US539154A

US539154A - thomas

Info

Publication number: US539154A
Authority: US
Publication date: 1895-05-14
Anticipated expiration: 1912-05-14

Description

(No Model.) 8 SheetsSheet 1.

RAILWAY SIGNAL SYSTEM.

Patented May 14, 1895.

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(No Model.) 7 I 8 Sheets-Sheet 2. G. L. THOMAS. RAILWAY SIGNAL SYSTEM.

Patented May 14,1895.

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G. L. THOMAS. RAILWAY SIGNAL SYSTEM.-

" Patented May 14, 1895.

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G. L. THOMAS. RAILWAY SIGNAL SYSTEM.

PatentedMay 14, 1895.

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G. L. THOMAS. RAILWAY SIGNAL SYSTEM.

Patented May 14, 1895.

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RAILWAY SIGNAL SYSTEM. No. 539,164. Patented May 14, 1895.

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Patented May 14, 1895.

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A 8 Sheets-Sheet 8. G L THOMAS RAILWAY SIGNAL SYSTEM.

No. 539,154. Patented May 14, 1895.

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TATES PATENT- Fines.

GEORGE THOMAS, OF BROOKLYN, ASSIGNOR TO THE HASELL PERFEOTED RAILWAY SIGNAL COMPANY, OF NEW YORK, N. Y.

RAILWAY SIGNAL SYSTEM.

SPECIFICATION forming part of- Letters Patent No. 559,154, dated May 14, 1895.

Application filed January 26, 1895. Serial No. 536,310. (No model.)

To all whom it may concern.-

Be it known that I, GEORGE L. THOMAS, of Brooklymin the county of Kings and State of New York, have invented a new and useful Improvement in Railway Signal Systems, of

which the following is a specification.

My invention relates to an'improvementin railway signal systems in which series of signals arranged along a track are under the to control of a train moving along the track to guard against both head and rear collisions and also against accident resulting from a broken or displaced rail.

In-my present system the signals are nor- 5 mally at danger and are released and locked against releasing by electric circuits under the control of the train in such a manner that, if the way be clear, the train in passing a signal on its right will set the next succeeding signal on its right to safety, the signal which it is just-passing to danger, will lock the preceding signal on its right, so that itcannot-be setto safety until the train shall have passed the next succeeding signal on its right and will lock the 'next two successive signals on its left, so that they cannot beturned to safety by a train approaching in the opposite direction. train within two blocks of a given train in advance of it, moving ip either the same or in the opposite direction, the said given train cannot obtain a clear? signal to advance, nor can a following train within two blocks of the given train obtain a clear signal.

I have furthermore shown, in the present application, the signal apparatus as consisting of a plurality of semaphore arms located one above another and operated by a rotary spindle under the control of electromagnets 40 and provided with circuit making and breaking devices, the electromagnets and their armatures for controlling the rotary movement of the spindle in steps at intervals of a third revolution being quite similar to that shown 5 and described in connection with the signal system patented by Thomas and Seward, No. 508,356, dated November 7, 1893.

In the accompanying drawings, Figure 1 is a view in side elevation of the signal apparatus, showing the arms in the position to denote danger. Fig. 2 is a similar view show- It follows therefore that, if there be a ing the arms in a position to denote safety. Fig. 3 is a similar view showing the arms in .is denoted by A, its actuating wheel by a, the

releasing magnets by B, B, B and their arby matures b, b, b respectively.

