US716178A - Railway signaling system. - Google Patents

Description

No. 7|s,|7a. Patentad" Dec. l6, I902.

I H. BEZER. RAILWAY SIGNALING SYSTEM.

(Application filed Nov. 26, .1895.)

(N0 Modal.) 28heets-Siheef l.

30 WITNESSES: INVENTOR] m: uoams nnzns con-"momma. wasmucron, a. c.

No.7I6,l78. Patented Dec. [6, I902.

A H. BEZEB..

RAILWAY SIGNALING SYSTEM.

(Applicatiun filed Nov. 25, 1898.) (No Model.) 2 Sheets-Sheet 2.

1.; WITNESSDES: A INVENTORA 2 Pa A B I j I ATTORNEY- 1145 Mann's PETERS ca, wnormrr m. wpamnaron. n. c,

lat

ATES -ATENT l FFICE.

IRAILWAYYSIGNALING SYSTEM.

srncrmcnmrpnr rming r llietters Patent No. 71 6,178, dated. December 16, 1902.

l Application filed November 25,1898. Serial No. 697,390. (No model.)

To ttZZ whom, #772,011] concern Be it known that LHENRY BEZER, a subject of the Queen of Great Britain, anda resident of New Rochelle, county of Westchester, State of New York, have invented certain new and useful Improvementsin Railway. Signaling Systems, of which the following is a specification, reference being had to the ac companying drawings, forming part hereof. 1

1 This invention relates to electric railway signaling systems, and has for its objects generally to improve and simplify the construction thereof and to make more certain andreliable the operation of the signals and to provide for forcing theaction of thearmature, the retraction of which determines the giving of a danger-signal, the removal of the deleterious effects of sparking, so that the making of circuits is not impaired thereby, the send- 1 ing of the signal to danger or maintaining the'signal at danger in the event of break"- age or failure, the employment of the rails of the track both for the signalcircuits and the circuits controlling the signal-oircuits,whereby no line-wires are required for these circuits,t-he employment of normally open trackcircuits whereby material economy of battery-power is effected and whereby track-re lays maybe wound of low resistance, thereby in suringcertainty of action,and other advantageous features,all of which will appear from the following description of the accompanying drawings, showing embodiments of my invention.

Figure 1 is a front elevation of asignal. Fig. 2 is a plan View of the same withthe cover of the signal-box removed. Fig. 3 is a vertical section of the same on theline 3 3, Fig. 2. Fig.

. 4 is a diagrammatic representation of two mid- 4 I bodying my invention.

dle blocks and a terminal block of a system em- The construction of commutator and arrangement of relays and circuits shown in Fig. 4 are adapted for'use in connection with a motion-signal, suchas is shown in Figs. 1, 2, and 3, which gives the daysafety indication by continuous revolution of the medially-pivoted semaphore-blade 30ai1dwhich gives the day danger indication with the semaphoreblade. 30 at rest in the horizontal position shown and which gives thenightsafety-signal by the flashing of the light of the lantern 31, resulting from such continuous revolution of the semaphore 30, and gives the night danger indication by the steady and unobscured light of the lantern 31. The elements of positionas an essential part of, the day indication and of color as an essential part of the night indication are thus eliminated. in accordance with the inventiondescribed and claimed in my Patent No. 602,423, issued April 19,1898. I prefer to employa red glass or bulls-eye for the lantern, and thus a flashed red light indicates safety and asteady commutator K. An electromotor M is con nected by suitable speed-reducing gearing, as the train of gears 33, to the semaphore-spindle 32. When the electromotor is energized, it will cause the semaphore 30 to slowly revolve in the direction indicated by the arrow, and when the electromotor is denergized the semaphore, the train of gears, and electromotor will come to rest. The construction of the commutator is such, as will hereinafter ,be described, that the discontinuance of the conditions causing a safety indication does not result in an immediate denergization of the electromotor; but the motion will be continued until the predetermined position of the danger indication is reached, and for a short period prior to the final denergization of the electromotor the armature-circuit of the electromotor is caused to flow through a resistance, whereby the speed of the motor is diminished and the semaphore, the gearing, and the motor are gradually brought to rest.

