US1340500A - ringer - Google Patents

Description

L. RINGER.

SIGNAL SYSTEM FOR MOVING VEHICLES.

APPLICATION FILED FEB. 15, 1917.

1,340,500; Patented May 18, 1920.

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by fi Attjv I L. RINGER. SIGNAL SYSTEM FOR MOVING VEHICLES.

Patented May 18, 1920.

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UNITED STATES PATENT ()FFICE,

I LUTHER RINGER, OF BUFFALO, NEW YORK, ASSIGNOR TO THE SIMMEN AUTOMATIC BAILWAY SIGNAL COMPANY, OF BUFFALO, NEW YORK, A CQRPORATION 0F ARI- ZONA.

SIGNAL SYSTEM FOR MOVING VEHICLES.

narration.

Application filed February 15, 1917.

51' b all whom it may concern Be it known that I, LUTHER Rmenn, a citizen of the United States, residing at Buiialo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Signal Systems for Moving Vehicles, of which the following is a specification.

This invention relates to a system of signals for moving vehicles adapted toadvise the operator of the vehicle of the conditions of safety or danger along the route over which the vehicle is traveling or other conditions which it may be desirable or convenient for him to know, and particularly to such a system in which a plurality of signal indications are carried on the vehiclc.

There is already known in the art a vehicle signal system which comprises three signals carried by the vehicle, actuated through the medium of an intermittently acting device external to the vehicle which is electrical. in character and is capable of being energized in either of two directions, or de-inergized. There is also known in the art a vehicle signal system, together with a cooperating speed control system, in which four indications are obtained on the vehiole by the use of three contact shoes carried by the vehicle and adapted to cooperate with three signal rails arranged at different lateral distances from the running rail with appropriate electrical connections.

The subject matter oi this application is specifically-to provide means whereby more than three indications are obtained on the vehicle by the use of a single contact shoe and signal rail and appropriate electrical eoinwctions, and the device i more specifically one in which the indications on the vehicle are continuous, but the influences for obtaining such indications are intermittent.

in the following description, there is shown a track control system for the vehicle signal, based on direct current continuous track circuits, which are well known in the art. The devices shown however may be controlled in this manner or by alternating current track circuits or by the mechanism of an interlocking plant or by a remote central control system or by any other method desired without departing from the principle of this invention.

In the accompanying drawings, there 18 Specification of Letters Patent.

Patented May 18, 1920.

Serial No. 148,795.

illustrated a preferred form of apparatus embodying the invention, the parts being shown largely in diagram for the sake of promoting clearness in the description and the position of the parts on the vehicle being that assumed when a clear signal has E, F, G and H. The normal direction of traffic on the trackway is assumed to be from left to right. Each of these blocks is identical in construction and equipment, and in order to facilitate the description, the devices included in each block equipment are designated by the same numerals, the lower case letter of the alphabet following each numeral indicating the block referred to in each instance. As the blocks are identical, the devices appertaining to the block C will be described and it will be understood that the same description applies to all the other blocks. I

At one end of the block is a track battery 101, connected to the rails 17 17 by wires 102 and 103. At the other end of the same block is a track relay 104 connected to the same rails by the wires 105 and 106". The relay 104 has five neutral armatures, viz., 108, 109, 110, 111 and 112, adapted when the relay is energized to touch respective contacts 113, 114, 116, 118, and 120. When this relay is de-energized, the armatures 109, 110 111 and 112 are adapted to touch the respective contacts 115, 117, 119 and 121. At the exit end of the block C, which is coincident with the entrance end of the block D, there is provided a signal rail 19 connected by a wire 107 with an armature 108 which is one of the series of neutral armatures belonging to a track relay 104 in the block D. Line wires 207, 208, 209, 210 and 211 are provided along the trackway, together with a common return wire 206, which is connected to one track rail of each block by means of a wire and resistance coil, for

