7and9isbroken atpoint93. Thiswill causeacurrenttopassthroughallofthe cab equipment except the solenoids and indicate the working condition of same. The reason for out the solenoids thistestistopennitthetesttobemade when the train is running. The reason for cutting out the train circuit during the test is to avoid unnecessarily alarming the pasdombyopenmgtheswitch-foraninstaat and interrupting the current either one or more times, in accordance with a code of signals. To prevent lever 28 from drop ping when the current is so interrupted is one function of the dash pot 34.

My system could readily be applied to trackless trolley cars by providing suitable conductors for the signaling current, and this could be accomplished without departing in the least from the scope of my invention.

I desire to revert to the divided conductor 1 and set forth somewhat more fully the objects and utility thereof. In Fig. 11 I have shown that series circuits in multiple may be established between trains operating under my signaling system- On said view each wheel 9 represents a train and 4 is the individual electrical source carried by said train. In Fig. 12 it is shown that a single circuit may be established through a dual conductor at the overlapping portion of conductor 1. In the drawings I have shown connecting lines 1", 1", 1, by which the conductor is connected to the message lines 1, 1' and 1. As a precautionary measure there may be a number of said connecting lines so that in the case of breakage of one or more others would still remain to pass the current. It is not necessary that the precise method of overlapping the approximate ends of the conductor be employed which I have shown in the drawings, as many other equivalent constructions for securing the same object could be employed, the essential requirement of the overlapping construction is that the train shall close the circuit in both sections while pasing the overlap.

My system may be applied to electric railways as well as steam propelled railways. The equipment in this case would not difier materially from that employed on steam roads. In this case the solenoids 7 and 9 would be applied to the controller and the brake which would require no particular readaptation thereof. As shown in Fig. 13 the regulation trolley wire 96 would be employed for the usual purpose only. If the third rail system were employed the third rail would perform its regular function only. I would still employ an independent divided conductor 1, 1, 1, and a separate contact device 97 therefor for signal service. As in the case of steam roads rail 2 could still be employed as a conductor for the other side of the circuit and it would still perform the same function as in the steam railway regardless of its service as a common return (if so employed) for the motive power current.

In conclusion I desire to call attention to the fact that my conductors-both the divided conductor 1 and the rail 2-and the service performed by each. should be clearly difl'erentiated from-the trolley wire and the return rail of an electric railway and the functions of these. And this difference hes in the following particulars: In the electric railway one end of the circuit is always closed at and by the generating set, which is stationary and positioned outside of the rolling equipment of the road; the trolley wire and the rail are energized at all times and throughout their extent, at least between the generator and the car most remote therefrom, and the rail forms a common return for the current- On the other hand with my signaling system the conductors are electrically open at both ends, each train is provided with an individual generating means, each train forms a moving closed end, or end of a possible circuit, a circuit is coextensive with a section of the divided conductor which insulating division of said conductor 1 causes a coextensve electrical div1- sion of the rail 2 and said rail does not form a common return.

Having thus described the invention, what I claim is:

1. In a railway safety signal the combination with a railway, electrical conductors. one of said conductors being dlvided by insulating means into sections, the other of said conductors bein continuous, a source of electric current adapted be connected to said conductors, of a signaling equipment including a switch board, contact points thereon, an electrical conductor connecting each of mid points to a separate section of said divided conductor, a switch lever upon said board and adapted to engage anyof said contact points, a conductor leading from said switch lever to the continuous conductor, and electric means 1ncluded in said last mentioned conductor for cotiperation with the switch lever to maintain the same in contact with any one of said points and for automatically disengaging said lever and point upon the deenergization of the circuit through said lever.