The commutator K for this motion-signal, as

shown in Figs. 2 and 3 and indicated by developments of the surfaces of the commutators in the diagram Fig 4, is provided with four fixed brushes 9 It ij and with action of a train in block 1.

one movable brush f, the movable brush being controlled by arelay T, having two independent pairs of'coils c and d and located in the signal-box, as shown in Figs. 2 and 3, in proximity to the commutator, and the counterwei'ghted armature of this relay T carrying the movable brush f, so that when the relay T is deenergized the brushf will be held by the counterweight away from the commutator, and when the relay T is energized and attracts its armature the movable brush f will be brought into contact with the commutator. The relay T is located at the rear end of the block guarded by the signal controlled by this relay, and therefore corresponds in position with the track-relay of the systems heretofore used, and will be hereinafter designated as the rear relay or track-relay.

One of the signals above described would be located at the rear end of each block to be guarded.

The arrangement of the relays and circuits is shown in Fig. 4, illustrating two intermediate blocks and one terminal block of a simple signaling system without overlaps or distant signals. The relay directly actuated by the shunting action of the train is located at the advance end of the block and will be hereinafter designated as the front relay, and comprises two opposing electromagnets, both coils of which are included in a normally closed circuit, to which a normally open trackcircuit adapted to be closed by the train is connected as a branch or shunt circuit. The front relay of the block 1 comprises two opposing electromagnets Y and Z, and that of the block 2 comprises the two opposing electromagmagnets Y and Z. The block 3 being a terminal block has no signal at its advance end and requires no front relay. Between the poles of the electromagnets Y and Z is arranged a movable armature a, which.

contacts with the stop e when in upper position. The relative normal magnetic attractions of the coils of the two magnets YandZ and their circuits are so adjusted relatively to the range of movement of the armature that under all normal conditions the attractive force of the lower magnet Z will preponderate in all positions of the armature to draw the armature a to lower position. preferably accomplished by adjusting the relative number of convolutions in the coils Y and Z and the range of movement of the armature so that the attractive force exerted upon the armature ct by the magnet Z will be the greater under all conditions except when there is a train in block 1. The armature a is therefore normally in lower position, and it is only moved from that position by such a substantial change in the attractive forces of the two magnets as results from the shunting The front relay,

comprising the magnets Y and Z and their armature at, having upper contact-stop e, located at the advance end of block 2, is of the same construction as the relay above de- This is scribed, and this would also be true of all front relays of a system. The train enters block Land, electrically connecting the rails, thereby closes a track-circuit, shunting the coils of the lower magnet Z of the front relay of block 1, whereby this lower magnet Z will be denergized or its attractive force so weakened that the armature a of this front relay will be raised by the attractive force of the upper magnet Y, and a circuit will be closed which will, if block 2 is clear of trains, cause the signal at the advance end of block 1 and guarding block 2 to give a safety indication. The normal circuit of this relay is from battery B through wires 4, 5, and 6, coils Y, wires 7and 24, coils Z, and wires 25, 10, and 4 back to battery B. The track-circuit closed by the train in block 1 diverges from this path by flowing from the wire 7 to the rail 8 and through the wheels. and axles of the train to rail 9 and back to battery by wires 10 and 4, thus forming a shunt-circuit of low resistance excluding the coils of the lower magnet Z. The raising of the armature a, resulting from the shunting of the lower magnet Z, closes the signaling-circuit of block 2, as follows: from the positive pole of battery B of block 2 through wires 4, 5, and 6, coil Y, wire 7 to rail 8, and through rail 8' to the rear end of block 2, through wire 11, coil 0 of rear relay T of block 2, wire 12, contact e, armature a, wire 13, rail 9, wire 10, and wire 4 back to battery B. If there is a train in block 2, its wheels and axles will close a short circuit across the rails 8 and 9, and thereby the current will be shunted from the coil 0; but if block 2 is clear of trains then the closing at the armature a and contact 6 of the circuit above described will cause an energization of the coils c of rear relay T, such as will cause the movable commutator-brush f to be placed upon the commutator K. The resistance of the coil 0 and of its actuating-circuit and of the circuit through the ties and ground from rail to rail under all conditions of weather relatively to the coils of the lower magnet Z and its branch circuit should be such as not to divert sufficient current from the coils of the lower magnet Z to permit the armature a to be raised, for the raising of this armature would cause an unnecessary safety indication at the signal guarding block 3 with at-- ing of these circuits causes the signal to be actuated, and these circuits remain closed through part of the revolution of the commutator and signal. When, however, the forward movement of the commutator carries IIO the main plate 20, out of contact with; the

