US2003264A - Railway crossing signal - Google Patents

Description

May 28, 41935.

H. RlcH'rr-:RKEss'lNG 2,003,264

RAILWAY4 CROSSING SIGNAL Filed' Jan. 20, 1932 .'5 Sheets-Sheet 1 gmc/nto@ FQANK H. D lcHTEDKEsSmG F. H. RICHTERKESSING 2,003,264

RAILWAY CROSSING SIGNAL l Filed Jan. 2o, 1932 3 sheets-sheet 2 c .4 o M .@.mwm M a W W d x .mo d.mm.u. .50 0:^ XU we rmi xm WL mi EN m SH Non. lvm. m A m f D 4 Y H mi uw l.. T ,s m@ S mmmmm f m A C@ my May 28, 1935.

Mayl 28, 1935. AH` RICHTERKESSING 2,003,264

RAILWAY CROSSING SIGNAL Filed Jan. 20, 1952 3 Sheets-Sheet 3 FQANK H. Qlcmmxasm@ Patented May 28, 1935 UNITED .STATES to Nachod & United States Signal Co., Inc., Louisville, Ky., a corporation of New York Application January 20, 1932, Serial No. 587,686

Claims.

My invention relates to improvements in railway signaling systems, especially those adapted for usei'in connection with warning devices installedat the intersection of a highway and an 5 electric railway line; hence, I have illustrated in the accompanying drawings the application of my invention to 'electric signal apparatus for use onrailways, in which the moving train is adapted to automatically close the electric control circuit l0v or circuits through the axle and wheels thereof for the purpose of controlling the actuation of the electric bell and visual signals.

The main object of my invention is to protect a crossing'or other danger point on the railway by ringing a'bell or giving an alarm, which is augmented by a visual indication consisting of alternately ashing red lights, all of which shall occur-when the train approaches within a certain distance of the highway and shall continue until the 'entire train has cleared the highway or danger point.

A still further object of my invention is to provide amethod for discontinuing the audible signal after a predetermined lapse of time, in the event the train has not cleared the highway. The system is 'further so arranged that the visual indication shall continue to` operate when the latter takes place and until the train actually clears the highway. Y

A still further object of my invention is to provide a normal indication at the highway which will normally burn and indicate the location of the signaling apparatus. It is further intended that the normal indication bearranged so as to ood light `the signaling apparatus.

A still further object of my invention is to provide signal indications which may be observed by the operator of the railway train, and which will indicate the proper operation-of the signal- 4 ing and control apparatus upon the approach of a train tothe highway.

A still further object of my invention is to arrange the latter mentioned indications so that they will be displayed only while the audible-indication existsat the highway. A -still further desired result obtained by my invention isfthe automatic rez-establishing of the audible signal at the highway and the signal indications to the train, when a second train (or a first train as may be the case in switching movements) approaches the intersection and operates past thenormal starting point. A still 'further'desired result effected by my inventionis its application to locations where the conventional rtype of continuous rail circuitsignalingexists.

A still further desired result eiected by VVmy invention is the controlling of the apparatus connected tothe rail circuits by avery low voltage x15 and the other control apparatus involving line wire control being operated on a higher voltage.

A still further desired result obtained in my invention 'is the embodiment of a track control which will cause the display ofthe highway 'indi-l cations when the approach or clearing :sections becomeshort circuited.

My invention further consists of certain r`novel functions and characteristic constructionsf'as fully disclosed in the following description, and accompanying Adrawings in illustration thereof,` in which:

Figure 1 is a diagrammatic representation of my invention indicating the control as being located within a-block signaling system utilizing the conventional'continuous rail control circuits.

Figure 2 is ai modied diagrammatic representation of my invention as ydisclosedin Figure 1 being further .arranged so that the visual 'highvway'signals will be kdiscontinued when the audil ble signall is discontinued. `The control apparatusof Fig. 2 is indicated as being within a rail'- way system which does not utilize running'frails for other signaling.V

Figure 3 lillustrates a. modified manner of connecting the clearing control circuit tothe insulated sections. Y

Figure 4 is a detail of my invention showing the specific manner in which the wheels and axles of the Vtrain cooperate to control the -novel clearingcircuit set forth in my-invention.

