US2210423A - Signaling system - Google Patents

Description

Aug. .6, 1940.

J. A. MILLER SIGNALING SYSTEM Original Filed June 25, 1937 W mE NO Hm I JOHN A. MILLER.

abtozmq event a line wire is broken PatemedA 6, 194m UNITED sTATEs PATENT! OFFICE 2,210,423 SIGNALING SYSTEM John A. Miller, Louisville, Ky., assignor" to Nacho'd & United States Signal 00., Incorporated, Louisville, Ky., a corporation of Kentucky Application June 25, 1937, Serial No.;150,222

Renewed December 13,1939

19 Claims. (Cl. 246-414) 'My'invention relates to a railway signaling 55 5-" tem adapted to govern car or train movements on a section of a railway having a plurality of entrances.

My invention has particular application to the signaling of a main line haulage of a mine, which usually comprises asection' of a railway con-,

nected by turnouts leading to the various working sections of the mine. 1 My invention embraces a-system of signaling, in which the signal control apparatus for each entrance is entirely symmetrical. v

My invention embraces .a system'that requires but three line wires to connect the apparatus at each entrance. r V

My invention also embraces a system of signaling in which only one proceed signal is displayed under conditions of either nearly or exactly shoes, and in which the control of. the signals governed by trolley cont'actors engaged by current collectors during their movement on the trolley wire.

My invention still further resides in the arrangement of the signal control circuits, such that the source of current for operating the controls governing the proceed? indication is obtained from only one signal station.

It will be further obvious to those skilled in the art that, by reason of the novel arrangement of. my signal system, there are many other objects that willbecome apparent as the specification is read in connection with the accompanying drawing, in which: g

Figure 1 is a. diagrammatic representation of the circuits and apparatus illustrating one embodiment of my invention.

In Figure :lthe conductor or trolley wire tha supplies positive potential to both the signaling system and the vehicles operating on the railway system is indicated by the character T, while, as is well understood in the art, the, return COD-(111C?- due to falling slate,

tor sup-plying negative potential is either the earth, rails of a railway, or both, as conditions may require. j

Ashereinbefore expressed, one object of my invention-is to provide a signaling system,.for

a section of railway having a plurality of. entries into a main'section, in which each entry constitutes a signal station, wherein any desired number of stations may be connected to form a" unitarily controlled signal system. Since three stations may be conveniently. employed to illus trate-the operation of such a signaling system, Fig. 1 diagrammatically illustrates such an embodiment. I In Fig. 1, the section of a railway extending between stations I and 3 may be regarded as the main section, while the section of a railway connecting station 2 maybe considered a turnout connecting a working Isection of the mine.

Although the accompanying drawing illustrates one embodiment of my invention employing a particular form of mechanically actuated trolley contactor, it is to be understood that any other suitable form of contactor,. track instrument, or track circuit, may be substituted therefor without departing from the spirit of my in-' vention.

In the embodiment of. my invention; each signal station is provided with'two vehicle-controlled contact mechanisms, which are adapted to be engaged by the current collector of a moving car to close its corresponding signal control circuit. These vehicle-controlled contact mechanisms may comprise suitable mechanically movable contact members, indicated at station'l as Sl and NI respectively, that are defiectablein opposite directions by the current collector according to the direction of movement of thecar.

' At station I, the movable contact member SI is provided witha stationary contact 1, which, as indicated by the. adjacent arrow, is engaged by the contact member Si only whenthe car enters the signaled section. Itwill be further noted that the movable contact member Ni is provided with a stationary contact 10,'which, as indicated by'the adjacent arrow, is engaged by the contact member NI only when the car'leaves the signaled v section.

The signal indications at each station are diagrammatically illustrated as signal lamps, how-.- ever, it is understood that any suitable formofsignaling, means, may be substituted for such signal lamps. u

The signal lamps are adapted to convey to the O erator of. a. .vehiclethe condition. of. the signaled territory, that is, whether same is occupied by moving trains, and the direction in which such trains are moving. It is to be understood that these signal lamps are provided with suitable coloring roundels to distinguish the indications. vention, I employ red roundels for lamps Ri, R2 andl Rt to denote Stop, and greenroundels for lampsGi; G2 and to indicate Proceed. A similarred roundel is provided for signal lamp R.

