US1243418A

US1243418A - Block-signal system.

Info

Publication number: US1243418A
Application number: US85439214A
Authority: US
Inventors: Marsena R Julian
Original assignee: Individual
Current assignee: Individual
Priority date: 1914-07-31
Filing date: 1914-07-31
Publication date: 1917-10-16
Anticipated expiration: 1934-10-16

Description

" Patented Oct. 16,1917.

2 SHEETS--SHEET1.

M. R. JULIAN.

BLOCK SIGNAL SYSTEM- APPLICATION FILED JULY a1. 19H.

Patented Oct. 16, 1917.

2 5HEETSSHEET 2.

MARSENA R. JULIAN, OF BIRXIIGHAM, AILLBAHA.

BLOCILSIGNAL sum.

Application filed July 31, 1914. Serial Io. 854,898.

To all whom it may concern Be it known that 1, Mum-ma R. JULIAN, citizen of the United States. residing at Birmingham. in the county of Jefi'e'rson and State of Alabama, have invented certain new and useful Improvements in Blockbignal Systems, of which the following is a specification.

My invention relates to block signal systems. and particularly to a block Controlled cab signal system. \Vith the ordinary block signal systems at present in use on practically all roads there is no way to prevent an engineer from running his train past any signal which 1n:\ be set against it and no \\'a to positively compel the engineer to redttt'e speed upon receiving either acantionary signal or a danger signal. Sometimes the engineer runs his train past 'a signal set against him out of sheer carelessness or. thedesire to make up time, and on other occasions he passes the signal because he is unable to see it, as in case of heavy snow, or fog.

It has been proposed to display the proper signals within the cab of a locomotive so that the engineer cannot possibly fail to see the signals. but here again discretion is leftv with the engineer to run his train by the signals or to pay no attention to them if he so desires This has led to many accidents and is a constant source of danger. Even where the engineer obeys the signals there is still another element of danger in the engineer maintaining toohigh train speed either along a normally perfectly safe portion of the track or in some particular section in his desire to make up for lost time, and as far as I know, no means has so far been provided which will automatieallv limit the maximum speed of the train or automatically bring the train either to a moderate speed in case of a cautionary signal being set against the train or bring the train to a stop in case a danger signal is set against the train.

The primary object of my invention is to provide means for automatically controlling the speed of trains in a. block signal system and in this connectionto provide means whereby in the first place the train cannot be run above a predetermined speed, even" with a clear track; whereby in the second place when the engineer receives a caution ary' signal due to the presence of a tram Specification of Letter: nun.

-nal due. to the Patented Oct. 16, 1917.

within .a predetermii'letl number of blocks ahead the speed of the following train shall be automatically cut down to a predetermined degree, and whereby in the third place when the train receives a danger sigpresence of a train a dangerous dist anee ahead the speed shall be auto matically cut down to a minimum.

Another object of my invention is to so construct the mechanism that the automatic service application of the brakes shall not in any way interfere with the regular or usual application of the brakes by the engineer.

' Another object of the invention is to provide a train controlled cab signal mecha nism \vherein on entering a block a test is made to show that the track wiring and wiring of the cab signal mechanism are in proper working condition and so formed that if they are not in proper working con dition an application or" the brakesshall immediately be made.

Still another object is to so construct my improved train control and signal mechanism that on enterin a block a danger application of the bra es shall be made unless a clear signal or a cautionary signal isimmediately received.

Another object is to so construct the signal mechanism that in addition to automatically controllin the speed of the train, signals shall be disp ayed within the cab of the engineer whereby he may readily determine Whether he is running his train on a clear signal, a cautionary signal or a. danger signal and further provide for the application of the brakes and a characteristic signal if by any chance the signaling mechanism is out of order and does not properly Work. n

Still another object is to so construct the mechanism that a break of any wire of the cab signal system, except the clehr signal wire, will cause the brakes to he applied. and, in this connection, to provide a mechanism wherein after the clear signaling wire breaks, while the brakes will not be immediately aplplied, yet, the brakes will be'ap plied at t e entrance and of each block and' the danger signal will be displayed.

A further object in this connection is to provide means whereby after the clear sig' nal Wire breaks and the and the danger, signaldisplayed, the engibrakes are applied brakes and permit the neer may release but not beyond u very the broken wire is mended or until the engineer can cut out the signal mechanism, and in this connection to provide means whereby if the .Wire leading from the clear 2 signal shoe or contact should be grounded the brakes will be applied Still another object is to provide a closed circuit .cab signaling system in which a break or ground will cause a danger applioat-ion of the brakes and thus compel the engineer to run his train at a very slow speed through the. block until the next block is reached, and to provide means for cutting out the automatic mechanism if it becomes a damaged.

. 'Still another object in connect-ion with the above is to provide for a display of a danger signal if the apparatus fails to work so that even if the train is running slowly the engi- [5- neer will be informed of thefbreak.

A further object is to provide means whereby a signal of some kind whether clear, cautionary, or danger, will always be received at the entrance end of each block 4| and the failure to receive a proper signal will automatically give a danger signal and cause a danger application of the brakes.

Still another object is to provide mecha nism whereby if the engineer is running 5 his trainslowly and gets a" danger signal th brakes will be immediately automation y applied but whereby the engineer can immediately throw off the brakes provided the speed of his-train is within the limit I set for danger, this mechanism acting, however-,if the speed is too high, to prevent the release of thcbrakes, and to this end to pnoyide two circuit closers necessary to be closed in order to permit the release of the I -brakes, one circuit closer acting automntionly and being dependent upon the speed of the train end the other being manually actuat-zible. i

it Still anotheit object is to provide means qo wherehyj if 'a danger signal is received on entering a block, the train will be brought to a sudden stop unless the engineer closes the. circuit, and wherebythis closi of a circuit will. release the brakes but will not permit 'the'speed to be lit P miles an hour or some other predetermined rate, and whereby, it on. entering a second block the train shall receive a danger signal, the train will be again brought to a full stop unless the engineer immediately closes said circuit.

Still another object is to provide a mech anism wherein, it a cautionary signal is received and if the train is running at a cautionary speed, that is, within a certain limit of speed, the cautionary signal will show, and brakes will he applied if the engineer does not close a certain circuit, but, wherein, if the engineer closes this circuit when the train is running at cautionai" speed. the brakes shall not be applied. 1 however, the speed of the train isabove what may be termed cautionary speed,

lheu the brakes are not released until the speed of the train is reduced to a safe and prcdete-rinined degree.