In a railway safety signal, the combination with a railway, electrical conductors, one of which is divided by insulating means into-sections, the other of said conductors being continuous, a. source of electrical current adapted to be connected to said conductors, of a signaling equipment including a switch-board, contact points thereon, an electrical conductor connecting each of said points to a separate section of said divided conductor, a switch-lever upon said board adapted to engage any of said contact points selectively, manually engageable means arranged to retain said lever in engagement with a xlected point when the signaling eqmdpment is not electrically energized, a con uctor leading from said switch-lever to the continuous conductor, and electrical means arranged to cooperate with said switch lever to the same in eontact with aselected point when said equipment is energized and to automatically disengage said lever from said point upon the decner m'zation of the circuit through said lever.

3. In a railway safety signal, the combination with arailway, electrical conductors, one of said conductors being divided by insulating means into sections, the other of said conductors being continuous, a source of electrical current adapted to be connected to said conductors, of a signaling equipment including a switch-board, contact points on said board, an electrical conductor connecting each of said points to a section respectively of the divided conductor, a switchlever upon said board adapted to engage any of said contact points selectively, means arranged to be manually actuated into engagement with said lever for the purpose of retaining same in contact with any of said points as selected when the signaling equip ment is not electrically energized, said manually-actuated means being adapted to be automatically disengaged when the current flows, a conductor leading from said switch lever to the continuous conductor, and electrical means arranged to cooperate with said lever to maintain the same on any of 4 said points as selected during the electrical energization of said equipment, and to antomatically disengage said lever from such point when said equipment becomes electrically dormant.

4. In a railway safety signal of the electrical type, the combination with a railway, electrical conductors, one of said conductors being divided by insulating means into independent sections. the other of said conductors being continuous, a portable source of electrical current adapted to be movably connected to said conductors and adapted to form one end of a possible circuit, of a signaling equipment including a switch-board,

contact points thereon, an electrical conductor connecting each of said points respectively to a separate section of said divided conductor, a switch-lever upon said board adapted to engage any of said points selectively and to close said circuit by such 5 bination with a railway having electrical conductors arranged adjacent thereto, one of said conductors being divided by insulating means into sections, the other of said conductors being continuous, and a source of electrical current adapted to be connected to said conductors, of a signaling equlpment including a plurality of conductors connected respectively to one section of a pre determined length of said divided conductor, a switch board, contact points thereon, each forming a terminal of one of said plurality of conductors, a lever mounted on the switch board and adapted to engage any of said contacts, an electrically operated means to cooperate with and hold the lever upon the cooperation of the lever with an energized contact point.

6. In a railway safety signal of the electrical type, the combination with a railway having electrical conductors arranged adjacent thereto, one of said conductors being divided by insulating means into independent sections, the other of said conductors being continuous, of a portable source of electrical current adapted to be movably connected to said conductors, so as to form one end of a posible circuit of variable extent, of a signaling equipment including a plurality of conductors to the respective sections of said divided conductor, a switchboard, contact-points thereon each forming a terminal of one of said plurality of conductors, a lever mounted on said switchboard arranged to selectively engage any of said contacts, and whereby said circuit is closed, manually-actuated means adapted to engage with and to retain said lever upon the contact thereof with a selected contact point when said equipment is electrimlly dormant and to automatically disengage from said lever when the current flows, and magnetiailly-actuated means adapted to continue said contact of said lever with said point while the equipment is electrirally energized, and to automatically permit the withdrawal of said lever from said contact when said equipment becomes electrically dormant 7. In a railway safety signal of the electrical, open-circuit type, the combination of a railway having electrical conductors arranged adjacent thereto, one of said conductors being divided by insulating means into independent sections, the other of said conductors being continuous, of a portable source of electrical current adapted to be movably connected to said conductors and to form one end of a possible electrical circuit which is variable as to extent, of a signaling equipment including a plurality of conductors each connected tively to one section of said divided conductors, a switch-board, contact points thereon each forming a terminal of one of said plurality of conductors, a lever mounted on said switch-board and adapted to engage any of said contacts for the purpose of closing said circuit, and means adapted to coi3pcrate with and to hold said lever in said pointengagement, as and for the purpose set forth.