In Fig. 1 similar relays are employed at each signal station At station i these relays are, namely; a quicleacting neutral relay Mi, a slow release quick pickup neutral relay Li and a mechanical interlocking relay Ai--Ci. he mechanical interlocking relay be of any suitable type in which, for instance, contact arm Di remains in one position after the operating. coil of. relay Ai has beenenergised, and remains in another position after the operating coil of relay Ci has been energized. Itis to be noted that the similar relays at each station, together with the other similar apparatuses, are designated by similar characters. relayat station 3, corresponding to' the neutral relay designated at station i as Mi, is designated as M3.

In the embodiment of my invention, the mechanical interlocking relay is of the type in which the armature Di is retained in its operated position by a mechanical latch Xi, and restored to its normal position by the operation of an armature Bi to release the mechanical latch Xi. n

Before proceeding with a-detailed description of the operation of my invention, notation will be made of the normal condition of the relays and signals. Normally, with no trains occupying the signaled section, all signals are held at dark, and neutral relays Mi, M2 and M3 are retained de-energized, while the neutral relays Li, L2 and L3 are retained energized. Similarly the operating coils of relays Ci, C2 and C3 are de-energlzed at all times excepting when one of the 're-" storing trolley contactors Ni, N2 or N3 is being operated by a currentcollector of a car leaving the signaled section. Also the operating coilsoi relays Al, A2 and A3 are de-energized at all times excepting when its corresponding trolley contactor Si, S2 or S3 is operated by the current collector of a car entering the signaled section.

Observing the circuits of station i, it Will'be noted that the operating coil of relay L! is normally energized retaining its armature J i in engagement with its front contact 4, thereby normally connecting the operating coil of relay A! to the earth or negative return. Thus, as long as the operating coils of the L relays are retained energized, the signals are held dark, and the operating coils of the A relays are held in condition to be energized in response to an operation of its corresponding trolley contactor. However, when the operating coils of the L relays are de-energized, the operating coils of the A relays are withheld from energization, and

' a circuit is completed at each signal station to one or other of the respective signal lamps, dependent upon the selection determined by the respective M relay. From the foregoing it will be apparent that, regardless of the manner in which the operating coils of the L relays are deenergized, whether due to open circuited coils, short. circuited coils, faulty ground connections,

In the illustrated embodiment of my in- For instance, the neutral of to line wire 52.

the A relays'of each station.

broken line wire, etc., the operating coils of the A relays will be locked out, that is, withheld from operation, and a local circuit to the signal lamps at each station completed.

In Fig. 1 it is important to observe that the operating coils of relays Li, L2, L3 each have one terminal directly connected to the negative return and the other terminal connected to a common line wire extending between the three signal stations, which line wire includes wires 26 and 29. Thus, at station 3, wire connects one terminal of the operating coil of relay L3 to the negative return, while wire iiiia connects the other terminal thereof to line wire 26. Similarly, at station i, wire 28 connects one terminal of the operating coil of relay Li to the negative return,

' while wire El connects the other terminal thereof to line wire 2%. Likewise, at station 2, wire 3i! connects one terminal of the operating coil of relay L2 to the negative return, while the other terminal of the coil of relay L2 is connected to line wire 29. Obviously, line wire 29 is an extension of line wire 26, therefore these permanently connected wires will hereinafter be referred to as the first line wire 25-29. Accordingly, whenever thefirst line wire 2529 is at positive potential, the operating coils of relays Li, L2 and L3 are energized.

Similarly, each of the operating coils of relays Ci, C2 and C3 have one terminal directly connected to the negative return and the other terminal. connected to a restoring line wire extending between the three stations, which restoring line wire includes wires 63 and 66. Thus, at station 3, wire iii connects one terminal of the operating coil of relay Ci to the negative return while wire ii connects the other terminal there- Similarly, at station I, wire $5 connects one terminal or" the operating coil of relay Ci to the negativereturn, while Wire 64 connects the other terminal thereof to line wire 63. Likewise, at station 2, wire 67 connects one terminal of the operating coil of relay C2 to the negative return, while the other terminal thereof is connected to line wire 66. Obviously, line wire M5 is an extension of line wire 63, therefore these permanently connected Wires will hereinafter be referred to as the restoring line wire 63 8E; Accordingly, whenever the restoring line wire 63-86 is at positive potential, theoperating coils of relays Ci, C2 and C3 are energized.

To provide for the placing of the restoring line wire tit-iii; at positive potential, a normally open contact of each restoring trolley contactor is connected thereto. Thus, at station 3, contact H is connected to the restoring line Wire 636G. Similarly, at station i, the contact ii) is connected to the restoring line wire 63-456, and, at station 3, contact 6t is connected to the restoring line Vile 63%.