With further reference to Figure 1, thecharacters RR and RRI designate the Vrunning-rails of a railway system. :At each extremity of the running rails the conventional symbol is' ernployed to illustrate an impedance lbond represented by the characters IB. i These devices are not necessary in the operationvo my invention but are necessary in the operation of the 'block signalingfsystem, vutilizing the well known fprin- 45? ciple of continuous rail circuits, when the rails are employed as conductorsffor the return propulsion current ofthe vehicles operating-thereon. At one extremity of the rail section fthe characters TB indicate the track ltransformer which is employed to supply `the :track voltage through connecting wires 56 and 'l'forthe'ope'ration of the block signal system. -At the other extremity the characters BR represent the track relay which is connected to the rails through 4eArlLNT oFFlcla.

wires 58 and 59 and energized from the latter mentioned transformer to control the block signal represented by the characters BS. In the drawings, characters BX and CX represent the respective poles of a volt alternating current circuit. It will be further noted that the armature ABR of the track relay BR is normally in contact engagement with its front contact 'I3 thereby normally holding the block signalBS in a clear position as indicated, the circuit being completed from BX through wire 6I, armature ABR of relay BR, front contact 'I3 of relay BR, wire 62, block signal BS, through wire 60 to the other power terminal CX. It is believed that a further description of the parts embracing the block signaling system is not necessary, since the applicant wishes to show how his system may be employed within such a system and not affect the operation of same. y

With further reference to Figure'l it will' be noted that the running r-ailRRI isprovided with several short insulated rail sections illustrated by characters X, XI, X2, X3, X4, and X5. Each of the latter ymentioned short rail sections is employed in the control of the applicants invention and will be further treated in detail with the description of the control embracing each respective section. The short rail sections indicated by the characters X and XI respectively are employed to control the track relays E and F, which in turn are employed to control the starting of the signal indications at the highway when a train engages the insulated rail sections X and XI respectively upon approaching the intersection, and which are further employed to prevent the signal indications at the highway from being started by a train engaging the insulated rail sections XI and X respectively upon leaving` the highway. The circuits of the track relays EI and FI cooperate withthe short insulated rail sections X4 and X5 to produce the same result as 'outlined for relays E` and F.

At the highway the character B illustrates an audible warning signal which may bea vibrating bell, polarized bell or siren. The characters FL and FL2 designate the alternate flashing red lights which are actuated while a train approaches and clears 4the highway. The character Y illustrates the normally burning marker light which is employed to provide a normal burning yellow indication and the flood lighting of the signal standard. This indication is burning only when the train is not approaching the highway and is dark whenv either the audible signal or flashing light signals are given. The characters FR designate a relay for controlling the alternate energization of the red signal lamps FL and FLZ respectively. This relay, operating on alternating current, is controlled by a small induction motor symbolically represented by CFR and D respectively. The element D of the induction motor may bea disk or drum as is ordinarily employed in small conventional induction motors, and which, through suitable gearing drives the cam CAM. The latter mentioned cam in revolving alternately engages the contact arms AFR and AFRI respectively in such a manner that the contact arms are permitted to alternatelyV engagecontacts 23 and 24 respectively. The characters SR designate a slow release relay which -is employed to give the audible indication for a predetermined time interval while a train approaches the highway. This relay is instantaneous in pick up and is retarded in release through the employment of some well known retarding principle, such as a motor driven device or an oil dash pot arrangement. The latter mentioned retarded release feature is symbolically represented by the characters CS. The character L designates a novel form of latching or locking relay employed in my invention and embraces each of the operating coils CLI and CL2 respectively. The two operating coils CLI and CL2 are displaced with a definite relation to each other, and in such a manner that they will operate a mechanical locking device LO disposed therebetween. When the operating coil CLI is energized, and raises its armature AI, the armature will be mechanically held in the raised position by the locking arm LO, and when the operating coil CL2 is energized and raises its respective armatures A2 and AL2 the locking arm LO will be moved out of locking engagement with the armature AI. It is believed that a further detailed discussion of this operation is not necessary since it will be obvious to those skilled in the art, how such a relay might be constructed to Vperform in the manner designated. The characters T2 Vsymbolically represent the track transformer employed for giving the reduced voltage for the control of the clearing coil CL2 which is connected through Wires 40 and 38 to the short vinsulated rail sections X2 and X3 respectively.