The semaphore arms are denoted by O, O and are mounted upon suitable pivots c, a so as to be rocked from a horizontal position shown in Fig. 1, to a depressed position, shown in Fig. 2. Each ofthe signal blades 0, O is provided with a counterbalance of any well known or approved form sufiicient to return the arm to the horizontal or danger position under the influence of gravity whenever the arm is left free to swing. The arm O has fixed to rotate therewith a mutilated pinion c and the arm 0 has fixed to rotate therewith a similar mutilated pinion 0 A master wheel A is fixed on the spindle A to rotate therewith and is provided with mutilated gear; in the present instance ashort gear of two teeth 0. Ma point on its periphery and at a diametrically opposite point of its periphery a short gear of two teeth a 1 The relation of the master wheel A to the mutilated gearpinions c and c is such that the gears o. and a on the master wheel will engage the gear on the pinions c and c as the wheel A is revolved. The wheel A is further provided with laterally projecting mutilated rims a a upon oppo- 9 5 site sides of the wheel A and adapted to receive under them antifriction rollers 0 c on arms a and c fixed to rotate with the mutilated pinions c 0 and their semaphore blades, for the purpose of retaining the said too semaphore blades a predetermined time in their depressed positions during the revolution of the spindle A. The arrangement here shown is such that when the spindle A is released and permitted to move one-third of a revolution from the position shown in Fig. 1, the master wheel A will simultaneously engage both of the mutilated gear pinions c and c and will rock the two semaphore blades 0, G into their depressed position shown in Fig. 2) where they will be held by the engagement of the retaining arms with the retaining rims on the master wheel. When the spindle A is rotated the next one-third revolution, it will not engage either of the mutilated gear pinions, or it it does engage the pinion 0 the latter will not be held in its depressed position but its retaining arm will have passed out of engagement with the guard rim a and it will be free to resume its horizontal position under counterbalance weight while the arm 0 will still be retained in its depressed position, thereby throwing the two arms in the relative position shown in Fig. 3. During the final one-third revolution of the spindle A, the guard arm of the semaphore blade G will have passed out of engagement with the retaining rim (1. on the master wheel A, thereby permitting the blade 0 to resume its horizontal position while the lower blade C will have remained undisturbed, thereby leaving the signal in the position shown in Fig. l. v

For purposes of making and breaking the several circuits at the proper intervals to produce the required releasing and locking of the signal operating mechanism, I have provided the spindle A with a series of eccentric disks; represented in Fig. 4 by D, D, D D D and D in position to close the several pairs of contact pieces; represented by d, (1, (Z (Z d and 61 respectively. The effect of the closing or opening of the several contact pieces will be understood from the explanation of the circuits to be hereinafter recited.

The signal towers composing each set are represented respectively by E and E, those on the left hand side of the track (assuming the train to be moving from the left toward the right as the drawings are read) being denoted by E, those on theright hand side being denoted by E. The electrical apparatuses in the towers constituting a set are interconnected. The circuit closing disks and contact pieces, represented in plan in Fig. 4, are those which appear in each of the towers E. The disks for closing the circuits in the towers E are represented respectively by F, F, F F and F and the corresponding contact pieces byf, 7, f f and f. In other respects the signal actuating mechanism of the towers E is quite similar to that of the towers E.

For purposes of explanation, I have as sumed a train as occupying the position of the truck G in Fig. 5 and moving in the direction of the arrow also in the position represented by the truck G, Fig.8, and moving in the direction of the arrow and also in the position shown by the truck G Fig. 10, and moving in the direction of the arrow. As the different sets of towers E, E are identical in all their essential features, it will only be necessary to explain in detail the set represented in Fig. 5 and then assume a similar arrangement in each of the succeeding sets.

Referring to the tower E, there is, in addition to the electromagnets B, 13, I3 the circuit closers, contact pieces and signal actuating mechanism; a main relay II, having an armature h, an auxiliary relay I, having an armature 't', and an auxiliary relay J, having an armaturej. The armature h is at all times in electric communication with the earth by a wire K.

The companion tower E is provided with a main relay H, having an armature h, an auxiliary relay 1, having an armature t" and an auxiliary relay J, having an armatu re j.

The track rails are denoted respectively by M and M. The rails are interrupted at each set of towers by insulations m and m and are electrically connected with each other to the left of such insulations by a wire m having interposed therein a battery m One pole of the relay II is connected by a wire Z extending from the relay through a battery L at a preceding tower E, thence across the track by a wire Z to one of the contact pieces f of the tower E, thence by a wire Z to the armature h of the main relay ll of that tower, thence by a wire Z and a branch wire Z to a wire Z leading from one of the poles of the relay H to the rail M, thence along said rail to the next succeeding set of towers and thence by a wire Z to one of the contact pieces cl of the tower E, thence by a wire Z to the opposite pole of said relay ll from which the tracing of the circuit began.