As hereinbefore described, each of the aforesaid contacts Sil, it and ii are electrically connected to the positive conductor T, when the movable element of the corresponding restoring contactor is engaged by a trolley wheel leaving the signaled section.

To provide for the placing of the first line wire Eat-29 at positive potential, a series line circuit is provided between stations i, 2 and 3, which line circuit includes'a normally closed switch on In the illustrated embodiment, this series line circuit begins at station i with wire 5, which wire connects the armature Di of relay Ai to the positive conductor T. From the normally engaged back contact IQ of armature DI, the line circuit continues via wire 20, which wire connects the contact I9 to armature D2 of relay A2 at station 2. From station 2, the line circuit continues via wire 22, which wire connects the normally engaged back contact 2| of armature D2 to the armature D3 at station 3.

corresponding A relay and a jumper wire, to the first line wire. Thus, at station 3, which is the last station in the illustration, the normally engaged back contact 23 of armature D3 is connected by the jumper wire 24 to the first line wire 26-29. Obviously, as long as each of the normally closed switches DI-I 9, D22I and D3-23 remain closed, the first line wire 26-29 is retained at positive potential, and each of the operating coils of relays LI, L2 and L3 are energized. Thus, the invention embraces a system in which the operating coils of the restoring relays are permanently connected in multiple, and temporarily electrically connected to a source of current via a circuit including a normally open contact, which contact is temporarily closed as the train leaves the signaled section.

The invention further embraces a system in which the operating coils of the signal controlling relays are likewise permanently connected in multiple and normally electrically connected to a source of current via a series line circuit including a normally closed switch at each station, which retains the signal controlling relays normally energized. Having thus enumerated the essential features of my invention, I will noW describe their operation, and the manner in which they are structurally embodied in a signaling system.

Vehicle operation With no car or train in the signaled section, all signals are held in a normally dark condition. The control efiecting this condition of the signals, includes the series line circuit, which retains the operating coils of the L relays energized. In Fig. 1, this series line circuit is completed from the positive conductor T at station I, through wire 6, armature DI, contact I9, wire 20, armature D2, contact 2I, wire 22, armature D3, contact 23, jumper wire\ 24, wire 24a, operating coil of relay L3, wire 25 to the negative return. It will also be observed that the operating coil of relay LI is likewise connected to positive potential from jumper wire 24, through wires 26 and 21; the operating coil of relay LI being connected to the negative return through wire 28.

The operating coil of relay L2 is likewise connected to positive potential from the jumper wire 24 I through wires 26 and 29; the operating coil of re-- lay L2 being connected to the negative return through wire 30. The latter mentioned circuits from jumper wire 24, to each of the operating coils of the L relays, merely connects each of the operating coils in a multiple circuit; the jumper wire 24 serving to supply positive potential obtained from station I through a series line circuit that includes an armature and back contact of the A relays at each signal station.

With further reference to Fig. 1 it will be noted that the N restoring contactors are each electrically connected to the restoring line Wire ilk-66, and that the operating coils of the C relaysat each signal station are connected to the restoring line wire for energization-whenever one At the last station the series line circuit is v connected, via the normally closed switch of the of the restoring contactors is operated bya car leaving the signaled section.

Assuming that a vehicle enters at station I, the engagement of its current collector with its restoring contactor NI will have no effect on the operation of the system. However, when the trolley wheel of the entering vehicle engages the setting contactor SI, a circuit is completed from the trolley conductor T through contact I, wire 2, operating coil of relay AI, wire 3, contact 4, armature J I, wire to the negative return. This energization of the operating coil of relay AI will cause the armature DI to disengage its back contact-I9, and engage its front contact I. This disengagement of back contact I9 opens the series line circuit including wires 6, 20, 22 and 24, which normally retains the first line wire 26-29 at positive potential, therebyv de-energizing the operating coils of the L relays at each respective signal station. The de-energization of the operating coils of the L relays will cause their respective armatures to release from their operated positions. When thearmature J I of relay LI is released, the circuit of the operating coil of relay AI is opened by the disengagement of contact 4, and the GI signal lamp circuit is connected to the negative return through back contact II armature J I and wire 5.