brush iand the small end plate 21 into contact therewith, the circuit for the field of a circ'uit'through the coils cl of the rear relay T, as follows: from battery 13 through wires .4, 5, and 14, movable brush f, main commutator-plate 20, brush g, wire 29, coils (1, Wires 18 and 4, back to battery B. This circuit remains closed except during that part of the revolution of the commutator when the small insulated section 23 of the commutator is 11nder the brush g, and when closed maintains the movable brush f against the commutator. If, therefore, the coils c are denergized by the passing of the train out of block 1 while the mainplate 20 is in contact with brush g, the

movable brushfwill be maintained in contact with the commutator and the full current will tor.

continue to flow until the main commutatorplate 20 moves out of contact with the brush g and the insulated, section 23 of the commutator passes under the brush g, whereupen this circuit through the coils d is broken, and as the trainhas now passed out of block 1 and the coils c are not energized the rear relay T will be deenergized and the movable brush f will be retracted away from the commuta- The retraction ofthe movable brush f breaks the circuits, through the armature of the motor by way of the brush hand wire 19; but as the brush 01 is now in contact with the end commutator-plate 21 the circuit through the motor-field by way of the brushes andt' and wire 15 remains closed and the motorarmature will be energized, but with a weaker current than formerly, through a branch of this circuit, the current leaving the wire 15 at the point 26 and flowing through the resistance R and motor-armature to the wire 17. The result will be a slowing down of the speed of the motor; but the actuation of the signal will be continued, although at reduced speed, until the end commutator-plate 21 passes from under the brush 2'. Upon this the brush 1' again comes in contact with the main commutator-plate 20; but as the movable brush fis out of contact therewith no current will flow to the motor, and it will come to rest with the commutator in normal position, as shown. Should the deenergization of the coils 0, resulting from the passing of the trainout of block 1, occur while the insulated commutator-section 23 is in conplate 20 breaks contact with the brush g, so

The movable brush alsocloses that the circuit of the brushesj and t' is always made before the circuit through the coils d is broken. It will also be observed that the insulated commutator-section 23 passes out of contact with the brush 9 before the end commutator-plate passes out of contact with the brush i, and therefore there is always an interval between the denergization of the brush-actuating magnet and the final breaking of the motor-circuit, this interval being sufficient for the proper arresting of the movement of the signal. Should the coils c be deenergized immediately .after the insulated commutator section 23 has moved from under the brush 9 and the main commutator-plate 20 has moved. into contact therewith, the motion of the signal will be continued through slightly more than one revolution. Thus the movements of the signal and commutator are always continued to the normal position shown with sufficient time to properly arrest the motion of the signal whatever may be the position of the signal andcommutator when the train passes out of the block.

As the brush h closes a circuit for the armature of the motor, it may be termed a motor-armature brush, and as the brush 2 at times closes a circuit for the field only of the motor and at other times for both the field and armature it may be termed a motor field and armature brush.

It will be observed that the motor-actuating circuit is never broken at the point where it is made, asit is made by the contact of the movable brush f with the commutator and broken by-the movement of the end commutator-plate 21 out of contact with the brush 2'. The retraction of the movable brush) merely switches the motor-armatu re current through a resistance and will produce little if any sparking, not in any event sufficient to materially affect the conductivity of the contactpoint ofthe movable brushf, and, further,will not occur at the part of the commutator where the circuit will be made for the next actuation of the signal. The effect of the spark resulting from the break between the brush 7; and end commutator plate 21 is rubbed off by the revolution of the commutator, and when the commutator comes to rest in normal position the brush 4) is in contact with a portion of the commutator unaffected by the spark. My invention therefore obviates the very serious objections to prior devices resulting from heavy sparking at the points where contacts have to bemade.