In each of the drawings accompanying Vthe specification like numerals and characters have been employed to designate identical or similar parts. It is therefore believed that a lengthy description of each of the iigures is not required since the teachings of -one description may be applied to the remaining figures.

Each of the relays ,illustrated in Figure 1 is shown in its normal operating condition, and it is believed that a discussion relating to the nor-v mal circuits will give general information relative to the control apparatus. As was heretofore mentioned the signal standard at the highway is provided with a normally burning indication and floodlighting of the signal standard. The circuit for the normal display of the indication is completed from the BX terminal of the power source, through wire 6, wire 9, armature AI of locking vrelay L, back contact 2T, wire 28, back contact 29, through the armature AL2 of relay L, wire 30, signal lamp Y, wire I4, wire II to the other terminal of the power source CX. From the latter it will be noted thateither of the armatures AI or AL2 raised out of contact engagement with either of their respective back contacts 2l'A or 29 will open the circuit to the normal burning indication Y.

A train approaching `the highway and operating over the short insulated sections X and XI will operate relays E and F which in turn will control the starting of the highway signal indications. When the first wheels of the train engage the short section X a circuit will be completed from the secondary S of transformer T through wire 5 IA to the running rail RRI, through the wheels and axle of the train, to the short rail section X, through wire Evil, armature AE of relay back contact 55, wire 54, operating coil CF of relay F, wire 53, to the other secondary terminal of the transformer T. The energization of the operating coil CF will raise the contact arm AF'into contact engagement with its front contact 44, thereby completing the circuit for the control of relays SR and L respectively. The latter mentioned circuit is completed from the BX power terminal, through wire 6, wire 9, wire lll I0, operatingcoil CLI of relay L, wire II, operating `coil CSR of relay SR, wire 42., wire 43, front contact 4l of relay F, armature AF, throughy wire 3, to the other'power terminal CX. The completing of this circuit will rcause the armatures of nelays SR and L to .be raised into contact engagement 'with their respective `front contacts. Incident to the engagement of the amature AI with its front contact '14, the locking lever LO will mechanically retain the armature AI in its raised kposition as was heretofore described. With the armatures ASRand AIl in contact engagement with their respective front contacts, circuits willbe'established for giving the combined audible and `visual signals at the highway, and the signalindications M and MI to indicate to the train roperator that the signals have been properly operated. It will be noted that a circuit is .completed from the BX power terminal through wire 6,`wire 3, armature AI, front contact 14, wire 20, wire 22, operating coil CFR of the motor driven relay FR, wire I3, wire II, to the other power terminal CX. The energization of the operating coil CFRwill result in the disk or drum D of ythe relay FR revolving, which in Yturn will operate the cam as heretofore described-to permit thecontact arms AFR and VAFRI to alternately engage'their respective contacts 24j and 23. With the contact arm AFR in engagement with .its contact 23 acircuit will be established for the energization of vsignal lamp'FLZ, the latter circuit being completed from the BX power terminal, through wire 6, wire 9, armature AI of relay L, front contact 14, wire 2U, wire `22, contact 23 of yrelay armature AFR, wire 26, signal lamp FLZ, wire I6, wire I5, wire I4, wire II, to the other power terminal CX. With the disengagement of contact 23 and armature AFR, and the engagement of contact 24 and armature'AFRI the signal lamp FL2. will be de-energized'and the minedtime interval, circuits will be established through the engagement of armature ASR with its .front contact 2l .for giving the audible signal at thehighway and the signals M and MI to the operator .of the train. These circuits will be 1 established from the BX power terminal through wire '6,r wire 3, armature AI of vrelay L, front contact "Il, wire .20, front contact 2| of relay SR, armature ASR, wire 33, Wire 32, wire 3 I, through the control -of the .audible indication'B, wire I'I, wire I5, wire I4, wire II, to the other power terminal CX. The wire 33 is also connected to wire 34 which in turn supplies current through the signal indication M, through .wire 35 to the power terminal CX. It will be similarly noted that wires 33 and 32 supply current through wire 3B to the signal lamp MI and wire '3'I returns to the power terminal CX. It is obvious that the latter mentioned circuits will exist as long as the armature ASR of relay SR engages itsfront con-l tact 2I,'or untilV the armature AI of relay L disengages its front contact 14. The predetermined time interval of the relay SR is usually adjusted so that trains approaching the highway under normal `speeds will clear thehighway before the time interval has lapsed, lso that for all normal operations the train in approaching andclearizz the highway will have the full protection-of the audible and visual indications.