When the armature DI of relay AI was operated the mechanical latch XI moved into the path of the armature and mechanically retained same in its operated position. In its operated position the armature DI engaged front contact I and completed a circuit for energizing the operating coil of relay. MI, the latter circuit being completed from the positive conductor T, through wire 6, armature. DI, contact 1, wire 8, operating coil of relay MI, wire 9 to the negative return. This energization of the operating coil of relay MI will, cause armature HI. to disengage back contact I3 and to engage front contact I5. Therefore, the circuit of the proceed signal lamp GI is completed from the positive conductor T, through wire I8,signal lamp GI, wire I6, contact l5, armature HI, wire I2, contact I.I, armature J I wire 5 to the negative return. The opening of the series line circuit through the operation of armature DI, also de-energized the operating coil L2 at station 2, thereby causing its armature J2 to disengage its front contact and to engage its back contact Ila. Inasmuch as the operating coil of relay M2 at station 2 is not energized, the circuit of the stop signal R2is completed from the positive conductor T, through wire Ila, signal lamp R2, wire'I4a, contact I3a, armature H2, wire I2a, contact Ila, armature J2, wire 5a to the negative return. Similarly the releasing of armature'J 3 at station 3 completed the circuit of the stop signal R3 fromthe positive conductor T, through wire IIb, signal lamp R3, wire I4b', contact I3b, armature H3, Wire I2b, contact IIb, armature J3, wire 5b to the negative return. It is important to note that the release of armatures J2 and J3 at stations 2 and 3, respectively, disconnected the operating coils of relays A2 and A3 from the negative return, thereby preventing the energization of these operating coils should a car attempt to enter the signaled section at stations 2 and 3 with the stop signals R2 and R3 displaying.

The car entering at station I, and occupying the signaled section, may leave at any one of the stations and restore the system to normal. It will be assumed that the car leaves the signaled section at station 3. Therefore, when the cur- 15 rent collector of the car engages the contactor S3, no change in the controls will be efiected. However, when the current collector engages the contactor N3, the contact ii is connected. to trolly or positive conductor T, thereby placing positive potential on the restoring line wire including wires 83 and (56. As previously mentioned, each of the operating coils of the relays Ci, C2 and C3 are permanently connected to the restoring line wire. Therefore, placing the restoring line wire at-positive potential will cause the operating coils of the relays Ci, C2 and C3 to be momentarily energized. The operation of armatures B2 and B3 of relays C2 and C3 operates their respective mechanical latches X2 and X3, but since armatures D2 and D3 were not previously operated, no further operation of these relays is made. At sta tion i, however, the operation of the armature Di operates the mechanical latch Xi and moves same out of the path of armature Di, thereby permitting armature Di to restore to its normal position.

The resultant restoration of armatures J i, J2 and J 3 to their normal positions restores the signal lamps at each station to their normal dark conditions, and connects the operating coil of each respective A relay to the negative return so that it may be operated by a car entering the signaled section.

In the preceding description it was assumed that a single car entered at station i. To explain the operation of my invention under simultaneous entrance, it will be assumed that a car enters at station 2 simultaneous with the car at station i Under this condition of operation, the operating coils of relays Al and A2 are simultaneously energized. The simultaneous operation of armatures Di and D2 opens the series line circuit at both stations i and 2, and thereby deenergizes the operating coils of relays Li L2 and L3. Inasmuch as armatures Di and D2 were simultaneously operated, the mechanical latches Xi and X2 retain their respective armatures in their operated positions.

Referring particularly to the circuits of station I, it will be noted that the operation of armature Di removed positive potential from armature D2 of station 2, and completed the circuit for the energization of the operating coil of relay Mi, thereby permitting energization of the proceed signal Gi in the same manner as described in connection with a single car entering at station i. Similarly, the stop signal R3 at station 3 is displayed. Thus with cars entering simultaneously at stations i and 2, only the car approaching at station i receives the proceed signal.

I will now assume that the car at station 2 operated the setting contactor S2 slightly before the car at station i operated its setting contactor Si. Under this condition of operation it will be apparent that the operating coil of relay A2 is energized before the operating coil of relay Al. It will also be apparent that, if this time is suflicient to permit the armature J i of relay Ll to disengage its front contact t before the operating coil of relay Ai can operate its armature Di, the mechanical latch X2 will retain armature D2 operated while armature Di will remain in its unoperated position. Thus, the armature D2 being connected to positive potential T via wire 28, contact i9, armature Di and wire 8, will bring about the energization of the operating coil of relay M2, therefore, the armature H2 will disengage its back contact i3a and engage its front contact l5a thereby permitting energization of the proceed signal G2. At station i, however, since the armature Di was not operated, the operating coil of relay Mi will not be energized. Therefore, the release of armature J i completes the circuit of the stop signal Hi from the positive conductor T through wire it, signal lamp RI, wire it, contact i3, armature Hi, wire i2, contact ii, armature J i, wire 5 to the negative return. Inasmuch as no car operated at station 3, the stop signal R3 is displayed as hereinbefore mentioned.