instance the wire 127 and the resistance coil 128. The purpose of the resistance coil is to prevent current from the track batteries of one blo rl; flowing into another block. The Wire 207 is connected to one terminal of an alternating current generator indicatedat 201; the wire 208 is connected to the positive terminal. of a direct current generator indicated at 202; the wire 209 is connected to the negative terminal of a direct current generator indicated at 203; the wire 210 is connected with the positive terminal of a generator indicated at 204 which furnishes undirectional pulsating current; and the wire 211 is connected with the negative terminal of a generator indicated at 205 which furnishes undirectional pulsating current; the other terminals of all these generators being connected to the common return wire 206. The various line wires, track relays and signal rails are connected by other electrical conductors which will be referred to in detail in naming the electrical circuits hereinafter set forth.

In Fig. 1 there is illustrated the vehicle equipment appropriate to the invention. In this figure, 17 17 indicate the track rails as before. 15, 15 are the wheels of the vehicle, and 16 is its axle. 19 is one of the signal rails and 21 is a shoe hingedly mounted at a convenient place on the vehicle adapted to contact with the signal rail and thereby to be moved to break contact with Contact points 22 and 23 on the vehicle and after leaving such signal rail, to be restored by gravity or spring pressure to contact again with such points.

Connected with the shoe 21 as hereinafter described, there are three signal relays 97, 13 and 14 arranged on the vehicle. The relay 97 has a coil 11 in series with the secondary 10 of a transformer 8, this coil being adapted to be operated by an alternating current. The relay 97 also has a holding coil 12 adapted to be operated by a direct current. The relay 97 has four neutral. armatures 24, 25, 26 and 98' adapted when the relay is energized to touch contacts 53, 52, 50 and 49 respectively. Vhen the relay 97 is denergized, the armature 25 touches a contact 51. The relay 13 has two neutral armaturcs 27 and 28 and a polarized armature 29. When the relay 13 is energized the armature 27 touches a contact 48 and the armature 28 touches a contact 47, but when the relay 13 is deenergized, the armature 23 touches a contact 46. \Vhen the relay 13 is negatively energized, the polarized armature 29 touches a contact 45, and when the relay is positively energized, this armature 29 touches a contact 44. The relay 14 has two neutral armatures 30 and 31 and four polarized armatnres 32, 33, 34 and hen the relay 14 is energized, the arniatures 30 and 31 touch contacts 43 and 42 respectively and when the relay 14 is deenergized the armature 31 touches a contact 41. W'hen the relay 14 is negatively energized, the polarized armature 32 touches a contact 40, the armature 33 touches contact 39, and the arma ture 34 touches a contact 38. When the relay 14 is positively energized, the polarized armature touches the contact 38, the armature 34 touches a contact 37 and the armature 35 touches a contact 36.

There is also arranged on the vehicle a loral battery indicated at 18. 6 is a clear signal or conventionally a green light. 1 is a danger signal or conventionally a red light. 2, 3, 4, and 5 are signals for indicating various numbers of clear blocks ahead of a train or for other purposes and may be distinguished by providing ground glass in closures for them on which may be .displayed any suitable symbols or other indications appropriate or convenient for the particular condition which they are intended to denote. The various elements of the equipment above described are suitably connected together by electrical conductors which will be referred to in detail in the description of the circuits hereinafter contained.

In considering the operation of the device, it will first be assumed that a train in dicated at 214 is standing in the block Gr and that another rain indicated at 215 is in the block A and is approaching it. Owing to the presence of the train 214, the track relay 104 would be deenergized, but they track relays 104", 104, 104, 104 and 104 would be all energized by their corresponding track batteries as it is assumed that there are no trains in their respective blocks to short circuit or de'e'nergize them.