One pole of the auxiliary relay I is connected by a wire 92 through a battery N at a preceding tower E and wire n with one of the poles of the auxiliary relay J, the circuit continuing from the opposite pole of said auxiliary relay J through a wire 71 to a contact piece a in position to contact with the armature h when the latter is closed, the circuit continuing thence through the wire K to ground. The opposite pole of the auxiliary relay I is connected by a wire 11, with a contact piece 1L5 in position to engage the armature h of the relay II of that tower when the said armature is closed, the circuit continuing thence through the wire K of that tower to ground and thence completing the circuit through the poles of the relay I by means of the ground connections. The wire n from one of the poles of the auxiliary relay I is also connected by a wire a which crosses the track with one of the contact piecesf of the companion tower E, the circuit continuing thence through the other contact piece f and wire to ground.

One pole of the auxiliary relay J is connected by the wire 17, with the contact piece n in position to engage the armature hot the relay H of that tower when the latter is closed,

as has already been stated, andthe other pole of said auxiliary relay J is connected through the wire n, battery N, wire 'n,-auxiliary relay I of the next succeeding tower E, and wire 12 of that tower and contact piece 11* whichwhen the armature h of the main relay H of .that tower is closedco'nnects with ground through the wire K.

The armature h, as has already been stated, has a constant ground connection K and also a constant connection through the wire 0, battery O and wire 0" with one of the contact pieces at each of the contacts (1 d 62 of that tower.

The armaturei of the auxiliary relay I has a constant connection through a wire 0 with a contact piece 0 in position to engage the armaturej of the auxiliary relay J when the said armature is open and also by a branch wire 0 with a contact piece 0 in position to engage the armature h when the latter is closed.

The armaturej has a constant connection through a wire 0 with one of the poles of the electromagnet B. The opposite pole of said magnet B is connected with one of the contact pieces at, the other of said contact pieces 01 being connected with the wire 0, as has already been stated.

,One of the poles of the electromagnet B is connected with one of the contact pieces at (1 the opposite pole of said magnet being connected by a wire 10 with a contact piece 10 in position to engage the armature i when the latter is closed.

One pole of the electromagnet B is connected with one of the contact pieces at d, the other pole of said magnet being connected by a wire 19 with a contact piece p in position to engage the armature 7; when the latter is open. One of the contact pieces at d is connected. by a wire k with ground and the other is connected by a wire g, which crosses the track, witha wire-s leading from one pole of the relay J to a contact piece q in position to engage the armature h in the companion tower E when the latter is closed.

The wire Z leading from one pole of the main relay H is also connected by a branch wire with one of the contact pieces at d, the other contact piece at d being connected by a wire g with the line wire Q at the next preceding tower E to the rear.

One pole of the relay H in the tower E is connected by a wire o with the rail M to the right of the insulation. The opposite pole of saidrelay H is connected by a wire Z with the other rail M to the right of the insulation and by the branch wire Z and its continuation r with one pole of the auxiliary relay 1. It is also connected by a branch wire Z with a contact piece in position to engage the armature h when the latter is closed, as has been already noted. The same pole of the auxiliary relay 1 to which r is connected is also connected by awire r with a contact piece r in position to engage the relay h when the latter is closed. The opposite pole ,of said relay 1 is connected by a wire r through a battery R with the line wire Q.

One pole of the auxiliary relay J is connected by a wire 8 with a contact point q in position to engage the armature h when the latter is closed, and the opposite pole of said relay J is connected with the line wire Q leading to the next succeeding tower E. The armature h is constantly connected, by a wire s 'through the battery S and wire with one of the contact pieces at each of the contacts fifand f. The other contact piece at the contactfis connected by a wire .9 with one pole of the electromagnet B. The other contact piece at the contact f is connected by a wire s with one pole of the electromagnet B and the other contact piece at the contact f is connected by a wire 8 with one pole of the electromagnet B The armature h is connected with the earth by'a wire K. The armature 11 is constantly connected by a wire 3 with the other pole of the electromagnet B. The armature j is constantly connected by a wiret witha contact piece t in position to engage the armature 4." when the latter is open and by a branch wire t with a contact piece i in position to engage the armature h when the latter is closed. The other pole of the electromagnet B is connected by a wire i with a contact piece 15 in position to engage the armature j when the latter is closed.

The other pole of the electromagnet B is connected by a wire i with a contact piece 25 in position to engage the armature j when the latter is open.

The main track circuit for energizing and mediate of that tower and the next succeeding set of towers and the connection m between the rails M, M including the battery m at the said next succeeding set of towers.