From the foregoing it will be apparent that in order for the proceed signal to be displayed at a station remote from the location Where the signal control wire is connected to positive potential, it is necessary for the armature of the respective A relay to be operated before the armature of the A relay nearer the said location. Thus, according to Fig. 1, under simultaneous operation of armatures Di D2 and D3, station i receives the proceed signal. 7 With simultaneous operation of armatures D2 and D3 station 2 receives the proceed signal. However, under any circumstances if, for instance, armature D3 is operated before armature Di or D2, the operating coil of relay 3 is energized, which permits the proceed signal G3 to be displayed at station 3. Thus, the signal control circuits are arranged to permitbut one proceed signal to be displayed at one time.

As described under the operation of a single car receiving a proceed signal at station l, under simultaneous operation the car receiving the proceed signal may leave the signaled section at any station, and operate to restore the signals to normal as previously described. Therefore, regardless of whether the restoring contactor Ni, N2 or N3 is operated, the relays and signals are restored to normal in the same manner.

At station 2 a stop signal R. is provided andlocated to stop a car approaching station 2 before operating the setting or restoring contactors S2 and N2, whenever the signaled section is occupied.

Referring to the circuits of station 2, it will be noted that whenever the armature J 2 of relay L2 is released, the circuit of the stop signal is completed from positive potential T, through wire 36, signal lamp R, wire 35, Wire iia, contact Ha, armature J 2, wire 5a to the negative return. The purpose of stop signal R is to prevent cars approaching thesignaled section from passing its respective setting contactor while the signaled section is occupied, and it is to beunderstood that a similar stop signal is to be provided at stations i and 3 when this feature is required.

Referring further to Fig. 1 it will be noted that each of the relays Li, L2 and L3 is provided with a convenient means for slightly retarding the release of their respective armature. The purpose of this arrangement is to assure operating current flowing through the operating coil of the corresponding A relay sufficiently long to permit its respective armature to be mechanically latched in its operated position. For instance, at station i when the operating coil of relay Al is energized the armature Di is operated and instantly de-energizes the operating coil of relay Li. The armature J i of relay Li will not immediately release, thereby permitting the operating coil of relay Al to be energized sufficiently long to assure armature Di engaging its front contact '5.

Having thus described my invention, I claim:

1. In a control system comprising similar apparatusat each of a plurality of separate statil tions, the apparatus at each station comprising a normally open electric circuit including an electro-magnet, a vehicle-responsive switch for closing the said circuit upon the entry of a car into the block; an armature operatedby the said electro-magnct; a second electro-magnet normally energized; an armature normally maintained in its operated. position by the said second electromagnet; means, controlled by the armature of the second mentioned electro-magnet, to render ineffective the said electric circuit when the said second electro-magnet is de-energized; means, controlled by the armature of the first electromagnet, to de-energize the said second electromagnet to render the said electric circuit ineffective; signaling means; and means, controlled by the armature of the second mentioned electromagnet, operating said signaling means when the said second electro-magnet is de-energized.

2. In a control system comprising similar apparatus at each of a plurality of separate stations, the apparatus at each station comprising a normally open electric circuit including an electromagnet; a vehicle-responsive switch for closing the said circuit upon the entry of a car into the block; an armature operated by the said electromagnet; a second electro-magnet normally energized; an armature normally maintained in its operated position by the second electro-magnet; a third electro-magnet; means controlled by the said third electro-magnet and operable to retainthe first mentioned armature in its operated position; means, controlled by the operation of the first mentioned armature, to de-energize the said second electro-magnet; signaling means; means, controlled by the armature of the second mentioned electro-magnet, operating said signaling means when the said second electro-mag'net is deenergized; and means, responsive to a car leaving the block, to energize the said third electromagnet, to render ineffective the said retaining means, thereby restoring the said armature to its unoperated position when the said retaining means is rendered ineffective, so as to re-energize the said second electro-magnet.