When the train 215 has moved far enough into block A. for its shoe 21 to contact with the signal rail 19 its relays will be energized through the following circuit :from the negative terminal of the generator 205, to the wire 211, wire 123 contact 12W, armature 112 wire 132, contact 118", armature 111, wire 131, contact 116, armature 110, wire 130, contact 114, armature 109, wire 129*, contact 113", armature 108 wire 107 signal rail 19, shoe 21, wire 59, condenser 54, primary 9 of transformer 8, wire 61, axle 16, wheels 15, rail 17, resistance 128"-, wire 127", and wire 206 to the positive side of the generator 205. The current which thus flows into the primary coil 9 of the transformer 8 generates current in the secondary coil 10 of such transformer, energizing the coil 11 of the relay 97. The current also flows through the following multiple circuit on the car from the shoe 21 to the wire 59, the wire (39, armature 26, contact 50, wires 94 and. 95, relay 13, wire 93, armature 98, contact 4-9 and wires 7 and 61 to the generator 205 as before. This causes the relay 13 to be energized negatively. Current also flows on the car through the following circuit from the shoe 21 to the wire 59, wire 58, relay 14 and wires and 61 to the generator 205 as before. This causes the relay 14 to be negatively energized. When these three relays 97, 13 and 14 are thus energized, the clear signal lamp 6 glows through the fol lowing circuit :from the positive side of the battery 18 to the wires 76 and 78, the armature 28, contact 47, wire 99, armature 29, contact 45, wire 86, signal lamp 6 and wire to the negative side of the battery.

After leaving the signal rail, the shoe 21 under the influence of the spring, contacts with the points 22 and 23, and the relays 97, 13 and 14 are held energized through the following circuits :The relay 97 is energized through a circuit including the battery 18 from the positive side of the battery to the wires 76, 78 and 79, contact 39, armature 33, wire 74, coil 12 of the relay 97, wire 92, contact 53, armature 24, wire 56, contact 22, shoe 21, contact 23, wire 55, armature 34, contact 38, and wire 77 to the negative side of the battery. The relay 13 is energized through a circuit including the battery 18 from the positive side of the battery to the wires 76, 78 and 79, contact 39, armature 33, wire 74, wire 73, relay 13, wire 95, wire 94, contact 48, armature 27, wires 57 and 56, contact 22, shoe 21, contact 23, wire 55, armature 34, contact 38, and wire 77 to the negative side of the battery. The relay 14 is energized through a circuit including the battery 18 from the positive side of the battery to the wires 76, 78 and 79, contact 39, armature 33, wires 74 and 72, armature 30, contact 43, wire 71, relay 14,

wires 58 and 59, shoe 21, contact 23, wire.

55, armature 34, contact 38 and wire 77 to the negative side of the battery. It will thus be seen that after leaving the signal rail 19, nevertheless by means of the shoe 21, and the electrical connections above described. the same relays 97, 13 and 14 will be held energized and the lamp 6 will continue to burn. That is, an indication caused to be displayed on the vehicle by reason of the contact of the shoe with the signal rail 19 and its particular energization. is made persistent and continues to be displayed after the vehicle has passed off of such signal rail and there is no longer a contact between the shoe 21 and such signal rail.