Still another obiect of my invention to provide a speed controlling means which adjustable so that the speed of a train along a clear track cannot, without adg'usl'ment of the mechanism, be inercnsei'l beyond s eertuin rate, and wherein the speed cannot be increased beyond a predetermined. extent if for any reason it is necessary to run at a moderate speed or half speed along, a certainstretch of truck, and wherein again, the speed may be kept below a certain predetermined limit either along a certain stretch of truck or in case the train receives a rlanfer signal,

Stil another object is to provide :1 speedometer which will show the engineer the speed at which his train is running, and to provide in connection with. the speedometer, train controlling mechanism governed by the action of the speedometer.

Still another object in this connection is to provide a speedometer having thereon contact strips or members over which the pointer of the speedometer moves, the length of these contact members being adjustable and the train controlling mechanism being such that when the needle of'thc speedometer moves beyond a corn-tin strip due to increased speed, the brakes will be immediately applied until the speed is reduced to the proper degree.

Other objects will appear in the course of the following descri tion.

My invention is i lustrated in the acconrpanying drawings, wherein D Figure l is a diagrammatic View of a cab signal system constructed in. accordance with "my invention, the View showing the can iring.

F 1g; 2 is a diagrammatic viewofthetrwck wiring.

Fig. 3 is fidongitudiaul scctionslview of.

one of the tracks-outset switches.

Fig. is; mam-w sectional $39 of the track contact switches, on the line 4-4 of Fig. 3.

Fig. 5 is a face view of the speed controlling speedometer.

*Fig. 6 1s a perspective detail view of the connection between the contact member 107 a of the speedometer and the arbor thereof.

. are the shoes A, B. C and D. These shoes are each about eight feet long and four shown in my prior application for patent,

Serial No. 759,817, filed April 8, 1913. lhcse track contact switches and their connection will be later described, but generally speak ing, it Ina be said that the track contact switches w on engaged by a shoe are thrown over so as to make engagement with. an electrical conductor so, that if this conductor has been grounded by the presence of a train in a block ahead the cab signal circuit nected to the particular shoe engaging the track contact switch will be grounded,

thus permitting current to passthrough the cab s1 nal circuit in question and cause theactuation of the signal and speed controlling mechanisms, now to be described.

Disposed within the engine cab is a speed reservoir of an air brake system, this pipe having a vent controlled by a yalve therein whereby pressure M may be reduced. The

valve is designated 2. When this valve is i open the air within the equalizing reservoir will be vented and thus a reduction in'pressure be made'in the train pipewhich will cause an application of the brakes. When the valve is closed, of course, there is no effect upon the air brake system.

Mounted upont'i' the engine or operated thereby. is a generator G of any ordinary or usual t e, or preferred. a storage battery. The s cc A will hereafter be termed the test shoe, as it isthrough this shoe that a testis made upon entering a block to see parts are working properly, and

that none of the wires of the various circuits are disconnected or broken. The shoe B will hereafter be termed the "cautionary" shoe. as it is through this shoe that cantionary signals are received indicating the presence of a train within such a distance ahead as to require that the following train shall be run with caution. The shoe (3 is hereafter designated the clear shoe as a sig nal received through this shoe shows that the track ahead is entirely clear, at least for a certain number of blocks. The shoe 1) is hereafter termed the danger shoe as it is through this shoe that the danger sig' nals are received. indicating that there is a train on the block ahead and that the speed of the following train must be out down to a minimum.

Referring now particularly to Fig. 1 it will be seen that from the danger shoe D extends a conductor 2 which connects at 0 with a feedovire 3 leading from the generator. From the cautionary shoe B extends a conductor r leading to feed wire 3 and also intersecting it at 0. From the test shoe A leads a conductor 5 which at connects with the feed wire 6. From the clear shoe G extends a conductor 7 which connects with the feed wire (3 at 7'). It will thus be seen that I provide four circuits connecting each shoe with the generator and that when any shoe is grounded by engagement with the track contact switch or with any other suitable track contact. current will pass from the generator to the shoe and back bv the ground to the generator.

Disposed in the conductor 2 is a relay magnet 8 controlling two points 8 and 8". Inasmuch as two-point relay magnets are commonly used in block signal systems it is not believed necessary to describethis construction in detail. Disposed in the etaductor 4 is a relay magnet 9 having the" points 9* and" 9 controlled thereby. Disposed in the conductor 5 is a relay magnet 11 controlling points 11 and 11". Also disposed in the conductor -l isa relaymagnetl 10 controlling points 10", 10" and 10. Disposed in the circuit fhrmed the conductor 7 is a relay magnet 12 controlling points 12 12 811(112. p y t Extending from the shoe' B. is' a .conduc tor 13 which isgrouildedfat.14 and "extend ing from title shoe'Di. is a conductor 15 rounded at 16. Disposed in the conductor 3 is a relay magnet 17 \and in the conductor 15 is a relay magnetg18. i

'From the conductor fiiextends awire 19 which passes through arelay magnet 20 controlling points 20? and 20" and 20; From the magnet 20 this wire passes to a contact 21 coacting with a key 22 connected toa ground. From the conductor 2 extends a wire 23 leading through a rela magnet 20 by the conductor 31 to the wire the grounded key 26. The keys 22 and 26 are normally in position to break the circuits to the groundsconnected thereto,but may be manually pushed 'into engagement with their respective contacts. These magnets 30 and 21 when det nergized may be energized by the actuating keys 22 and 26. 11 will be obvious also that both of these magnets are stick relays, or retaining relays. Both of these relays are normallv energized by current lowing through them as follows:

The current flows from the wire 2 by the wire 22 through the magnet 2 and by the wire 517 to the point 34 thence by the wire 18 to the point 8 thence by the wire 29 to the ground 30. Current flows through the magnet 20 from the conductors 5 and 0. through the conductor 19, through the 32, thence to the point 20 and thence by the wire 33 and the point 0 to the ground 30. i

The mechanism for Ol'lfilitl'lllg' the brake comprises an armature 34- eontrolled by a magnet This armature 34 when the magnet 35 is ener 'ized is drawn upward againstthc force of a spring and is operatively connected to a vent valve 2 disposcdto vent the equalizing reservoir of an air brake system. hen the armature is drawn against the magnet 85 the valve is held. closed. lVhen the magnet 35 is del nerglued. however, the spring will pull the ar' mature away from the magnet. thus opening the valve and reducing the pressure in the equalizing reservoir, thus applying the brakes in a manner well-lrnown to those conversant with the art.