3. In a railway block signaling system comprising similar apparatusat each of a plurality of separate stations, the apparatus at each station comprising a normally open electric circuit including an electro-magnet; an armature for the said electro-magnet; means, actuated upon the entry of a car into the block, for closing the said circuit; asecond electro-magnet normally energized; an armature normally maintained in its operated position by the said second electro-magnet; a third electro-magnet; a mechanical latch controlled by the said third electro-magnet, and adapted to retain the armature of the first mentioned electro-magnet in its operated position; a fourth electro-magnet and an armature operated thereby; stop and proceed signals controlled by the last mentioned armature; means, controlled by the operation of the armature of the first mentioned electro-magnet, to de-energize the said second electro-magnet; means, controlled by the said'operation of the said first mentioned armature, to energize the said fourth mentioned electro-magnet; means, controlled by therelease of the armature'of the said second electro-magnet from its operated position, to render the circuit of the first mentioned electro-ma'gnet ineffective to a car entering the block; and means, controlled by the release of the said armature of the said second electro-magnet, to operate the said proceed signal, when the armature of the said fourth mentioned l'electro-magnet is operated; and means, controlled by the said operation of the armature of the said first mentioned electro-magnet, to. de-

energize the corresponding second electro-magnets at each of the other stations, to operate the said stop signals at each of the said other stations.

4. In a railway block signaling system, as set forth in claim 3, comprising means, controlled by a vehicle leaving the block, to energize the said third electromagnet to remove the mechanical latch from the armature of the first men-. tioned electro-magnet, and to thereby re-energize the said second electro-magnets at each station to discontinue the operation of the said signals. 9 i

5. In a railway block signaling system comprising a normally open electric circuit including an electro-magnet; means, actuated upon the entry of a car into the block, for closing the said circuit; an armature operated by the said electromagnet; a second electro-magnet; means, controlled by the said second electro-magnet, to retain the said armature in its operated position; a third electro-magnet normally energized; means, controlled by'the said armature, to deenergize the said third electro-magnet; a fourth electro-magnet normally de-energized; means, controlled by the said armature, to energize the said" fourth electro-magnet; a proceed signal; and means, controlled by the said de-energization of'the said third electro-m'agnet and the said energiz'ation of the fourth" electro-magnet, to operate the said proceed signal.

' 6. In a railway block signaling system, as set forth in claim 5, comprising means, responsive to a vehicle leaving-the said block, to energize the said second electro-magnet to render ineffective the said retaining means, and to thereby restore the "said'third and 'fourth electro-magnets to their normal conditions. I

'7. In a control system for railway block signaling comprising a normally open circuit incuit includingan. electro-magnet; means, actuated upon the entry of a car into the block, for closing the said circuit; an armature operated by the-said electro-magnet; means operable to retain the said armature in its operated position; a" second electro-magnet normally energized; a'switchin the'said circuit normally maintained closed by the said second electro-magnet; means, controlled by the operation of the said armature, to dc-energize the said second electromagnet to open the said switch; a proceed sigthe first mentioned elect'ro-magnet, when the said armature is in its operated position, to operate the said proceed signal;

8. In a control system for railway block signaling, as set forth in claim '7, comprising means, responsive to a vehicle leaving the said block, to discontinue the operation of the said'retaining means, and to thereby restore the said armature to its normal position.

9. A railway block signaling system for a plurality of separated stations having, in combination, a source of power; a first line connection extending to' each station; a signal controlling relay at each station; a normally energized operating coil for each signal controlling relay, each of the latter'operating coils having oneterminal connected tothe first line connectioniand the other terminal connected to one terminal of other terminal of the source of power, the said second line connection including the normally closed switch at each station connected in series therewith; control means at each station operable to open the corresponding normally closed switch, to disconnect the first line connection from the other terminal of the source of power, and thereby to de-energize each of the operating coils of the said signal controlling relays; means at each station operable to retain the corresponding control means operated; a second relay at each station; a normally de-energized operating coil'for each-second relay, each of the latter operating coils having one terminal connected to the said one terminal (Y of the source of power; means at each station, actuated by the operation of its corresponding control means, for connecting the other terminal of the operating coil of the corresponding second relay to the said other terminal of the source of power; a normally dark proceed signal at each station; means, controlled by the de-energization of the operating coil of a signal controlling relay and the energization of the operating coil of the corresponding'seoond relay, for operating the corresponding proceed signal; a normally dark stop signal at each station; means controlled by the de-energization of the operating coil of a signal controlling relay and the de-energization of the operating coil of the corresponding second relay, for operating the corresponding stop signal; and means, responsive to a car leaving the signal block, for rendering ineffective the said retaining means, thereby to restore the relays and signals to normal conditions.