Let it be assumed that the train 214 has not moved out of the block G, but that the train 215 has moved forward into the block B so that its shoe 21 has been brought to contact with the signal rail 19 This will cause the lamp 5 to glow and the connections provided will cause it to glow even after the train 215 has moved so far that its shoe no longer contacts with this rail 19*. This is accomplished by the energization of the train relays 97, 13 and 14, from the generator 204 as follows :from the positive terminal of the generator 204 to the wire 210, the wire 122 contact 121 armatlu'e 112 wire 132 contact 118, armature 111 wire 131, contact 116, armature 110 wire130, contact 114 armature 109, wire 129, contact 113, armature 108, wire 107 signal rail 19, shoe 21, wire 59, condenser 54, primary coil 9 of the transformer 8, wire 61, axle 16, wheels 15, rail 17, resistance 128", wire 127", and wire 206 to the negative side of the generator 204. The current flowing in the primary coil 9 of the transformer 8 induces an alternating current in the second ary coil 10 of the transformer and thus en ergizes the coil 11 of the relay 97. Current also flows through the relay 13 as follows from the shoe 21 to the wires 59 and 60, armature 26, contact 59, wires 94 and 95, re lay 13, wire 93, armature 98, contact 49, and wires 75, 70 and 61 to the terminal of the generator 204, thus positively energizing the relay 1.3. Current also flows through the relay 14 from the shoe 21, to the wires 59 and 58, relay 14 and wires 70 and 61 to the generator 204, thus positively energizing this relay 14. And when these relays 97, 13 and 14 are thus energized, the signal lamp 5 glows through the following circuit, including the train battery 18 :from the positive side of the battery 18 to the wires 76 and 78, armature 28, contact 47, wire 99, armature 29, contact 44, wire 87, signal lam p 5, and wires and 80 to the negative side of the battery. This indication caused by the energization of the signal lamp 5 will persist after the shoe 21 has passed off of the signal rail 19, because the shoe will be lowered to make contact with the points 22 and 23 and the relays 97, 13 and 14 will remain energized through the following circuits :-The relay is energized by current from the positive side of the battery 18 to the wires 76 and 78, contact 37 armature 34, wire 55, contact 23, shoe 21, contact 22, wire 56, armature 24-,contact 53, wire 92, coil 1.2, wire 74, armature 33, contact 38 and wire 77 t0 the negative side of the battery. The relay 13 is energized from the battery from the positive side of the battery 18 to the wires 76 and 78, contact 37, armature 34, wire 55, contact 23, shoe 21, contact 22, wire 56, and wire 57, armature 27, contact 48, wire 94, relay 13, wires 73 and 74, armature 33, contact 38 and wire 77, to the negative side of the battery. The relay 14 is energized from the battery by current from the positive side of the battery to the wires 76 and 78, contact 37, armature 34, wire 55, contact 23, shoe 21. wires 59 and 58, relay 14, wire 71, contact 43, armature 30, wires 72 and 74, armature 33, contact 38 and wire 77 to the negative side of the battery.

Let is now assume that the train 214 is still standing in the block G and that the train 215 has advanced far enough into the block 0 for its shoe 21 to contact with the signal rail 19". The current will now How through the following circuits on the car: from the negative terminal of the generator 203 to the wires 209 and 124 contact 119 armature 111 wire 131, contact 116 armature 110 wire 130 contact 114 armature 109 wire 129 contact 113, armature 108 wire 107 signal rail 19, shoe 21, wire 59, wire 58, relay 14, wire 70, wire 61, aXle 16, wheels 15, rail 17, resistance 128, wire 127, wire 206, to the posi i\8 terminal of the generator 203. The current now flowing will not afiect relay 97 as the direct current will not pass throughthe condenser and it will not affect the relay 13 as the operating circuit of this relay, as before described, must be closed by the armature 26, touching the contact 50. Relays 97 and 13 will therefore be deenergized and the relay 14 will be negatively energized. This will cause the signal lamp 4 to glow through the following circuit: from the positive side of the battery 18 to the wires '76 and 7 8, armature 28, contact 46, wire 91, armature 31, contact 42, wire 96, armature 32, contact 40, wire 79, signal lamp 4, wires 84 and 80 to the negative side of the battery 18. latter leaving the signal rail 19, the shoe 21 will agaii'i be brought to contact with the points 22 and 23 and the relay 14 will remain energized by a circuit from the positive side of the battery to the wires 76, 78 and 79, the contact 39, armature 33, wires 74 and 72, armature 30, contact 43, wire 71, relay 14, wires 58 and 59, shoe 21, contact 23, wire 55, armature 34, contact 38 and wire 77 to the negative side of the battery, thus causing the signal lamp 4 to continue to glow.