The speed controlled magnet 37 controls a point 37 which is connected to'the magnet: 35 by the wire 36. The point 37 is normally in electrical engagement with one terminal of av wire 38 the other terminal of which is in electrical engagement with the point :20. This point 20 is connected by a wire 39 to a point 2 1 which is normally in electrical engagement with the wire 4:0 leading to the conductor 2. Thus current is normally passed through and energizes the magnet 35. The speed controlled magnet 37 which controls the point 37 is disposed in a conductor 41 which at one end is con nected to a ground 42 and which at the other end is connected to the pointer or other moving part of a speedometer or governing mechanism designated generally Y. This pointer is designated. 43 and moves over a plurality of contact strips 44, 45 and 46. Theconta-ct' strip 44 governs the speed I of the trainwhen a clear signal has been received, the contact strip 45 governs the speed of the train when a cautionary signal has been received, and the contact strip 46 wire 50. When the point 10 moves out of (L engagen'ient with the Wire 49 it moves into engagement with the wire 53 which is electrio-ally connected to the strip 46. The contact strip 45 is connected to the wire 54 one terminal of which is opposed to and spaced from the terminal of the wire 17, this terminal being normally out of contact with the point 48 but engaged by the point 48 when the point 48 moves away from the terminal of the wire 47.

The relay 48 is a 'stick relay. that is a retaining relay and is normally eiergized by current passing from the conductor 6 7 through the magnet 48 to the conductor 55,

thence by the conductor 56 to the point 48,

thence by the wire 57 to the point 20", thence by the conductor 58 to a point 11 and to a ground 58 connected thereto. The relay magnet 10 is a stick relay and current normally passes through it from the conductqr 3 through the wine 59. to the point 10, thence by the wire 60 to the point 24", thence by the wires 61 and 58 to the point 11 and the ground 58.

The point 48 constitutes the means for making or breaking a circuit through the contact strips 44 and 45. The point 10 controls the cutting out of the point 18 entirely in one position and the completion of the circuit through the strip 46. The point 48 controls the passage of current to either the clear signal or the cautionary signal and the point 1O either completes the circuit through the point 48* and thence completes the circuit through the clear signal lamp or breaks the circuit through 48 and com pletes the circuit. through the danger signal lamp.

The clear signal lamp is designated 62 and is connected on one side to the ground 63. The wire 64 leads from theclear signal lamp, the terminal of this wire being disposed to be normally engaged by the point 48*. The cautionary lamp is designated 66 and from it leads a wire 67 the terminal of which is opposed to the terminal of the wire 64 and is adapted to be engaged b the point 48* when this point is dropped y the deenergizing of the magnet 48. lamp is designated 68. This like the cantionary and clear lamps is connected on one side to the common ground 63 and on the other b a wire 69 the terminal of which is oppose to the terminal of the wire 65 and The danger t is adapted to be engaged by'the point 10" when t e point is dropped by the denergizin of the magnet 10.

he relay 11 it will be noted is a stick relay, or retaining relay, and extending from the wire is a wire 70 co-acting with the point 11, this .point being connected by a con'duc'tor 71 to the point 9", normally in enga 'ment with the terminal of the wire '72 w ich extends to the point 12 with which it is normally in engagement. From the point 12" extends a wire 73 to the oint 8 and thence to the ground 74. ile the relay 11 is in a normally closed circuit, the resistance of the relay 37 and light 62, also in this circuit, cuts down the flow of current to such an extent that the relay 11 will only be energized to attract its points when the test shoe is grounded to shunt the relay 37 and light 62.

l The oint 11 controls the deenergizing of the stick relays 10 and 48. The point 11 makes a stick relay of the ma et 11. The point 9 controls the deenerglzing of the magnet 11. The point 9' controls the deenergizing of the ma et 20. The point 12 'controls the return circuit from the test shoe A and controls the energizing or deenergizing of the

several lamps

62, 66 and 68' and also controls the energizing or deenergizing of the speed controllmg magnets 37. The.

point 12 controls the passage of current through the magnet 11 in the same manner as the point 9" and also controls the energizing of the magnet 10. The point 12 controls the energizing of the stick relay magnet 48. Leaving out of consideration the magnets 17 and 18 and the Wires 13 and 15 the operation. of which will be later stated and considering the points 17 and 18 as ordinary conductors, the operation of the invention is as followsz- When the.test shoe is grounded by elec trical engagement with a track contact member current flows from the generator by the wire 5 to shoe A energizing the stick relay magnet 11. Thisbreaks the circuit throng the wire 58 and thus breaks the circuit to the common ground for both of the relay magnets 10 and 48. The deenergizing of the relays 10 and 48 breaks the circuit through the White light and speedometer cir cuits. The breaking of the circuit through brakes.

the speedometer circuits causes the deenergizing of the magnet 37 and applies the When the shoe A leaves the ,track contact member the conductor 5 remains grounded at the ground 74 through the stick relay oint 11 and hence the brakes continue apprieduand the signal lamps remain inactive until some kind of'a signal whether clear, cautionary or danger is re- 1 ceived. It is to be understood at this-point that this test is made immediately upon Almost immediately after the shoe A hasengaged with the corresponding track contact the shoe C engages with. the corresponding track contact and thus, if the track ahead is clear the shoe U will be grounded. When the shoe C is grounded current passes from thegenerator to the shoe G energizing the magnet 12, This through the point 12' breaks the circuit between the ground 74 and the relaymagnet 11, allowing the point 11 to 0 en and ll' 'to close and places a ground )ack upon the stick relay magnets 10 and 48 wh1 h were previously delinergized by the it. The magnet 10 is energized by current passing from the generator over the wire 3, through the magnet 10 to the point 12 of the relay l2, and from this point, through the wire 73 and oint 8" of the relay 8 to the ground 74. he magnet 48 is energized by current from the generator over the wire 3 and wire 6 to the magnet and through the wire to the relay point 12" of the relay 12 and-through the wire 73 to the relay point 8" of the relay 8 and so to the ground. The movement of 12 and 12 thus completes a circuit through the magnets 10 and 48 which is rendered permanent by the grounding of the oints 10 and 48. The point 10 is groun ed by current passing from the magnet 10 through signal 62 and the clear signal contact strip 44, reclosing the air valve, the circuits bein of the magnets 10 and 48 held closed until'the next block is reache The magnet 12, however, isdeliner zed when the shoe leaves the contact. hus, after a clear signal has been received the air valve which has reviouslybeen o ened by the test is closed: the clear si a1 ighted and rendered active and this c ear signal light remains active through the block or until the next signal is recelved.