10. A railway block signaling system for a plurality of separated stations having, in combination, a source of power; a first line connection extending to each station; a signal controlling relay at each station; a normally energized operating coil for each signal controlling relay, each of the latter operating coils having one terminal connected to the first line connection and the other terminal connected to one terminal of the source of power; a normally closed switch at each station; a second line connection connecting the said first line connection to the other terminal of the source of power, the said second line connection including the normally closed switch at each station connected in series therewith; control 'means at each station operable to open the corresponding normally closed switch, to disconnect the first line connection from the other terminal of the source of power, and thereby to de-energize each of the operating coils of the said signal controlling relays; means at each station operable to retain the corresponding control'means operated; signalling means at each station; means, controlled by the de-energization of the said operating coils, for operating the corresponding signaling means; and means responsive to a car leaving the said block, for rendering ineffective the said retaining means, thereby to restore the said operating coils to their normally energized condition.

11. A railway 'block signaling system for a plurality of separated stations having, in combination, a source of power; a first line connection extending to each station; a signal controlling relay at each station; a normally energized operating coil for each signal controlling relay, each of the latter operating coils having one terminal connected to the first line connection and the other terminal connected to one terminal of the source of power; a normally close'dswitch at each station; a second line connection comiecting the said first line connection to the other terminal of the source of power, the said second line connection including the normally closed switch at each station connected in series therewith; control means at each station operable to open the corresponding normally closed switch, to disconnect the first line connection from the other terminal of the source of power, and to thereby de-energize each of the operating coils of the said signal controlling relays; means at each station operable to retain the corresponding control means operated; a second relay at each station; a normally de-energized operating coil for each second relay, each of the latter operating coils having one terminal connected to the said one terminal of the source of power; means at each station, actuated by the operation of its corresponding control means, for connecting the other terminal of the operatingcoil of the corresponding second relay to the said otherterminal of the source of power; means controlled by the opening of one or more of the said switches, providing energization of only one of the operating coils of the said second relays; anormally dark proceed signal at each station; means, controlled by the de-energization of the operating coil of a signal controlling relay and the energization of the operating coil of the corresponding second relay, for operating the corresponding proceed signal; a normally dark stop signal at each station; means controlled by the de-energization of the operating coil of a signal controlling relay and the de-energization of the operating coil of the corresponding second relay, for operating the corresponding stop signal; and means, responsive to a car leaving the signal block, for rendering ineffective the said retaining means, thereby to restore the relays and signalsto normal conditions.

12. A railway block signaling system for a plurality of separated stations, having, in combination, a source of power; a signal controlling relay at each station; a normally energized operating coil for eachsignal controlling relay; a normally closed line circuit including the operating coil of each signal controlling relay and the source of power 'for retaining the operating coil of each signal controlling relay normally energized; a normally closed switch at each station, each switch included in the said circuit and operable to open the said circuit for de-energizing all of the said operating coils; control means at each station for operating'the corresponding switch to open the said circuit; means at each station operable to retain the corresponding control means operated; a second relay at each station; a normally de-energized operating coil for each second relay; a normally open control switch at each station closed by the operation of the corresponding control means; means at each station controlling the closing of each respective normally open switch, for energizing the operating coil of the corresponding second relay; a normally dark proceed signal at each station; means, controlled by the de-energization of the operating coil of a signal controlling relay, and the energization of the operating coil of the corresponding second relay, for operating the corresponding proceed signal; a normally dark stop signal at each station; means, controlled by the de-energization of the operating coil of a signal controlling relay and the de-energization of theoperating coil of the corresponding second relay, for operating the corresponding stop signal; and

means, responsive to a car leaving the signal block, for rendering inefiective the said retaining means, thereby to restore the relays and signals to normal conditions.

13. A railway block signaling system for a plurality of separated stations having, in combi nation, a source of power; a signal controlling relay at each station; a normally energized operating coil for each signal controlling relay; a normally closed line circuit including the operating coil of each signal controlling relay and the source of power for retaining the operating coil of each signal controlling relay normally energized; va normally closed switch at each station, each switch included in the said circuit and operable to open the said circuit for de-energizing all of the said operating coils; signaling means at each station; andmeans at each station, responsive to the de-energization of the operating coil of the corresponding signal controlling relay, for operating the corresponding signaling means.