Let us now assume that the train 214 is still standing in the blocl: G and that the train 215 has advanced far enough into the block D for its shoe 21 to contact ith the signal rail 19 The relay 14 on the train. 215 will then be energised through a circuit from the positive terminal of the generator 202 to the wires 208 and 125 con tact 117 armature 110 wire 130 contact 114 armature 109 wire 129 cont ct 113 armature 108 wire 107 signal rail 19, shoe 21, wires 59 and 58, relay 14, wires and 61, axle 16, wheels 15, rail 17, resistance 128, wires 127 and 206 to the negative ter minal of the generator 202. The relay 14 will thus be energized positively, but the relays 97 and 13 will not be affected by the current but will be deenergized on account of the condenser 54. lVhen the car relays are in this condition, the signal lamp 3 is lighted through a circuit from the positive side of the battery 18 to the wires 76 and 78, the armature 28, contact 46, wire 91, armature 31, contact 42, wire 96, armature 35, contact 36, wire 88, signal lamp 3, and wires 83 and to the negative side of the battery 18. After the shoe 21 has left the signal rail 19, it will be lowered as before, touching the contact points 22 and 23, and energizing the relay through a. circuit from the positive side of the battery 18 to the wires 76 and 78, contact 37, armature 34, wire 55, contact 23, shoe 21, wires 59 and 58, relay 14, wire 71, contact 43, armature 30, wires 72 and 74, armature 33, contact 38 and wire 77 to the negative side of the battery 18, so that the signal lamp 3 will still continue to burn.

Suppose that the train 214 still remains in the bloclc G and the train 215 has moved into the block E so that its shoe 21 will contact with the signal rail 19 A. current will then flow from one terminal oi: the gen erator 201 to the wires 207 and 126 contact 115 armature 109, wire 121-9", contact 113 armature 108 wire 107 signal rail 19, shoe 21, wire condenser 54, primary 9 of the transformer 8, wire 61, axle 16, wheels 15, rail 17, resistance 128 and wires 127 and 206 to the other terminal of the generator 201, whereby the alternating current flowing in the primary coil 9 of the transform-er 8 induces an alternating current in a secondary coil 10 of the transformer, thus causing the current to flow in the coil 11 and energizing W the relay 97. In spite of the fact that the controlli circuits for the relays 13 and 14 are now closed, these relays are not affected as their inductance of such value that the relay becomes energized by the unidirectional pulsating current but not by the alternating current. When the relay 97 is thus energized, and the relays 13 and 14 are not, the signal lamp 2 will be caused to glow by reason of the circuit from the positive side of the battery 18, to the wires 76 and 78, the arma are 28, contact 46, wire 91, armature 31, contact 41, wire 90, armature 25, contact 52, wire 89, signal lamp 2, and wires 82 and 80 to the negative side of the battery 18. This signal lamp will continue to burn after the shoe 21 leaves the signal rail 19 and resumes its contact with the points 22 and 23, because the relay 97 remains energized through a circuit from the positive side of the battery 18 to the wires 76 and 78, contact 37, armature 34, wire 55, contact 23, shoe 21, contact 22, wire 56, armature 24, contact 53, wire 92, coil 12 of the relay 97, wire '74, armature 33, and contact 38 and wire 77 to the negative side of the battery 18.

Let us ppos' that the rain 214 still in the block G and that the train 215 has moved into the block 1* and brought its shoe 21 into contact with signal rail 19h All of the relays on the car will now become deenergized, as the outside circuit is broken at the armature 108 and the holding circuits of all the relays on the car are broken, due to the raising or lifting up of the shoe 21 by contact with the signal rail 19 and the consequent breaking of-its contact with the points and 23. With the car relays thus de'nergized, the danger signal lamp 1 will glow through a circuit from the positive side of the battery 18 to the wires 76 and 7S, armature 28, contact 16, wire 91, armature 31., contact 4C1, wire 90, armature 25, contact 51, wire 100, signal lamp 1, and wires 81 and 80 to the negative side of the battery 18. And upon leaving the signal rail 19 the danger signal will continue to burn as there is no energization of any of the relays 97, 13 and 14C.