' With further reference to the circuits Iembracing the short insulated sections X JandXI it will be noted, that as the train advances fand the front wheels disengage the short insulated.k

section X and engage the insulatedsection YX4 the operating coil CE' of relay E will be energized and the armature AE will fbe raised out 0f contact engagement with its vbackcontact 55 thereby resulting in the operating coil LCF "of Y wheels with the insulated section X will `not re-l energize the operatingV coil CF of relay F since its circuit willbe opened at 55, but aholding circuit will be established from the shortfinsulated section X for retaining the armature AE in raised position. This holding circuit is completed from the secondaryS of transformer T through wirerl to the running rail RRI, through the Wheels and axles of the 'train to the insulated section X, through wire '50, armature AE, "front Contact I of relay E, wire 48, operating coilrlCE of relay E, wire 52 to the other vsecondary teri lent for conducting the return propulsion :cur-y rent of the trains `operating thereon. YAsl the train approaches and crosses therhighway the wheels will come into Contact engagement with the insulated sections X2 and X3 respectively,

thereby completing thecircuits Afor restoring the' signal system tonormal. It is believed that Fig-V ure 4 might be employed to more clearlylillustrate how the wheels and axles ofthe trainra're adapted to produce this result. vReferring to Figure l like charactersand numerals have been eini ployed to designate the relays embracing 'the clearing control. The ligure is furthermodiiled v to illustrate how the rail sections Ymight'be-a'p plied 'to the `running rails where the rails are not employed for other signalling purposes. -It will be noted that the jumpers or bond wires TI, I3 and 'IS are employed to connect the running rails RR and RRI so as not to interrupt the return propulsion current iiowing in the running rails. The train located on the insulated sections as illustrated will complete a circuit '-fromthe secondary S2 of transformer T2, through *wire 238, tothe insulated section X3, through wheel W3, axle Xl, Wheel W2, to the running rail RRI. The running rail RR! being electrically connected-to the running rail RR through jumper 18, the circuit will continue throughr the jumper 'I8 to the running rail RR, through the wheel W, axle AX, Wheel Wl, to the insulated rail X2, through wire fill, operating coil CL2 of relay L, wire 39, to the l other secondary terminal of transformer T2.'l ItY will-be noted that'the latter described zcircuitwas not completed through the bearings or other metallic parts of the train other than the wheel to rail contact. It is therefore obvious to those skilled in theart that if the system was not to be operated by all trains then the wheels of certain trains could be insulated from their axles and the signal system would not be affected by the presence of such trains. It will be noted that as soon as the first/car of the train effects the energization offthezoperating' coil CL2 the armature A2 will be brought into contact engagement with its front contact I8. Again referring to Figure 1, it will be noted that as long as the armature A2 remainsin contact engagement with its front contact I 8, a circuit will be completed through wire I9, wires 20 and 22 which will continue the energization' of the visual and audible signals of the system. This circuit will be completed from the BX power terminal through wire 6, wire I, wire 8, armature A2 of relay L, front contact I8, Wire I9, wire 20, wire 22, etc. It will be likewise noted that asA long as the operatingcoil CL2 of relay L remains energized, the armature AL2 will be raised out of engagement with its Y. back contact 29 thereby rendering the normal signal indication Y inoperative until the armature AL2 is restored into contact engagement with its back contact 29. It is therefore Yobvious to those skilled-in the art that whether the train consists of a single car or a number of cars, the operating coil CL2 of relay L will remain energized until the last wheel of the train enters the highway, since successive wheels engaging the insulated sections X2 and X3 will retain the circuit embracing the operating coil CL2 energizedrin the manner described for Figure 4. As the-train clears the highway and approaches the insulated sections X4 and X5 upon leaving the highway the front wheels of the train will engage the insulated sections X4 in advance of the section X5, energizing the operating coil CEIVof relay EI and raising the armature AEI out of contact engagement with its back contact and into contact engagement withits respective front contact. This operation results in the opening of the circuit including the operating coil vCFI of relay FI, and utilizes the insulated rail section X5 to provide the holding circuit as wasV described for relays E and E'. It is obvious that relays FI and FI operated in this manner will not permit the armature AFI of relay FI to engage its frontcontact 46, thereby rendering the relaysEI and` FI ineffective to re-establish the signal control circuits at the highway. It is like- Wise obvious to those skilled in the art that a train approaching the highway and engaging the insulated section X5 in advance of the insulated section X4 will start the signal control in the same manner as was treated for relays E and F, and as the train clears the highway the signal control will be restored to normal in the same manner as heretofore treated, and further, as the train advances and engages the insulated section XI in advance of the insulated section X the relays E and F will be rendered ineffective to reestablish the/signal circuits at the highway as was treated for relays EI and FI.