14. A railway block signaling system for a plurality of separated signalstations having, in combination, a source of power; a signal controlling relay at each station; a normally energized operating coil for each signal controlling relay; a normally closed line circuit including the operating coil of each signal controlling relay and the source of power for retaining the operating coil of each signal controlling relay normally energized; a normally closed switch at each station, each switch included in the said circuit and operable to open the said circuit for de-energizing all of the said operating coils; a normally de-energized operating coil at each station, which, when energized, operates the corresponding normally closed switch; a second switch at each station normally retained closed by the normally energized operating coil of the corresponding signal controlling relay; a normally open electric circuit at each station including the corresponding normally closed second switch connected in series therewith; means at each station, actuated upon the entry of a car into the signal block at the corresponding station for closing the corresponding normally open circuit;

means at each station operating to retain the corresponding first mentioned normally closed switch operated, when the corresponding normally de-energized operating coil is energized; signaling means at each station; means at each station, responsive to the de-energization of the operating coil of the corresponding signal controlling relay, for operating the corresponding signaling means; and means, responsive to a car leaving the said signal block, for rendering ineifective the said retaining means.

15. A railway block signaling system for a plurality of separated stations having, in combination, a source of power; a normally-energized relay at each station, each relay having a normallyenergized relay coil; a normally-closed line-circuit including the relay coil at each station and the source of power for retaining the relay coil at each station normally energized; a normallyclosed switch at each station included in the said circuit, each switch operable to open the said circuit for de-energizing all of the said relay coils; control means at each station for operating the corresponding switch to open the said circuit;

signaling means at each station; and means at each station, operated by the de-energization of the corresponding relay coil, for operating the corresponding signaling means.

16. A railway block signaling system for a pluone terminal of the source of power; a normally closed switch at each station; a second line connection connecting the said first line connection to the other terminal of the source of power, the said second line connection including the normally closedswitch at each station connected in series therewith; control means at each station operable to open the corresponding normally closed switch, for disconnecting the first line connection from the said other terminal of the source of power, and thereby to ole-energize the electromagnet at each station; signaling means at each station; and means at each station, operating in response to the de-energization of the corresponding electro-magnet, for displaying the corresponding signaling means.

17. A railway block signaling system for a plurality of separated stations having, in combination, a source of power; a first line connection extending to each station; a normally-energized electro-magnet at each station, each magnet having one terminal connected to the first line connection and its other terminal connected to one terminal of the source of power; a normally closed switch at each station; a second line connection connecting the said first line connection to the other terminal of the source of power, the said second line connection including the normally closedswitch at each station connected in series therewith; control means at each station operable to open the corresponding normally closed switch, for disconnecting the first line connection from the said other terminal of the source of power, and thereby to de-energize the electromagnet at each station; a normally-open switch at each station, closed by the operation of the corresponding control means; a proceed signal at each station; means at each station controlled by the closing of the corresponding normallyopen switch, for displaying the corresponding proceed signal; a stop signal at each station; and means at each station, controlled by the de-energization of the corresponding electro-magnet, for displaying the corresponding stop signal.

18. A railway block signaling system for a plurality of separated stations having, in combination, a source of power; a first line connection extending to each station; a normally-energized electro-magnet at each station, each magnet having one terminal connected to the first line connection and its other terminal connected to one terminal of the source of power; a normally closed switch at each station; a second line connection connecting the said first line connection to the other terminal of the source of power, the said second line connection including the normally closed switch at each station connected in series therewith; control means at each station operable to open the corresponding normally closed switch, for disconnecting the first line connection from the said'other terminal of the source of power, and thereby to de-energize the electromagnet at each station; a stop signal at each station; means at each station operatingin response to the de-energization of the corresponding electro-magnet, for displaying the corresponding stop signal; a proceed signal at each station; a normally-open switch at each station,

closed by the operation of the corresponding con- 7 trol means; means at each :station, -controlled by the closing of the corresponding normallyopen switch, for displaying the corresponding proceed signal; and means control-led by the opening of the said normally-closed switches providing for the display of only one of the said proceed signals, when more than one of the said normally-open switches are closed.

19. A railway block signaling system for a plurality of separated stations, having in combination, a source of power; signaling means at each of said stations; a control relay at each station; means at each station, controlled by the corre sponding control relay, for operating .ie corre sponding signal; a normally-closed switch at each station; a first line connection extending to each station; a norma11y-energized operating-coil for each control relay, each coil'having one terminal connected to the said first line connection and its other terminal connected to one terminal of the said source of power; a second line connection connecting the said first line connection to the other terminal of the said source or power, the said second line connection including the normally-closed switch at each station connected in series therewith; control means at each station operable to open the corresponding normally-closed switch, for opening the said second line connection, and thereby de-energizing each of the operating coils of the said control relays so as to render the control relay at each station effective to control the corresponding signaling means.

JOHN A. MILLER.

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