Many of the advantages of my signal system will be evident to those skilled in the art. I will merely outline a few of them. In high speed train service, it is naturally desirable to run trains as close together as possible, but with only one or two signal indications on a vehicle, safety demands that the block must be long enough to permit a train to stop within it. With my system it is obvious that trains could safely be run under closer headway, as the engineer of a train following another train would have complete information by means of the changes as the successive signals are ener' gized and the indications vary, as to how close he was approaching such preceding train. It is also obvious that by, the use of the system outlined the blocks could be materially shortened in length without diminishing their safe character.

In modern interlocking plants, it is the practice to indicate to approaching trains.

by means of fixed signals along the track way, what route each train is to take. Such signals are apt' to confuse an engineer, whereas with my system, when used in connection with such interlocking plants and with a control of the signals in the cab in the hands of an operator in the signal tower, there should be no cause for confusion in the mind of the engineer.

In cases where it is desirable to have remote central control of the signals by a despatcher, it is obvious that it would be of advantage to give the despatcher the ability to send a plurality of indications to a train at any given signal point and my system lends itself aptly to use with such a central control system.

While the signals on the vehicle have been described and referred to throughout the specification as signal lamps because that is the form which at the present time is preferred, yet it will be understood that without departing from the principles of the invention, any visible or audible signal adapted to attract the attention of the operator may be substituted for those which have been. specifically described.

At the lower right hand corner of Fig. 1, there is illustrated a manually operated switch 210, by which the several generators 201 to 205 inclusive can each in turn through such switch be directly connected up with the signal rail 19 whereby the actuation of the different signals may be induced from a central control, as for instance, a train despatchers office. A common return wire 206 leading to one of the track rails 17 completes this equipment.

I- claim 1. The combination with a trackway, of a vehicle adapted to travel thereon, a series of signal rails arranged in succession along the trackway, means for electrically energizing each of them in any one of more than two different ways, means for deenergizing them, a plurality of signals carried by the vehicle, and means controlled by the different characteristically energized rails for independently operating the signals on the vehicle corresponding to the different ways in which the signal rails have been energized or cleenergized.

2. The combination with a railway, of a vehicle adapted to travel thereon, a series of signal rails arranged in succession along the railway, means for electrically energizing each of the signal rails in any one of five different ways, means for deenergizing them, more than three signals carried by the vehicle, and means controlled by the character of the energization of each rail for selectively independently operating the vehicle signals corresponding to the electrical condition of such rail.

3. The combination with a trackway, of a vehicle adaptedto travel thereon, a series of signal rails arranged in succession along the trackway, all of the rails being at the same lateral distance therefrom, means for electrically energizing each of the signal rails in any one of more thanthree different ways, means for deenergizing them, a greater num- 110 ber of signals than the character of energization of the rails carried by the vehicle, and electrical means for independently operating the signals on the vehicle automatically controlled by the electrical condition 115 of the signal rails.

f. The combination with a trackway, of a vehicle adapted to travel thereon, a series of signal rails arranged in succession along the trackway at substantially an equal distance 120 therefrom, means for electrically energizing each of the signal rails in any one of more than three different ways, means for deenergizing them, and means for independently operatingthe signals on the vehicle corre- 125 sponding to the electrical condition of the signal rails, including a shoe carried by the vehicle and adapted to contact with the sig nal rails. 1

5. In a signal system. for a vehicle mov ing along a tracltway, a signal rail, means for creating more than three diflerent electrical conditions therein from sources outside the vehicle, a corresponding number secondary electrical circuits on the vehicle, electromagnetic devices also on the vehicle for controlling said circuits, means controlling the electromagnetic devices from the outside electrical sources, and means on the vehicle for continuing the electrical condition of such electromagnetic devices resulting from such outside control after such control has ceased.

6. In a signal system for .a vehicle moving along'a trackway, a series of signal rails, means for creating six different electrical conditions in each rail from sources outside the vehicle, six secondary circuits on the vehicle,electromagnetic devices on the vehicle controlling said circuits, means for intermittently controlling the electromagnetic devices from the outside electrical sources through the signal rails, and means on the vehicle for continuing the condition of such electromagnetic devices resulting from the outsidecontrol after it has ceased.