If, after the test, a cautionary signal is received by the cautionary shoe B being grounded by engagement with a cautionary track contact, then the magnets 9 and 10 will be energized (the magnet 10 having been previously deen'ergized by the test). The energizing of the magnet 9 breaks the ground 74 of the stick relay 11 and closes a circuit to the points 10" and 48". It also breaks the circuit between the ground 30 and the magnet .20, allowing the points 20*, 20" and 20 to oren. The opening of the point 20 cuts 0 the current to the brake magnet allowing the brakes to be up plied. lhe energizing of the magnet 10 causes the point 10 to close establishing a circuit through the magnet 10 to a common. ground through 11. This permits current to [low to 48" and 4189, The magnet l3 has been dei norgized by the test and therefore, current flows from l8 through the wire 6'? to the green light and from 48" through the wire 54 to the strip 45. If the train running at a. proper speed, that is, running under a cautionary signal the pointer 43 will be in contact with the strip 45 and hence the current will flow to the magnet 37 previously stated. If, however, the train is running at a speed greater than the proper speed, as for instance a speed greater than twenty miles an hour, the pointer 43 will be beyond the end of the strip 45 and hence, the circuit will be broken not only at the point 20 but also at the point 37K The grounding of the danger shoe l) I, engagement with a track contact cncr izes the magnet 8. This breaks the circuit between the ground 74 and the relay ma n r 11, allowing the point 11 to open and ems ing the circuit through 11 to the ground 58. This grounds both points 10 and 48 through the point 11, but does not ground the magnets '10 and 4.8 which remain tleenergized as left by the test signal. The energizing of the magnet 8 breaks connection from the ground 30 through the magnet 24. This breaks the circuit through 24 through the stick relay 10, if it has not previously been broken by the test. The (leiinergising of the magnet 24 breaks the circuit through the magnet 35, thus applying the brakes,

\ Thus when a clear signal is received the strip 44 is active and. the strips 45 and 48 are in active When a cautionary signal cei'v'ed the strips 44 ant ii are i'i'iactire and the strip 45 i active, while when a danger signal is lzit d the strips 4-4 ahd "5 are rendered inactive, their circuits being hroken at 4.8 and 10, respectively, and the strip 46 is rendered active, its circuit being closed at 10. As previously stated, the pointer -13 is connected by means of the wire 41 to the magnet 3'7. If the strip 44 active, the magnet 37 will he energized just so long the arm 43 is in contact with the strip 4. \Vhen. however, the pointed 4il'moves out of electrical engagement with the contact 44 as by the speed of the train risingbeyond a predetermined point, which is controlled by the length of the strip 44. then this circuit will be broken. The magnet 37 will be deiinergiaed and will cause a. breaking of the circuit between the wire 2 and the magnets 35,

the armature 34 will be released and the brakes will be applied. This will slow clown the speed of the train and when once more the pointer 43 comes into electrical enga ement with the stri 44 the circuit through the magnet 37 wi 1 again be complated which will close the point 37 to again or oletc the circuit from the wire 2 through ma nets 35. This will cause the armature 31 to close, again shifting the valve to a clonal. position and releasing the brakes.

if, new, the strip leis. renderedinactive i y reason of the train having received a cautionary signal through the cautionary eh i, the circuit is completed through the egnet 37 and no application of the brakes made as long as the pointer 43 is in coir ct with the strip 45.. If, however, the speed of the train increases so as to shift the i; Lnter beyond the strip 45, that is, if the i the train increases beyond a proper r a train running under a cautionl then the circuit through the mag n broken and the brakes will be the train has slowed down to that the pointer 43 will again cal engagement with the a this has occurred the cir the magnet 37 will be againand the circuit through the mag- 5 again established, causing the reof the rak es, v If new, on the other hand, the strips -14 and 45 are both inactive and the strip 46 is active, that is, is connected to the generator, 100 then so long as the speed of the train is below the ininin'inm permitted when the train running under a danger signal, as for in-' stance five miles an hour, the circuit will be con'ipieted through a'iagnet 37 and no appli- 105 cation brakes will he made. It, however, the trains speed exceeds the danger limit the circuitwill be broken through the magnet and the point 37 will shift to break the crcuit through the magnets 35 110 and the brakes will be applied until the train decreases its speed to the danger limit, whatever that-may he.

It will thus he seen that when running on a clear signal the brakes. will not be applied 11 unless the speed exceeds; the speed which is v deemed safe tor-any particular stretch of track. Whemhowever, the train has received a cautionary signal the brakes will be applied unless the train is runningat a rela- 1 0 tively slow speed, as for instance, 20 or 25 miles an hour. Where the train receives a danger signal, however, whether it has previously been running on a cautionary signay or under a clear signal, the brakes will 125 be applied and the train can be run only at or below the minimum rate of speed, five miles an hour.

When. a cautionary signal has been received, which would, as previously ex- 130 means plained, apply the brakes by deenergizing the magnet 20, the circuit through this magnet may be again completed by pressing the key 22, and provided the train is running at a speed less than the cautionary speed a circuit through the magnet 35 will be completed although, if the speed is reater than cautionary speed this circuit wi 1 beopen at the relay 37. If the train is running at a greater speed than cautionar at the time the si al has been received t e circuit will be bro en not only at 20 but also at 37, and hence the circuit through the magnet 35 cannot be completed b pressing the button 22 until the train has ad its speed reduced to the cautionary speed limit.