8. In a railway signaling system, a railway, primary electric conductors, one of said conductors being insularly divided to provide independent sections, the other of said conductors being continuous, a source of electric energy movable along said railway, an electric connection between said source of energy and said primary conductors, means for automatically reversing the polarity of said source of energy with respect to the primary conductors, and means controlling said reversing means for fixing the direction of current from said source of energy with respect to the primary conductors at will.

9. In a railway signaling system of the electrical, open-circuit type, a railway, primary electrical conductors contiguous to said railway, one of which is divided by insulating means into independent sections, the other of said conductors being continuous, sources of electrical energy arranged to be movable along said railway and to electrically energize said conductors, means arranged to automatically and intermittently present or connect the respective poles of said sources of energy to said conductors respectively, and means arranged to arrest said intermittent presentation of said polarity, for the purpose set forth.

10. In a railway signaling system, a railway, primary conductors, one of which is insularly divided to provide independent sections, a source of electric energy arranged for travel on the railway, spaced stations, a plurality of electrical conductors arranged between the stations, said conductors corresponding in number to the number of sections of the primary conductor included between the stations, an electrical connection between each one of the conductors and a corresponding section of the primary conductor, and a signal equipment in each station and adapted to be put in cir cuit with each of said plurality of conductors.

11. In a railway signaling system of the open-circuit electrical type, a railway, primary conductors arranged adjacent to said railway, and one of which may be a rail, one of said conductors being divided by insulating means into independent sections, a source of electrical energy arranged to travel on said railway and to form a movable, closed end of a possible circuit, spaced stations, a plurality of electrical conductors arranged between said stations. said conductors corresponding in number to the number of insulated sections of the primary conductor included between said stations, an'electrical connection between each of the conductors and a corresponding section of the insulated primary conductor, and a 'signal equipment in each station and in circuit with each of said plurality of conductors adapted to close said circuit selectively as to said sections of said insulated primary conductor.

12. In a railway signaling system of the electrical open-circuit type, a railway, primary conductors contiguous to said railway, one of which is divided by insulating means into independent sections, the other being continuous, a source of electrical energy arranged to travel on the railway and to form a movable closed end of a pomible circuit between said conductors, spaced stations along said railway, a plurality of electrical conductors arranged between the stations, said conductors corresponding in number to the number of sections of the primary conductors between said stations, an electrical connection between each one of the conductors and a corresponding section of the primary conductor, and a signal equipment in each station in circuit with each of said insulated sections through said pluralitv of conductors said equipment adapted to form a selective circuitcloser between any of said sections of said divided conductor and said continuous conductor, as and for the purpose set forth- 13. In a railway signaling system of the electrical, open-circuit type, a railway, primary conductors, one of which is divided into independent sections by insulating means, the other conductor being continuous, a source of electrical energy arranged to travel on the railway and to electricilly energize said continuous conductor and the section or sections of said divided conductor adjacent to which it travels, stations along said railway, a plurality of electrical conductors arra between and connecting said stations, said conductors corresponding in number to the insulated sections of said divided conductor included between the stations, an electrical conductor between each one of said station-conductors and a section of said divided conductor, a signal equip ment in each station and in circuit with each of said plurality of conductors and adapted to form a circuit closer selectively through any of said independent sections 14. In a railway signaling system, a railway, a primary conductor, one of which is insularly divided to provide independent sections, a source of electric energy arranged for travel on the railway, spaced stations, a plurality of electrical conductors arranged between the stations, said conductors corresponding in number to the number of sections of the primary conductor included between the stations, an electrical connection between each one of the conductors and a corresponding section of the primary conductor, a signal equipment in each station and adapted to be put in circuit with each of said plurality of conductors, said signal equipment including a member for electrically selecting the particular One of the plurality of conductors in circuit with that section of the primary conductor energized from said source of energy.