7. In a signal system for a vehicle mov- .ing along a railway, a series of signal rails arranged in succession along the railway, at an equal lateral distance therefrom, means for creating six different electrical conditions in each rail from sources outside the vehicle, six secondary circuits on the vehicle, electromagnetic devices on the vehicles controlling said circuits, means for intermittently controlling the electromagnetic 8- vices by the outside electrical sources, through contact of the shoe with the signal rails in succession, and means on the vehicle for perpetuating the electrical condition of such devices resulting from the outside control after such coi ol has ceased.

In a signal s stem for a vehicle niov- I ingalong a trackway,-a signal rail in'the vicinity thereof, means for creating six different electrical conditions therein, six independentelectrical devices on the vehicle, a series ofmovable parts for controlling such devices, three electromagnetic devices for controlling such parts, and means adapted to influence the electromagnetic devices whereby eachof the different electrical conditions of the signal rail will induce the operation oii'one only of the independent electrical devices.

"9. In :an apparatus of the character de scribed, a'vehicle carrying six independent local electrical circuits,movable parts whereby the circuits are independently operated, three electromagnetic devices controlling such parts, means for creating electrical changes insuch devices, whereby the positions of' the movable parts :are varied to operate a selected one of the circuits corre spending to the electrical change created.

10. The combination with a trackway of a vehicle adapted to travel thereon, more than three signals carried on the vehicle, a series of signal rails arranged in succession along the trackway, means for electrically energizing the signal rails in different ways, the number of ways being less by one than the number of signals, and automatic means for independently operating all. the signals from each rail and corresponding to the different ways in which that rail has been energized.

11. The combination with a traclrway, of a vehicle adapted to travel thereon, more than three signals carried on the vehicle, aseries of signal rails arranged in succession along the traclrway, means for creating as many different electrical conditions in each rail as there are signals on the vehicle, and means for independently operating the signals from each rail corresponding to the different conditions of energizatien of that signal rail.

12. The combination with a trackway, of a vehicle adapted to move thereon, more than three signals carried on the vehicle, a series of signal rails arranged along the trackway, means for electrically energizing them in different ways one less than the number of signals on the vehicle, and means for independently operating the signals corresponding to the electrical condition of the signal rails, including a shoe carried by the vehicle and adapted to contact with the signal rails in. succession.

18. In an apparatus of the character described, a series of signal rails arranged in succession along a trackway, all of the .rails being at substantially the same lateral distance therefrom, means for electrically energizing such signal rails in three or more different ways, means for deenergizing them, a series of signals on the vehicle one greater in number than the number of ways in which the signal rails may be energized, and means for independently operating the signals on the vehicle corresponding to the electrical condition of any one of the signal rails including a single shoe carried by the vehicle and adapted to contact with the signal rails in succession.

14:. In an apparatus of the character de scribed, a series 0|. signal rails arranged. in succession along a tracliway at substantially the same lateral distance therefrom, means for electrically energizing them in three or more d ifl'erent ways, meansit'or deenergizing them. a vehicle adapted to move along the rackway, a of signa s on the vehicle, one greater in number than the number of ways in which the signal rails may he energized, means for independently operating the signals on the vehicle corresponding to the electrical condition of the signal rails and including a single shoe carried by the vehicle and adapted to contact with the sigtrical conditions of the signal rails, and

means for auton'iatically continuing the operation of each signal so actuated after the vehicle has passed the particular signal rail from which the actuation of the signal has been caused.

16. An apparatus of the character de scribed, comprising a traclrway, a signal rail adjacent thereto, means for creating three or more dill'erent electrical conditions in the rail from sources outside the trackway, a vehicle adapted to move along the traclrway. a series of secondary electrical circuits thereon corresponding to the number of electrical conditions which may be created in the signal rail, electromagnet devices on the vehicle for controlling said secondary circuits, means controlling the electromag netic devices from the outside electrical sources, and means on the vehicle for continuing the electrical condition of such electromagnctic devices after such control. has ceased, including a source of electricity carried by the vehicle and a shoe in circuit therewith adapted to contact with the signal rail to energize one of the secondary circuits from the outside source and to close a circuit through the source of electricity on the vehicle when such contact has ceased.