The same statement is equally true of the action when a danger signal is received. If when-a danger signal is received the train is running at a speed within the danger limit, as for instance, less than five miles an hour, or any other predetermined speed, then when the circuit through the magnet 24 is broken by the energizing of the magnet'S, the circuit may be reinstated through the magnet 24', by pressing the button 26 which will once more reinstate a circuit throufg'h the magnet 35 and release the brakes I ,hoWever, the speed, when the danger signal is received, is greater than five miles an hour, for instance, the pointer 43 will be beyond the strip 46, and, as a consequence, the circuit through the magnets 35 will be broken in two places; viz., at 24 and 37; hence the train must slow down to a speed within the danger limit so as to close the circuit at 37 before the engineer may release the brakes by. pressingP the button 26.

he object of the conductors 13 and 15 is to keep a weak current flowing through the magnets 17 and 18 to the grounds 14 and 16 at all times so as to out current oil from the lights and speed controlling magnet 37 if either the danger or cautionary circuit wire .connected by a wire 97 to a point 98 conshbuld break. After this operation'the circuit throu h the magnets 17 and 18 is broken and thus 51c circuit leading to the ma ets 48 and 10 is broken, which breaks the circuit to the speed controlling magnet 37 and the lights. 1

In Fi .2 I show a diagram of the track wiring a d in Figsp3 and 4 I show views of the track contact switches which I prefer to use in connection with my cab signal mechanism. In Fig. 3, 76 desi ates a casing supported on the ties 77. isposed within the casing is a rock-shaft 78, as shown clearly in Fig. 4, having an up ardly extending arm 79 which is disposed 1n the nth of the corresponding shoe on the truck.

he rock-shaft 78 has projected from it a contact member 80 which when the rockshaft is rotated in the direction of the arrow, Fig. 3, is adapted to engage with a contact member 81 from which a wire extends to the roper relay of the track wiring system.

he rock-shaft 7 8 also carries a radially projectin arm 82 to which is connected a spring 83. his spring, therefore, acts to hold the arm 79 in a vertical position. It is to be understood thatthe arm 79 may be rocked either in a direction reverse to the arrow in Fig. 3 or in the direction of the arrow. Of course, the oscillation of the arm 79 in the direction reverse to the arrow will not electricall connect the arm with the contact 81. 'llhe purpose of havin the arm so arranged that it may be shi ted in either direction is, of course, to permit the train to back, without closing the electrical connections through the block. There are four of these contact switches, designated respec-' tively, a, T), c and d tocorrespond w ith the contact shoes A. B, and D. The track wiring is practically the some as that used for three position semaphore signals. block F is shown in Fig. 2 with the exit end of a block E and the entrance end of a block G. The rails of each block are operativcly connected to a battery 84: and'dispdsed within the block is a magnet 85 connected by a wire 86 to both rails. This magnet is to be energized whenno train is on the block but dei nergized by the presence of a train on the block. Controlled by the magnet 85 is a point 85 which is normally in contact with the terminal of a wire 87. The point 85 connected by means of a wire 90 to a onepoint relay magnet 91 and thence by wire 92 tothe line wire 89. Hence, so long as the inagnet 85 is energized, the magnet 91 will be energized. The magnet 91 controls a point 91' which at its butt end is connected by wire 93 t0 the rails of the track of block E, for instance. This point 91 coacts with the opposed terminals 94a. and 95, being normally in contact with the terminal 94. The terminal 95 is connected by a wire 96 to the track contactswitch at. The terminal 94 is trolled by a relay magnet 98. The relay magnet 98 is connected on one side to the line wire 89 and on the other side by a wire 99 to the point 100 at the entrance and of the block G which is controlled by a relay magnet 101, this magnet like the magnet 85 being connected with the track rails of the block G. The point 100 at its butt end is con- ,nected through a battery 102 with the line One' point 100 to drop, breaking the circuit through the magnet 98 and causing the point 98 to drop. This will break the cir- -cuit through the clear contact switch and complete the circuit through the cautionary contact switch Z) thus giving a cautionary signal to the train. it, on the other hand, a train is in the block F when the train ar rives at the end of the'block E, the magnets 85 will be denergized causing dropping of the point 85 which will, thereby break the circuit through the magnet 91. This will cause the dropping of the point 91 which will open the circuit through the clear contact switch and close the circuit thrtmgh the danger contact switch. If no train is on the track it is obvious that the magnets 91 and 98 will both be energized holding the mntact points 91 and 98 in such position :lL- to connect the contact switch I) with one of the rails, that is, to ground.

I of course do not wish to be limited to the track contact system, as above described, as it is obvious that this may be varied in many Ways and Fig. 2 is merely given for the purpose of showing one method of causing the grounding of the track contact switches by the absence or presence of trains on the block.

In Fig. 5 I show an enlarged face view of a speedometer, such as is illustrated diagrammatically at Y in Fig. 1. It will be seen that the dial 105 of this speedometer is cut away as at 106 and that the arbor upon which the pointer of the speedometer is mounted extends through an insulator block and has mounted upon it a. pointer or contact member 107 which moves over the

contactstrips

44, 45 and 46. These contact strips are seated in arcuate slots and are adjustable along these slots and held from movement after being adjusted by the set screws 108, for the purpose of adjusting the

strips

44, 45 and 46 so as to increase or decrease" the maximum speeds of the train al lowed by the several strips. Thus it will. be obvious that if the

strips

44, 45 and 46 are moved in a counter-clockwise direction in Fig. 5 the pointer 107 will pass or escape from these strips soonenthat is, at a lower train speed, than if the strips are shifted in a clock-wise direction. Thus, the maximum speed at which the train may rununder a clear signal may be adjusted to any extent required. The maximum speed at which the train may run under a cautionary signal may ulsobe adjusted and the maximum speed under which the train may run under a danger signal maybe adjusted. The adjustment of these contact strips is to be made by some one in authority, and they are not intended to be shifted at the engineers pleasure.

If the maximum speed of the train under any circumstances with a clear track, is to be sixty miles an hour and the engineer is not allowed to run his train be yond this limit, the contact strip 44 will be set to sixty miles and, thereafter cannot be changed by the engineer; thus at no time can the cnginccr run his train over sixty miles and hour with a clear track or in like manner over the speed to which the strips 45 and 40 are set, it his train is running under a cautionary signal or under a danger signal.