It is believed that Figure 2 accompanying the specification is self -explanatory in view of the latter description as to the exact manner in which it will operate since like numerals and characters have been employed in the figure to designate identical parts.

In Figure 2 it is intended to discontinue the audible and visual signal at the end of the predetermined time interval of relay SR, and therefore wire 22 connecting the relay FR for controlling the Visual indications has been connected through wire 33A to armature ASR of relay SR instead of being directly connected to the front contact 2l of relay SR. The remaining circuits of Figure 2 are identical with those found in Figure 1.V It will be noted, however, that the rail bonding and the installation of the insulated rail joints have been illustrated as being applied to the'running rails of a system not employing the rails for other signaling purposes.

Figure 3 is intended to illustrate a modification of the manner of connecting the clearing coil CL2 of relay L `to the insulated sections at the highway.' In this modification it will be noted that only one insulated section is employed and that this modification introduces the feature of having the operating coil CL2 of relay L become deenergized only after the last Wheel of the train clears the highway. It is believed that a further description of this modification is not necessary since it will be obvious to those skilled in the art that this result is accomplished through this modification. Likewise the teachings of the description accompanyingFigure 1 can be applied to the numerals and characters employed in Figure 3;

It is obvious that furthermodifications and arrangements of the parts may be made from those shown and described in the above disclosure, such as the employment of track instruments to substitute for the insulated sections or other forms of circuit closing devices which will be actuated by trains passing the several locations and which it is believed will still fall within the scope of my invention.

I claim:

1. In a signaling system, a normally open circuit containing an operating coil of one relay and the armature of a second, means for closing the saidcircuit, a second normally open circuit containing the operating coil of the said second relay, the latter mentioned coil being adapted for attracting the said armature to interrupt the first said circuit, the said means likewise being adapted for closing the said second circuit, in combination with a circuit including an electromagnet and an armature adapted to be attracted by the first said operating coil, a circuit containing an armature adapted to be attracted by the said electromagnet, a signal controlled thereby, and another normally open circuit containing an operating coil, and other means controlled by the last mentioned coil for controlling the saidsignal and for restoring the said armature attracted by the said electromagnet to normal.

2. In a signaling system, a relay having a circuit, a train for closing said circuit, a second circuit, the said train closing the Asecond circuit, and means whereby the closing of the said second circuit effects `an interruption of the first said circuit,V in combination with a second relay, a plurality of circuits connected with the said second relay, the first mentioned relay being adapted for closing one of the said circuits connected with the second mentioned relay and thereby effect the closure of a second circuit connected with said second relay, a signal, the closure of the latter Vmentioned circuit effecting the operation vof the said signal, and means affected by the said ytrain for retaining the closure of the latter mentioned circuit and restoring the said second circuit to normal.