Assuming a train to be approaching the set of signals (Fig. 5) as at G and moving in the direction of the arrow, its effect upon the signal at the tower E will be as follows:As it bridged the rails M, M intermediate of the set of towers (Fig.5) and a Similar preceding set of towers, it cut out the battery m at the set of towers (Fig. 5) from the main-relay H at the tower E of the preceding set and thereby permitted its armatureh to open, as shown at tower E, Fig. 7. Such opening of the armature h at tower E at the preceding setdeenergized the relay 1 of tower E (Fig. 5) by' breaking the circuit through the battery B (Fig. 5) which held I energized. A circuit corresponding to this circuit may be traced complete from the relay 1 at tower E (Fig. 6) back to tower E (Fig. 5) as followsz-from one pole of relay 1 (Fig. 6) along wire r to contact 0, through armature h and wire K to ground, from the opposit-e'pole of relay 1 (Fig. 6), along wire 7 through battery B, line wire Q to relay J, through relay J and wire s to contact q, through armature h and wire K to ground. The opening of the armature t" of relay 1, caused by the de-energizing of the latter, completed the circuit through the electromagnet B which held the signal to danger and by releasing the spindle A, permitted it to revolve acne-third revolution and thereby throw the signal at E (Fig. 5) to safety. The circuit closed by the opening of the armature i" may be traced as follows, remembering that the contact pieces at f were closed as shown atf (Fig. 6) when the spindle was released to throw the signal to clear:-from one pole of the electromagnet B along wire s to armature i, thence to contact 25, thence along wire I, thence along wire 15 to contact 15 thence along armature h to wire 3 through battery S, along wire 3 to contactf and thence along wire 5 to the opposite pole of said electromagnet B. The one-third revolution of the spindie of the tower E (Fig. 5) which sets the signal at that tower to clear, at the same time opened the contact at f and thereby de-energized the main relay H in tower E (Fig. 6), viz: the next succeeding tower on the left. The circuit-broken by the opening of the contact f in said tower Emay be traced as follows:frorn one of the contact pieces at f 4 along wire Z, across the track to battery L, thence along wire Z to the next succeeding tower E (Fig. 6) to one pole of the main relay II, thence from the opposite pole of said relay along wire Z to contact d, thence along wire Z to wire at to rail M, thence back to wire Z, to wire Z, to wire Z through relay h to wire Z to the other of the two contact pieces at f at said tower E (Fig. 5). The de-energizing of the main relay H in tower E of Fig. 6 and the consequent opening of the armature h has broken the circuit through the electromagnet B of the said tower E which holds the signals of that tower to danger and which must be energized in order to set them to safety and has thereby locked the said signal at tower E (Fig. 6) to danger as a header signal.

The circuit last above referred to for energizing the electromagnet B in tower E (Fig. 6) may be traced as follows: from one pole of the said electromagnet B to the contact 01 from the opposite pole of said electromagnet B along wire 0 to armature j, along said armature to contact 0 thence to wire 0 to contact 0 to armature h, to wire 0, through hattery O and wire 0, back to said contact 61 The opening of the armature h at tower E (Fig. 6) has further tie-energized the auxiliary relay J at tower E (Fig. 6) and relay I at tower E (Fig. 7) and has thereby locked the signal at tower E (Fig. 7) to caution.

In using the phrase locked at caution, I wish to be understood as saying that the signal at towerE (Fig. 7) cannot be set to other position than caution by a train coming in the opposite direction along the same track. This is so for the following reasons; and as preliminary thereto, attention is called to the fact that the electromagnets B and B release the spindle when they are de-energized, while the electromagnet B releases the spindle when it is energized; and further that the electromagnet B holds the signal at danger; the electromagnet B holds the signalat safety and the electromagnet B holds the signal at caution. If therefore a train approaching the tower E (Fig. 7) in the opposite direction from the train G (Fig. 5, under consideration) opens the armaturej of the relay J in tower E (Fig. 7) to set the signal to safety in the manner hereinabove described in connection with the relay I, tower E (Fig. 5), the opening of said armature j will energize the electromagnet B and the spindle in tower E will be permitted to rotate a one-third revolution, carrying the signal there to safety, but it will not be arrested at safety because the circuit through the electromagnet B will be broken by the opening of the armature t of the relay I in said tower E (Fig. 7) thereby permitting the spindle to rotate a second one-third revolution immediately after the completion of its first one-third revolution, thereby carrying the signal from safety to caution, where it will be held because of the energizing of the electromagnet B of said tower E (Fig. 7) caused by the closing of the contact at (Z by the circuit closer D as the spindle completes its second one-third revolution.