By reference to Fig. (5 it will be seen that the arm or pointer 107 is intended to have a certain amount. of play with relation to the arbor or shaft 108 of the speedometer. To this end the linger or pointer 107 loosely surrounds the z'il'llnl' 10B and is provided with o downwardly extending bifurcated lug 109 which engages over a. pin 110 mounted on the member ll'i. attached to the shaft 108. With this construction the shaft 108 may have a certain play with regard to the linger 107, depending in amount upon the relative diameter of the pin and the width of the slot in the lug 109. The purpose of this is to prevent vibration of the pointer 107, caus ng rapid intermittent deenergizing of magnet 37 when the pointer is at the end of one ofthe contact strips and further, to cause a. foil application of the brakes if the pointer passes beyond the end of the active contact strip and then immediately returns. The arbor or shaft 108 will have to rotate a relatively large angular distance before the pointer will be drawn back into engagement with the contact strip. In other words, if the maximum speed is set at fifty miles an hour and the train should run slightly above fifty miles an hour, the speed will have to be reduced to forty-five miles an hour before the pointer or finger 107 will be brought back into on geinent with the contact strip. The spec may then be increased to nearly fifty miles an hour without carr ing the pointer off from the contact order to bring the pointer back onto. the

danger-contact strip, Thus u )on a danger application of the brakes the speed will have to e reduced to one mile an hour. more or loss, before it can be increased to five miles an hour. I thus providemeans for bringing the train upon the den erepplication of the bra res nearly to a ull stop and then provide for an increase of speed to the maximum for 1min running under a danger signal.

It is to be articular-1y noted that I pro-. yide'means or securing some kind of a signal at the entrance of every block. If the system is not working properly or is be applied and the signal is secured ,or the damage is repaired.

If the track ahead is clear aclear will be received; if on the contrary there is a train on the block ahead, a cautionary signal is received, and if there is a train on the same block a. tlanger signal is re-: ceivcd. A failure to receive a clear signal after the test will cause an application of the orakes which will bring the train to a stop unless the engineer presses the circuit breaker 71" on the wire 71'.

If a cautionary signal is received the speed of the train will be reduced to say, twenty miles an hour and the train will continue to run at or under this speed throughout the block and until the next signal is received at the end of the block.

signal If the danger signal is received the speed of the train will be reduced to five miles an hour and continue to run at this speed through the block. It is impossible for the engineer to control this automatic application of the brakes. The mechanism, howevcr, permits the engineer to run at a proper cautiona y, or a proper danger speed if the cautionary or danger signal has been rei ceived. The in any way brakes and the system may be used in conjunction with semaphore signals disposed beside the track, if desired.

By .the terms vehicle employed in the following claims, I intend to include any vehicle or any number of connected vehicles adapted to operate upon mechanism does not interfere and train, as

track rails. such as a locomotive, a locomotive and its tender, or what is commonly known as a train includln a locomotive,

tender and one or more car upon the grounding of its is claimed as new is i In a cab signal syst a normally closed brake controlling 'ci cuit, a circuit breaker in. said circuit, a formally closed circuit adapted to be shorte by a grounded track contact controlling the circuitbreaker, a plurality of electrically actuated signals, s' al controlling circuits, a. normally closed cl d uit' breaker controlled signal controlling circuits Having thus described as, invention what adapted to open respective circuit andcach operable to 'open the brake circuit; and independent track controlled contacts for grounding the signal controlling circuits.

2. In a cab signal system, electrically actuated signals in a normally open signal circuit with a. source of energy, a plurality otmain circuits, a pair of stick relay magnets governa plurality of connected each with the operation of the air by each of said ing the signal circuits, :1 pluralityfof stick relay magrets each disposed in one of the main circuits and governing the circuits through the signal governing relays, and track contact controlled means for controlling the passage of the current through the c1rcuits, a plm'ality of stick relay magnets each in one of the main circuits and governing the circuits through the signal governing relay magnets, track contact controlled means for controlling the passage of current through the second-named relay magnets, an electrically operated brake contro' ling device, and means controlled by said pair of stick relay magnets for controlling the passage ofcurrent through the brake controlling device. i

4. In a cab signal system, the combination with a brake controlling valve, and electri cally actuated means for controlling said valve, of a generator, a clear signal, a cautionary signala-nd a danger signal, each disposed in a circuit with the generator, of means for electrically completing a circuit through either the clear, cautionary or danger signals, the completion 'of the circuit through the clear signal acting to release the brakes, the completion of the circuit through the cautionary or danger .signals acting to apply the brakes, said means including a plurality of stick relays cooperating one with each of the signals and controlling the circuit of the brake actuating means, and means for manually releasing the brrkes afterthe automatic application thereof. 1

5. In a cab signal system of the character described, a brake controlling valve, means for riging said valve to open position, an elec romagnet holding said valug closed, a

said electromagnet, a circuit breaker arranged in said circuit, a magnet controlling the circuit breaker, a movable speed controlled member, over which the speed controlled member moves and with which it has electrical engagement, said strips having' different lengths, each-of said strips being connected in an independent circuit with the generatorand through the speed controlled member andtho last-named magnet to a ground, and means including track contacts for breaking the circuit through any ofsaid strips and completing the circuit through the other of said strips, whereby to render said lastnamed strip active, whereby when the speed controlled member moves beyond the extremity of such active strip due to the speed a pluralityof contact strips generator in a normally closed clrcuit with of the vehicle, the circuit breaker magnet will be deenergized to thereby cause delinergization of the brake controlling magnet.

6. In a cab signal system, a pair of relays in normally closed circuits, clear and cantionary signal circuits controlled by both relays, a danger signal circuit controlled by one relay, test, clear, cautionary and danger circuits, and relays controlled by such circuits and in turn controlling the first relays and, consequently, the signals.

7. In a cab signal system, test, clear, cautiouary and danger circuits, a relay controlled by each circuit, clear, cautionary and danger si nal circuits, an appropriate signal device in each of the latter circuits, means controlled by the test circuit relay for rendering theclear and cautionary signal circuits inactive and the danger signal circuit active, means controlled by the clear circuit relay for rendering the clear signal circuit active and the cautionary and danger signal circuits inactive, meanscontrolled by the cautionary circuit relay for rendering the cautionary signal circuit active and. the clear and danger signal circuits inactive, and means controlled by the danger circuit relay for rendering the danger signal circuit active, and the clear and cautionary signal circuits inactive,

8.111 a cab signal system, a brake controlling circuit, a plurality of main track contact controlled circuits, brake circuit'controlling circuit breakers, one controlled by each of the main circuits, a plurality of brake circuit controlling circuits, a multiple speed governed'circuit breaker common to and independently controlling the latter circuits, and means for reclosing certain of the brake circuit controlling circuit breakers if opened to reclose the brake controlling circuit if it is not also opened by the speed governed circuit breaker.