' 3.1m a signaling system for notifying 'ithe approach of artrain, a normally open, circuit containing an operating coil of one relay and the .armature of a second, means for closing the said circuit,ra second normally open circuit containing the operating coil of the said second relay, thelatter mentioned coil being adapted for `attracting the said armature to interruptl the i'lrst said circuit, in combination WithV a circuit including an electro-magnet and an armature adapted to be attracted by the first said operating coil, another circuit containing an armature adapted `to be attracted by the said electromagnet, a Visualand an audible signal controlled by said last mentioned armature, and means associated with the circuit controlled by the armavture of the rst said operating coil for interrupting the said audible signal after a predetermined time.

-4. In a signaling system, a normally open circuit containing an operating coil of one relay, the armature of a second and a secondaryl Winding of a transformer, means for closing the said circuit, a second normally open circuit containing the operating coil of the said second relay and the secondary winding of the said transformer, the latter mentioned coil `being adapted for attracting the said armature to interrupt the first mentioned circuit, the said means'likewise being adapted for closing the said second circuit, in combination with a circuit including an electromagnet, and an armature adapted to be attractedby the rst said operating coil, a circuit containing an armature adapted to be attracted by the said electro-magnet, a signal controlled by said last'mentioned armature, and Vanother normally opencircuit containing an operating oeil and the secondary Winding of a second transformer, the said means likewise being adapted for closing the last mentioned circuit.

5. In a signaling system, a normally open circuit containing an operating coi-l of onerelay, the armature of a second, and a secondary winding of a transformer, means for closing the'said circuit, a second' normally open circuit containing the operating coil of the said second relay and the secondary Winding of the said transformer,Y

the latter mentioned-coil vbeing adapted'for attracting the said armature to interrupt the-first mentioned circuit, the said means likewise being adapted for closing the saidsecond circuit, in combination With a circuit including an electro magnet, and an armature adapted to be attracted by the first said operating coil, a circuit containing an armature adapted to be attracted by the said electro-magnet, a signal controlled by said last mentioned armature, and another normally open circuit containing an operating coil and the secondary winding of a second transformer, the said means likewise being adapted for closing the last mentioned circuit, and other means controlled by the last mentioned coil for controlling the said signal and for restoring the said armature attracted by the said electro` magnet to normal.

6. In a signaling system, a relay having a circuit, train controlled means for closing the said circuit, circuits controlled by the said relay, an audible signal and a visible signal, the closure of the latter mentioned circuits eiecting the operation of the said visible and audible signal and means associated with the circuit controlled by the train controlled means for interrupting'the said audible signal after a predetermined time,

and means affectedby the saiditrain f oneciing the operation of thev said. visible signal and Y restoring the said circuits controlled by the relmrto normal.l A,

7. In a signalingsystem for notifying. thezapproach of atrain, a normally open circuit'containing an operating coil of one relay andthe armature of a second, vmeans forr closing the said; circuit, a secondnormally open circuit cmtaining the operating coil of the said second relay,ji;he latter` mentioned coil adapted toattract 'the armature for interrupting the rst said' circuit,.means for closing the said secondcircuit,y in

combination with a circuit including a pair of .electro-magnets and an armature adaptedto be attracted by the iirst said operating coil, avisual signal, a normally open circuit containing the said visual signal and a switch actuated by one of thelatter mentioned electro-magnets, an audible signal, a normally operiV circuit containing circuit c ontaining'another,operating coil and means for closing the last mentioned circuit, a

thirdarmature controlled by the last. mentioned operating coil, the said mechanical meansxaf- Vfected by theoperation of` the said. third arma;- ture to 'restore the first saidl switch: to normal,

and anormally open circuit closedY by the operation of the said third armaturefor retaining, the said visual 'signal actuated, as long' as the said thirdl armature remains in its actuated. position.