The circuit referred to hereinabove for energizing the electromagnet B of tower E (Fig. 7) may be traced from one pole of the electromagnet B along wire 0 to armature j, to contact 0 to wire 0 to contact 0 to armature h, to wire 0, through battery 0, to wire 0, to contact cl and thence to the opposite pole of said electro magnet B.

The broken circuit referred to above, which ICO leaves the electromagnet B de-energized to permit the spindle to rotate its second onethird revolution, may be traced as follows: beginning with one pole of the electromagnet B, along wire 19, to contact p, across the break to armature i, to wire 0 to wire 0 to contact 0 to armature h, to wire 0, through battery O,to wire 0, to contact 61 and thence to the other pole of said electromagnet B.

The circuit referred to above which energizes the electromagnet B and hence retains the signal at caution, may be traced as follows:-beginning with one pole of the electromagnet B along wire 19 to contact 19 to armature z', to wire 0 to wire 0 to contact 0 to armature h, to wire 0, through battery 0, to wire 0, to closed contact 61 and thence to the other pole of said electromagnet B It follows, therefore, that the train in the position G (Fig. 5) has set the signal on its right at clear and has locked the next succeeding signal on its left to danger and the second succeeding signal on its left to caution. Attention will now be given to the efiect which the train in the position G has had upon the signals to the rear of it, and on the right hand side, to prevent rear end collision. In order to show this effect to advantage, we will as.- sume the train to have advanced past the sets of signals (Figs. 5, 6 and 7) and to occupy the position shown at. G approaching the set of signals, (Fig. 8.) By .cutting out the bat passed onto the block between the sets of sig-,

nals (represented at Figs. 8 and 9) and this follows as a matter of course because, as I have already shown in connection with tower E (Fig. 5) it is necessary to a completion of the circuit through the electromagnet B, which holds the signal at danger, that the armature h of that tower should be closed.

The circuits whichwhen broken de-energize the electromagnets B and B at tower E (Fig. 7) may be traced as follows: from one pole of the magnet B, along wire i to contact F, to armature j, to wire 25 to contact 75 to armature h, to Wire 8 through battery S, to wire 3 to contact f, to wire 5 to the opposite pole of said electro magnet B, from one pole of the electromagnet B along wire i to contact 25 to armature j, to wire't to contact 25 to armature h, to wire 8 through battery S, to wire to contact f to wire 8 to the opposite pole of said magnet B The opening of the armature h at tower E (Fig. 7) has also served to lock the preceding signal on the right, viz: at tower E (Fig. 6) to caution by de-energizing the relay J at said tower and permitting its armature j to open, for, when the armature j is open, the opening of the armature t" at that tower and the consequent completion of the circuit which energizes the electromagnet B of that tower throws the signal to safety and will at the same time provide a break in the circuit through the electromagnet B of that tower so that the signal will immediately pass from safety to caution.

The broken circuit which de-energizes the relay J in tower E of Fig. 6, may be traced as follows: from one pole of said relay along wire 8 to contact q, to armature h, to wire K, to ground and from the opposite pole of i net B, along wire i to contact i across break, to armature j, to wire 15 to contact t t0 armature h, to wire .9 through battery S,

The opening of the armature h has to wire 8 to contact f, towire s to the opposite pole of said magnet B.

It remains now to show what the effect upon two signals will be when two trains approach each other head on and to this end one train may be assumed to be in the position above referred to, viz: at G (Fig. 8) going in the direction of the arrow, and another train in the position G2 (Fig. 10) and going in the opposite direction. There are two blocks between the positions of the two trains referred to and each train, when in such position, will receive-as it approaches the tower on its right, the train G approaching the tower E (Fig. 8) and the train G approaching the tower E (Fig. 10)a caution or distant signal, which will indicate to them' that the next signal ahead is at danger and will permit them to creep cautiously up to the danger point.