9. In a cab signal system of the character described, a clear, a cautionary and a (lair ger signal shoe, a source of electrical energy, each of said shoes being connected in an independent main circuit, with said source of energy, an electrically actuated brake controlling mechanism in a normally closed circuit with the source of energy, a plurality of elcctricallly actuated signals corresponding in number to the shoes, a plurality of multipoint controlling relays disposed one in each main circuit, a plurality of multi-point relays controlling the brake circuit and normally energized to hold said circuit closed, the condition of the first-named relays controlling the condition of the second-named relays, and a plurality of multi-point relays in a normally closed circuit with the source of energy controlling the passage of current to the si nals, the energizing of said last named re ays being controlled by the first end ocond sets of relays.

energy, test, clear, cautionary and danger 7 shoes each connected in an independentmain circuit with said source of energy, a brake controlling valve, means iiir'nrging the Valve to an open position, an electroinagnet urging the valve to a closed position, said electro-i'nagnet being connected in a normally closed brake circuit with the source of energy, a plurality of circuit breakers in said circuit, controlling relay magnets disposed in the main circuits, the magnet disposed in the test circuit being a stick relay magnet, clear, cautionary and danger signals, a movable train speed go"- erned element, a clear, cautionary and'dain ger contact strips over which the said element moves and with which it has electrical engagement, said strips being of diilerent lengths, stick relays controlling the passage of current from the source of energ to each of said clear, cautionary and danger signals and to each of said strips and rendering any two of said strips and corresponding signals inactive when the other one of said strips and said signals is rendered active, a circuit breaker arranged in the brake circuit, a magnet controlling said circuit breaker and connected in circuit through said speed governed element and said contact strips with the source of energy, additional relay magnets controlled by the first-named relay magnets controlling the passage of current through the signal controlling stick relays by controlling the grounding of the circuits-through them, additional circuit breakers disposed in the brake circuitand controlled by the additional relay magnets and acting to break the circuit through the brake controlling magnet upon the passage of currenteither through the test, the cautionary or the danger circuits, and manually operable means for closing the circuit through the brake controlling circuit after it has been broken by the grounding of the test, caution or danger shoes and provided the movable speed governed element is in contact with the contact strip corresponding to the shoe which has been grounded. I

11. In a cab signal system, a pair of relays in normally closed circuits, clear and cautionary signal circuits controlled by both relays, a danger signal circuit eoritrolled by one relay, and track contact controlled test, clear, cautionary and danger circilits controlling the relays.

In a cab signal system, a pair of relays' in normally closed circuits, clear and cautionary signal circuits controlled by both vemitbreaker is adapted.

tionary and danger circuits controlling the additional relays.

13. in a cab signal system, test, clear, cautionary and danger circuits, a relay controlled by'each circuit, clear, cautionary and danger signal circuits, an appropriate signal device lll each of the latter circuits, and means controlled by the test. clear, cautionary and danger circuits whereby when any signal is rendered active the other signals are rendered inactive.

14-. in a block signal system, an electrical valve mechanism adapted \vhen energized to be closed, a circuit normally energizing such mechanism. an electrical circuit breakeixiir the circuit, a plurality of circuits common to and controlling the circuit breaker, means in each of the latter circuits for closing its circuit, and a plurality of circuits for controlling such means, such latter circuits being so arranged that but one of them can. be closed at any given time.

15. In a block signal system, the combination with a brake controlling mechanism, of a track controlled clear signal, a track eoi'itrolled caution signal, a danger signal ctn'itrolled by a normally closed circuit adapted to be shorted by a grounded track contact, means For actuating the brake controlling incchanisn'i to apply the brake upon the receipt of a danger or caution signal, means for actuating the brake controlling mechanism to release the brake upon receipt of a clear signal, and means controlling the speed of the vehicle under any signal.

16. In a block signal system, the combination with a vehicle, of a brake actuating mechanism, track controlling-test, clear, caution and danger circuits, meansfor actuating the brake actuating mechanism to apply the brake upon shorting of the test circuit unless another circuit proper to the condition of the block subsequently grounded, means for actuating the brake actuating i'nechanism to apply the brake upon grounding of the danger or the caution circuits, and means operable upon grounding of the clear cireuitto actuate the brake actuating mechanism. to prevent application of-the brake unless the speed of the vehicle is above the maximum speed for clear trafiic. 17. In a cab signal system, a normall closed brake controlling circuit, a circuit breaker in said circuit, a multiple speed governed circuit breaker controlling the first circuit breaker, a plurality of circuits com mon to the speed governed circuit breaker,

a pair of relays controlling said 1 tier circuits and so arranged that when, any .one of the latter circuits are active the others are inactive, whereby by suitable operationof the relays the vehicle speed may be limited speeds'for which the speed governing circlosed' brake controlling circuit,

first mentioned circuit breakers, a

18. In a cab signal system, a normally closed brake controlling circuit, a circuit breaker in said circuit, a multiple speed governed circuit breaker controlling the first circuit breaker, a plurality of circuits coin lllOIl to the speed governed circuit breaker, a pair of relays controlling said latter circuits and so arranged that when any one of the latter circuits are active the others are inactive, whereby by suitable operation of the relays the vehicle speed may be limited to any one of a predetermined number of speeds for which the speed governing circuit breaker is adapted. and track contact controlled means governing the operation of the relays.

19. In a cab signal system, a normally closed brake controlling circuit, a circuit breaker in said circuit, a multiple speed governed circuit breaker controlling the first circuit breaker, a plurality of circuits common to the speed governed circuit breaker, a pair of relays controlling said latter circuits and so arranged that when any one of the lattencircuits are active the others are inactive, whereby by suitable operation of the relays the vehicle speed may be limited to any one of a predetermined number of speeds for which the speed governing, circuit breaker is adapted, and track contact controlled means for independently opening the brake controlling circuit.

20. In a cab signal system, a normally closed brake controlling circuit, a circuit breaker in said circuit, a multiple speed governed circuit breaker controlling the first circuit breaker, a. plurality of circuits common to the speed governed circuit breaker,- a pair of relays controlling said latter circuits and so. arranged that when.

any one vof theilatter-eircuits are active the others are inactive, whereby by suitable operatioli' of the relays the vehicle speed may be' imited to any one of a predetermined number of speeds for which the speed governed circuit breaker track contact controlled meansfor independently opening the brake controlling circuit, said means also controlling the relays:

21. In a cab signal system, a normally a plurality a plurality of circuit breakers in the circuit, of speed governing circuits, erned circuit breaker common to all of the speed governing circuits and to one of. the pair of releyscontrolling the speed governin circuits and so arranged that when one 0 such cirduits is active the others are inactive, and traffk contact controlled means for opening an olosingthe others of said'first mom tioned circuit breakers" 22.'In a cab signal system, a. normally e10 brake controlling circuit, a plurality .of circuit breslggs in thecircuit, a: plurality is adapted, and

a speed govof speed governing circuits, a speed govcrucd circuit breaker common to all of the vspeed govcrniiw circuits and to one of the first mentioned."circuit breakers, a pair of relays controlling the speed governing circuits and so arranged that when one of such circuits is active the others are inactive, and track contact controlled means for opening and closing the others of said first mentioned. circuit breakers, said track contact means also controlling the relays to select which speed governing circuit shall be active.