15. In a railway safety signal system of the electrical open-circuit type, primary conductors, one of which is divided by insulating means into independent sections, a source of electrical energy arranged to travel on said railway and to electrically energize said conductors also to form a mov able circuit-closer for one end of a circuit, spaced stations along said railway, a plurality of electrical conductors arranged between the stations, said conductors corre sponding in number to the number of insu lated sections of said divided conductor included between the stations, an electrical connection between each one of the conductors and a corresponding section of said divided conductor, asignal equipment in each station and in circuit with each of Slld plurality of conductors, said signal equipment including a switch for electrically selecting the particular oneof the plurality of conductors in circuit with that section of the divided conductor which is energized from said source of energy.

16. In a railway signal system of the electrical, open-circuit type, a railway, primary conductors, one of which is divided by insulating means to provide independent sections, the other conductor being continuous, a source of electrical energy arranged to travel on said railway, adapted to energize said conductors and to form a movable circuit-closing means between said conductors, stations along said railway, a plurality of electrical conductors arranged between the stations, said conductors corresponding in number to the number of sections of the primary conductor included between said stations and each provided with a terminal in said station, an electriml connection between each one of said lastmentioned concircuit, means arranged to hold said switch in said closed position while said equipment is electrically energized, and to release the same when said terminal becomes electrically dormant.

17. In a railway signaling system, arailway, primary conductors, one of which is insularly divided to provide independent sections, a source of electric energy arranged for travel on the railway and in circuit with said primary conductors, a plurality of electric conductors arranged adjacent said divided primary conductor, and each in circuit with one of the sections of Slid primary conductor, a plurality of sig naling equipments, and means for placing each of said signaling equipments selectively in circuit with any of said plurality of conductors.

18. In a railway signaling system, a railway, primary conductors, one of which is insularly divided to provide independent sections, the other of which is continuous,

trains for travel on said railway, a source of electric energ carried by each train, means on each train for reversing the polarity of the source of energy of that train with re spect to the primary conductors, means controlling said reversing means for fixing a selected pole of the source of energy with respect to the divided primary conductor, and means carried by each train for indicating changing characteristics of the circuit completed through the primary conductors and more than one source of energy.

19. In a railway signal system of the electrical, open-circuit type, a railway, primary electrical conductors arranged adjacent to said railway, one of said conductors being divided by insulating means whereby independent sections are provided, said sections being arranged in overlapping relation adjacent to the ends thereof, the other of said conductors being continuous, rollingstock adapted to travel upon said railway, a

source of electrical energy carried by said rolling-stock and adapted to form a movable closed end of a possible circuit through said primary conductors, a plurality of secondary electrical conductors arranged adjacent to said railway, each adapted to be in circuit with one section of said divided primary conductor, stations arranged adjacent to said railway, signaling equipment in each of said stations, means adapted for placing said signaling equipment selectively in circuit with any of said secondary conductors and their respective sections of said divided conductor, and signaling equipment carried by said rolling-stock arranged to be automatically in circuit with the section of said divided conductor or conductors adjacent to which it is traveling.

20'. In a railway signal system of the electrical, open-circuit type, a railway, primary electrical conductors arranged contiguous to said railway, one of which is divided by insulating means to provide independent sections, the other of which is continuous, stations along said railway, signaling equipment in said stations provided with selective means, a plurality of secondary conductors arranged to connect each of a stated number of said sections to said selective means, a plurality of independent units of rolling-stock adapted to travel upon said railway, a source of electrical energy carried by each of said units, each of said sources being adapted to automatically form a closed end of a possible circuit, any two or more of said sources being adapted to automatically form a complete circuit when said sources are traveling adjacent the same sec tion of said divided conductor, and means carried by each of said units adapted for communication with said stations through the energized section of said divided conductor and the secondary conductor which is in circuit therewith.

In testimony whereof I aflix my signature in presence of two witnesses.

ALPHONSO S. KEATING.

Witneses:

MARY B. Ecru-2m, Jss. M. Hmznv.

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