I have already shown what the efiect of the train moving from left to right will beupon the second signal in advance of it at itsleft and how it is that the train coming in the opposite direction can move it only to caution and I will point out particularly how it is that the train coming from right to left has had such an effect upon the signal at tower E (Fig. 8) that it can only show caution or distance. The train at G has, in the manner already described, de-energized the relay H of tower E (Fig. 7) and the opening ofits armature h has, in the manner aforesaid, deenergized the relay 1' of tower E, (Fig.8) permitting its armature to open and thereby close circuit through the electromagnet B, releasing the signal at tower E (Fig. 8 and permitting it to turn one-third of arevolution,

or to the position of clear. It will not, however, remain in this position becausethe relay J of tower E has become de-energized by the train at G2 (Fig. 10) coming in the opposite direction and such deenergizing of the relay J breaks the-circuit through the electromagnet B, which would otherwise hold the signal to clear to permit the signal to move another step viz: to caution or distance where it is held by the energizing of the electromagnet B The broken circuit through electromagnet B at tower E (Fig. 8) may be traced as follows: from one pole of said electromagnet B, along wire i to contact i across break, to armature j, to wire 15 to contact 6 to wire .9 through battery S, to wire 8 to contact f, to wire .9 to the opposite pole of said magnet B.

The completed circuit which energizes the electromagnet B to hold the signal at caution, may be traced as follows: from one pole of the magnet B along wire 25", to contact if to armature j, to wire F, to contact 25 to armature h, to wire 5 through the battery S, to wire 5 to contact f to wire 8 to the opposite pole of saidmagnet B 1 The relay J at tower E (Fig. 8) has been energized by the train at g approaching in the opposite direction, as aforesaid, in the fol- ITO lowing manner: The train G by cutting out the main relay H, tower E (Fig. 10) and permitting its armature h to open has broken the circuit through the main relay H of the next succeeding tower E to its rear, which in turn has (lo-energized the relay J in tower E (Fig. 10) thereby energizing the electromagnet B of said tower E (Fig. 10) and permitting the signal at that tower to change from danger to safety. The circuits by which these results have been attained may be traced between the towers E, E (Fig. 9) and the corresponding towers (Fig. 10) assuming for the moment that the train G is approaching the set of towers Fig. 9 instead of the set Fig. 10. The opening of the armature h, tower G (Fig. 9) breaks the following circuit through the relay [-1 of Fig. 10, beginning with one of the poles of the relay H (Fig. 10) along wire Z to contact d, (which, when the signal at tower E, Fig. 10, is at danger, is closed) along wire Z, to wire m to relay 1 to wire Z (at tower E, Fig. 9) to branch wire Z, to wire Z across break, to armature h, to wire Z to contact f to wire Z, across track, through battery L, to wire Z, to the opposite pole of said relay H at tower E (Fig. 10).

The opening of the armature h of relay H, at tower E (Fig. 10) de-energizes the relay J at tower E (Fig. 9) by breaking the following circuit: From one pole of the relay J at tower E (Fig. 9), along wire 12., through battery N, along wire it, through relay I, at tower E (Fig. 10), along wire 02. to contact u across break to armature h, to ground wire K, to ground; from the opposite pole of said relay J, tower E (Fig. 9), along wire 01 to contact 92 to armature h, to wire K, to ground. The de-energizing of the relay J at tower E (Fig. 9) permits its armaturej to open and thereby completes circuit through the electromagnet- B of that tower in the manner which has been hereinbefore explained, causing the signal at that tower to turn from danger to clear.

Returning now to the tower E (Fig. 10) with the train G in the position there shown, its effect upon the signal of said tower E (Fig. 10) will have been, as hereinabove explained, to move the signal from danger to clear, where, if there were no train or other hinderance to the operation of the circuits, it would remain until the said train G2 has passed it. The turning of the signal at tower E (Fig. 10) from danger has cut out the wire Z from the circuit through the relay H of that tower and has cut in the wire g completing the following circuit through the batteryR at tower E (Fig. 9): beginning with one pole ofthe relay H at tower E (Fig. 10), along wire Z and short branch wire, to contact d, to wire g back to towerE (Fig. 9), across the track, to battery R, at tower E (Fig. 9), through said battery to wire 0" at said tower, through relay Z, to wire T to wire Z through relay h, to wire Z to contact f, to wire Z, across track, through battery L,