23. In a cab signal system, a normally closed brake controlling circuit, a plurality of circuit breakers in the circuit, a plurality of speed governing circuits. a speed governed circuit breaker common to all of the speed governing circuits and to one of the first mentioned circuit breakers, a pair of relays controlling the speed governing circi s and so arranged. that when one of such circuits is active the others are inactive, and track contact controlled means for 0] )ening and closing the others of said first men tioned circuit breakers. said track contact means also controlling. the relays to select which speed governing circuit shall be active, and manually operable means for closing any circuit breaker opened by the track contact controlled means whereby the speed governing circuit selected by such means through itscontrol of the first mentioned circuitbreaker may control the speed of the vehicle.

In a cab signal svsten'i, a normally closed brake controlling circuit, a plurality of circuit breakers in said circuit, a plurality of circuits controlling one of the circuit breakers, a multiple speed governed circuit breaker arranged to open and close said latter circuits, a plurality of signal circuits, a. pair of relays controlling the circuits controlling the first mentioned circuitbreaker and also controlling the signal circuits whereby when any one ot. the first mentioned circuits is rendered active its correspending signal circuit is,rendered active and the others of the first mentioned circuits and the others of the rendered inactive.

25. In a cab signal system, a normally loscd brake controlling circuit, a plurality )f circuit breakers in said circuit, a plurality'of circuits controlling one of the circuit breakers, a multiple speed governed circuit breaker arranged to open and close signal circuits are said lattcr circuits,.a plurality of signal circuits, a pair of relays controlling the circuits controlling the first mentioned circuit breaker and also controlling the signal circuits whereby when any one of the first mentioned circuits is rendered active its corresponding signal circuit is rendered active and the others of the first mentioned cir-- 'ally actuatable means of the last mentioned circuit breakers after cults and the others of the signal circults are rendered inactiv'e, said rela s being con trolled by the others of the rst mentioned circuit breakers.

26. In a cab signal system, a normally closed brake controlling circuit, a plurality of circuit breakers in said circuit, a plurality of circuits controlling one of the circuit breakers, a multiple speed governed circuit breaker ar anged to open and close said. latter circuits, a plurality of signal circuits, a pair of relays controlling the circuits controlling'the first mentioned circuit breaker and also controlling the signal circuits whereby when any one of the first mentioned circuits is rendered active its corresponding signal circuit is rendered active and the others of the first mentioned circuits and the others of the signal circuits are rendered inactive, said. relays being controlled by the others of the first mentioned. circuit breakers, and track contact (301k trolled means for governing the operation of said last named circuit breakers.

:27. A cab signal system ii'icluding a brake controlling circuit, a circuitbreaker therein, clear, ('alltlOllfll'y and danger circuits controlling the circuit breaker, a speed governed circuit breaker common to said circuits, clear, cautionary and danger signal circuits, a pair of cooperating relays, one

of which independently controls the two danger circuits-and both of which cooperativcly control the remaining of the two groups of circuits, additional circuit breakers operating to control the brake controlling circuit, one of them controlling one of the relays and the'other the other of the relays, track contactcontrolled means governing the opening of said last mentioned circuit breakers, and manually actuatable means for reclosing either of the last mentioned circuit breakers after it has been opened bythe track contact controlled means.

28. A cab signal system including a brake controlling circuit, a circuit breaker therein, clear, cautionary and danger circuits controllingthe circuit breaker, a speed governed trol the brake controlling circuit, one of them controlling one of the relays and the other the other of therelays, track contact of which indew controlled means governing the opening of said last mentioned circuit breakers, manufor reclosmg either itihas been opened by the track contact. controlled means, and additional track contact controlled means including whichever one of the clear, cautionary and danger circuits is active for opening the first mentioned circuit breaker. v

A cab signal system including a brake controlling circuit, a circu t-breaker therein, clear, cautionary and danger circuits controlling the circuit breaker, a speed governed circuit breaker common to said circuits, clear, cautionary and danger signal circuits, a air of cooperating relays, one of which in ependently controls .tne two danger circuits and both of-which cooperatively control the remainingpl. the twogroups of circuits, additional circuit breakers operating to control the brake controlling circuit, one

of them controlling one of the relays and the other the other of the relays, track contact controlled means governing the o ning of said last mentioned circuit brea ers,

manually actuatable means for reclosing either of the last mentloned circuit breakers after it has been opened by the track contact controlled means, and additional track con tact controlled neans including whichever one of the clear, cautionary and danger cir-' cuits is active for opening the first men tloned circuit breaker, the-operation of any one of the first mentioned track contact controlled meanssubsequcut to the opera tion of the last mentioned additional track contact controlled means again rendering the clcar,cautiimary or danger circuits active.

groundin 3 In a block signal system, the comhination with a vehicle, of a brake actuating" mechanism, track controlled test, clear, caution and danger circuits, means for actuat ing the brake actuating mechanism to apply. the brake upon shorting of the test. circuit unless another circuit proper to the conditionof the block is subsequently grounded,

means for actuating the brake actuating mechanism to apply the brake upon the grounding of; the danger or the caution circuits,- means operable upon grounding of the clear c rcuit to actuate the brake actuating mechanism to prevent application of the brake, independent manually operable means for actuating -t'e brake actuating mechanism to release the brake atter of the danger or caution cuits, an means controlling the speed of the vehicle after grounding of the clear circuit, after manual release of the brake subsequent to grounding of the danger circuit and after manual release of the brake subsequent to grounding of the caution cir- 'cuit. c Q

In testimony whereof I aflix my signature in presence of two witnesses. MARSENA JULIAN. [11.8.]

lVitnesscs:

FREDERIC B. WRIGHT, Josnrn C. Znmne,