1. The combination with a trackway, of two vehicles adapted to move thereon, more than three signals carried by one of the vehicles, and means automatically set in operation by the other vehicle whereby each of the signals on the first-mentioned vehicle are operated successively it it approaches the second vehicle from a distance to close proximity thereto.

18. In combination, a railway, two trains adapted to move thereon, more than three signals carried by one of the trains, means whcreliiy the signals may be operated and .u'ieans automatically set into actuation by the other train whereby the operation of ditl'erent signals respectively takes place depending upon the distances between the two trains.

19. In. a signal system for a vehicle moving along a tracltway, six signals carried by the vehicle, a second vehicle on the track way ahead of the one first mentioned, and means automatically operated by the second vehicle for causing the six signals on the first mentioned vehicle to be operated successively as the first mentioned vehicle approaches the second.

20. The combination with a trackway of a vehicle adapted to travel thereon, more than three signals carried on the vehicle, a series of signal rails arranged in succession along the trackway, means for electrically energizing such rails in a number of different ways, a second vehicle also adapted to travel on the trackway, and means for varying the energization of the signal rails corresponding to the distance between the two vehicles, and means for independently operating the signals on one vehicle corresponding to the different ways in which the rails have been energized.

21. The combination with .a trackway of a vehicle adapted to travel thereon, more than three signals carried 011 the vehicle, a series of signal rails arranged in succession along the trackway, means for electrically energizing the signal rails in different ways, comprising an alternating current generator, two direct current generators, and two unidirectional pulsating current generators, and means for independently operating the signals corresponding to the different ways the signal rails have been energized.

22. The combination with a trackway, of a vehicle adapted to travel thereon, more than three signals carried on the vehicle, a series of signal rails along the trackway, means for electrically energizing the signal rails in different ways, comprising an alternating current generator, two direct current generators, and two unidirectional pulsating current generators, and means on the vehicle for operating the signals corresponding to the different ways in which the rails have been energized including a shoe carried by the vehicle and. adapted to contact with each signal rail as the vehicle passes the same.

23. The combination with a trackway, of a vehicle adapted to travel thereon, more than three signals carried on the vehicle, a series of signal rails along the trackway, an alternating current generator, two direct current generators, and two unidirectional pulsating current generators, means for automatically operating the signals on the vehicle from the energization of the signal rails, including a single shoe carried by the vehicle and adapted to contact with the rails in succession, and means on the vehicle for automatically maintaining any particular signal in operation after the shoe has ceased to contact with the signal rail from which said signal was originally actuated.

24. The combination with a railway and a vehicle that travels therealong, of more than three distinctive signals on the vehicle, automatically operated means for independently actuating the signals on the vehicle, a plurality of automatic Controlling elements located along the railway, and means for affecting each element in a plurality of dif i erent ways to thereby respectively control and efiiect the operation of the different signals on the vehicle.

25. The combination with a railway and a vehicle that travels therealong, of more than three distinctive signals on the vehicle, automatically operated means for independently actuating the signals on the vehicle, a pliiirality 0t automatic controlling elements located along the railway, and means automatically controlled by the conditions along the railway in advance of the vehicle by affecting each controlling element in a plurality of difl'erent ways to thereby respectively control and effect the operation of the different signals on the vehicle.

26. The combination with a railway and a vehicle that travels therealong, of more than three distinctive electric signals on the vehicle, electrical means for automatically operating the signals independently, a plurality of automatic electrical controlling elements located in succession along the railway, and electrical means automatically controlled by the conditions along the railway in advance of the vehicle for affecting each element in a plurality of different ways to thereby automatically control and effect the operation of all the signals respectively from each of said elements.

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

LUTHER RINGER.

lVitnesses C. E. CHATFIELD, ANNA C. Pens.

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