at tower E (Fig. 9), to wire Z, to the opposite pole of the relay H, at tower E (Fig. 10). This circuit made complete through battery R at tower E (Fig. 9), has cut the relay J at tower E (Fig. 8) out of the effect of the said battery R, at tower E (Fig. 9), which is the battery relied upon to energize it, and its armature j, at tower E (Fig. 8), has been permitted to open, thereby breaking circuit through the electromagnet B which would tend tohold the signal at clear, permitting the signal to pass on from clear to caution, as shown. It therefore follows that two trains approaching each other on the track will, when they are two blocks apart, each receive a caution or distance signal, which will indicate to them that there is danger ahead and under this signal they may be permitted to creep slowly up to the intermediate danger signal or to any suitable point where a shunttrack is located for purposes of passing. Finally, after a train has passed a signal. on its left, that signal will be prevented from going either to clear or caution, until the train shall have passed away from that signal onto the next. succeeding signal section. If this were not so, it would have the effect of giving a following train the caution signal at the third preceding set of signals in the same manner that the train approachingin the opposite direction gave such train the caution signal as above described, so that the following train would be stopped at a danger signal, an entire section behind the train in advance, while the intention is that the following train shall be stopped at the danger signal adjacent to l or at the end of the block on which the obstruction is; e. 9., while the main relay ll (Fig. 8) signal E, is open, the circuit between the relays J and I (Figs. 7 and 8) is intact, thereby preventing the signal E (Fig. 7) from going to clear or caution while the train is in the position at G, going in the direction of the arrow. This is accomplished as follows: As soon as the signal at the. tower E (Fig. 8) moves from danger, it rotates the circuit closer F into position to close the contact pieces at f, completing the circuit as follows: from earth, tower E (Fig. 7), through wire K,to armature h, to contact of, through wire m to relay J, through relay J to wire 91', to battery N, along wire it, to relay I at tower E (Fig. 8), through said relay to wire it, to branch wire it, across track to contact f and thence along wire 70, to ground; thus completing the circuit through the said relays J, tower E (Fig. 7) and relay I, tower E (Fig. 8).

I have already shown that it was necessary for the armature j to be open to complete the circuit through the electromagnet B to send the signal to clear.

\Vhat I claim is- 1. A block signal system, comprising series of signals arranged along a track in interconnected sets, electric circuits under the control of a train moving along the track to control the movements of the signals, the said electric circuits being arranged to hold the signals normally at danger, means controlled by the train for turning the signals to safety when the track is free and circuit breakers and closers controlled by certainof said electric circuits to prevent a plurality of signals in advance of a train and a plurality of signals to the rear of a train from being turned to safety by an approaching train when the track is not free, substantially as set forth.

2. A block signal system, comprising series of signals arranged alonga track in interconnected sets, electric circuits under the control of a train moving along the track to control the movements of the signals, the said electric circuits being arranged to hold the signals normally at danger, means controlled by the train for turning the signals to safety when the track is free and circuit breakers and closers con trolled by certain of said electric circuits to preventa plurality of signals both in advance and to the rear of a train from being set to safety when the track is not free and at the same time permitting a signal in advance and also to the rear to be set at caution or distant by an approaching train, substantially as set forth.

3. A block signal system, comprising series of signals arranged along a track in interconnected sets, insulated track sections corresponding to the number of sets of signals, a main track circuit, including'the rails of one of the insulated track sections, a battery having one of its poles connected with one of the said rails and its opposite pole with the other of said rails and a relay at one of the members of a set of signals, and electric circuits connecting the individual members of a set of signals and the adjacent sets of signals and under the control of said main track circuit to display the proper signals when a train is moving ineither direction along any of the insulated track sections, substantially as set forth.

4. A block signal system, comprising series of signals, arranged alonga track in interconnected sets, electric circuits connecting the several sets and members of a set to control the movements of the signals, the electric circuits at each member of a set of signals including a main and two auxiliary relays for making and breaking the circuits and atrack circuit for each set of signals including the main relay of one member of the set for placing the signals under the control of a train moving along the track, substantially as set forth.

5. A blocksignal system, comprising series of signals arranged along a track, each signal comprising a plurality of reciprocating arms connected to move together throughout a portion of their movement and free to move independently of one another throughout another portion of their movement, means for actuating the arms to give the proper information, and electric circuits under the control of a train moving along the track to release the signal actuating mechanism at the proper intervals, substantially as set forth.

GEORGE L. THOMAS. -Witnesses:

FREDK. K. HAYNES, GEORGE BARRY.