8. 'In a signaling, system `for notifying thelapproach of a train, a relay, an operating circuit for theA said relay, trainA controlled means `for ,closing4 the said circuit, circuitscontrolled by the said relayan audible signal andV a visual signal, an indication spaced from the said visual and audible signals in the'v direction of' approach of a train for indicating to the-,operator of said train the fact of operation of said signals, the closure of .the said circuits controlled by the .said efiecting the operationof the said visible and-audi-V ble signals: andi said. indicator, and means responsive to the closure of the said operating circuit permitting operation of the said audible signal and indicator for a predetermined time after the closure of the said circuits controlled by the said relay, and means affected by the said train for effecting a continued operation of the said visual signal and restoring the said circuits controlled by the relay to normal.

9. In a signaling system, a normally inactive relay, train controlled means for operating the said relay, a normally open circuit controlled by the said relay, an audible and visual signal, the closure ofr thesaid normally open circuit effecting the operation of the said visible and audible signal, and means responsive to the train controlled means permitting operation of the said audible signal for a predetermined time only, a normally closed circuit*I controlled by the said relay, a normally active marker signal, the opening of the said normally closed circuit discontinuing the operation of the said marker signal, and other train controlled means for restoring the circuits controlled by the said relay to normal ilo land 'eiecting a continued operation of the said visual signal and retaining the said marker 'signalinactive f 10. In a signaling system, a signal controlling said signal,. and vehicle responsive means operable tok affect the latter-mentioned means to 'restore the said relay to normal, and other means .responsive to the operation of the said vehicle .responsive means for retaining the operation of .the said signal after the said relay is restored to normal. 11. In a signaling system which comprises a veihicle controlled circuit, an electro-magnet con- .trolled .by said circuit, a switch controlled by said electro-magnet, a circuit controlled by the said switch which latter circuit includes a second electro-magnet, a second switch operated by .the second electro-magnet, and means for retaining thesaid second switch in its operated position, a signal, means responsive to the operation of said second switchffor displaying saidsignal, va second vehicle controlled circuit and an electro-magnet controlled thereby, means controlled by the latter mentioned electro-magnet .for rendering the rst said means ineffective to retain the said second switch in its operated position, and other means, responsive to the opera- .tion of the means controlled by the last mentioned electro-magnet for effecting a continued display of said. signal.

12. A signaling system for the intersection of the `said. `one electro-magnet to actuate the said switch, mechanical means for retaining the said .switch actuated, a signal, a circuit for the signal .responsive to the actuated condition of the said ,switchto display said signal, train controlled means for operating the said electro-magnet,

A and other means responsive tothe operation of the last mentioned electro-magnet for eifecting a continued operation of the said signal and to -aifectv the said mechanical means for restoring the said circuit controlled by the said switch to normal.

13. In a signaling system for the intersection of a highway and a railroad, a relay, an operating f' `circuit for the said relay, train controlled means for closing the said circuit, a normally active indication for the said highway, and a normally inactive indication for the said railroad, the said relay normally effecting the operation of the indication for the said highway, said relay operated in response to the said train-controlled means, for discontinuing the operati-on of the indication for the highway, and means operated in response to the said train controlled means for actuating the indication on the railroad for a predetermined time, and means affected by said train for restoring thenormal condition of the said indications.

14. In a signaling system, a relay, an operating circuit therefor, means responsive to a vehicle for -closing the said circuit, circuits controlled by the said relay, an audible signal and a visible signal, the closure of the latter mentioned circuits effecting the operation of the said Visible and audible signal, means operable after a predetermined time to discontinue the said audible signal, and means affected by the said vehicle for effecting the continued operation of said visible signal and restoring the said circuits to normal.

15. In a signaling system, a relay, an operating circuit thereioigmeans responsive to a vehicle for closing the said circuit to operate the relay, circuits controlled by the said relay, a signal location marker, one of said circuits normally acti- Vated by said relay to display the said marker, a signal, another one of said circuits made active by the relay only when the said relay is operated to discontinue the said marker, and means affected by the said vehicle for retaining the said relay in its operated condition to effect a continued operation of the said signal, and vehicle responsive means operable to affect the latter mentioned means to restore the said relay to normal, and other means responsive to the operation of the said vehicle responsive means for retaining the operation of the said signal after the relay is restored to normal and for withholding operation ofthe said marker.

FRANK H. RICHTERKESSING.

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