To the end that the movement of the movable brush f away from contact with the commutator may be a forced movement, such as to prevent any possibility of failure from the clinging of the armature to the poles of the rear relay or from friction at the pivot of the cated as to force the brush f away from the commutator. This projection is conductive and electrically a part of the main commutator-plate 20, so that its operation will not break the electric contact of the movable brush fwith the commutator so long as the current through the coils o is continued by the presence of the train on block 1, and although the projection Zacts upon the movable brush f once in every revolution and pushes it away from the commutator, yet so long as the coils c are energized the magnetic attraction of the rear relay will maintain the electric contact and restore the movable brush f to contact with the commutator after the highest point of the projection Z has passed thereunder; but if the coils 0 have been deenergized by the passage of the train out of block 1 then after the coils d have been deenergized by the moving of the main commutator-plate 20 out of contact with the brush g and the projectionlhas forced the movable brnshfaway from the commutator and passed thereunder there will be no attractive force to restore it, and the movable brush f will remain out of contact with the commutator. Thus to maintain the rotation of the signal and the consequent safety indication it is necessary for the electric current flowing through the coils c to do the work of attracting the armature of the rear relay once in every revolution of the signal, and its inability to do this work from any cause will result in bringing the signal to rest, thereby giving the danger indication.

It will be observed that in the circuits above described the full force of the battery is employed in energizing the electromotor when the signal is actuated at 'fullspeed and that a reduction of speed is accomplished by passing the current for the motor-armature through a resistance. These motor-circuits and the circuits of the coils d of the rear relay are closed only during the actuation of the signal. The circuit of the front relay, including the coils of electromagnets Y and Z, is a permanently-closed circuit and includes a resistance 1' in the wire 10 for the purpose of effecting an economy of electric current.

The system as shown is adapted for secondary or storage batteries and is provided withacharging-circuit,includingadynamo or other electric generator G, connected in series with the several batteries B B B by wires 4: and 27; but primary batteries could be used, in which case, if preferred, in each block one battery could be used as a track-battery for the front relay and circuits and another battery for the circuits of the electromotor and the coils d of rear relay. The only line-wire required in the circuits shown is for the charging-circuit of the storage'batteries, and should primary batteries be substituted for the storage batteries no line-wires would be required in the system.

One of the functions of the back coils Z of the front relay is to provide an opposing force to the attractive power of the front coils Y, so as to prevent the actuation of the rent.

armature to close the points under all conditions except when there is a train in the block. With no train in the block and no train in the block in rear, as for the front relay Y Z, with no train in the blocks 2 and 1, the circuit of the front coils Y of the front relay will have in it the resistance of the ties and ground, and under wet-weather conditions this resistance will be comparatively low; but under none of these conditions will suflicient current flow through the front coils Y to cause it to move its armature and close the points a e. With a train in the block 1 the points a 6 will be closed and the circuit of the front coils Y will have in it the resistance of the rear-relay coils c in multiple with the Variable resistance of the ties and ground, and under these conditions the front coils Y will not receive sufficient current to close the points a c. When, however, a train enters the block'2, the wheels and axles of the train will close a shunt-circuit across the rails of the block, and thereby the resfstance of the ties and ground and of the rear-relay coils 0 will be removed from the circuit of the front coils Y and a sufliciently powerful current will flow through these coils Y to overcome the opposing force of the back coils Z and the armature will be actuated and the points a 6 closed. One of the advantages of the employment of the back coils Z to provide this opposing force is that an opposing force is obtained which is self-adjusting to the current strength of the battery, so that after the armature has been properly adjusted it Will operate under all variations of battery-cur- Should, however, this advantageous feature benot desired, the opposing force of gravity may be alone relied upon.

While I prefer to wind the track-circuit coils of the rear relay, as the coils c of the rear relay T, of higher resistance than the front coils of the front relay, as the front coils Y, for the reason that it is usually desired to have the front-relay coils of low resistance, so as to have as little resistance as possible in the actuating-circuit of the track or rear relay, nevertheless these coils may be of equal resistance and the adjustment of the armature of the front relay be such that the front-relay armature-lever, as a, will not be actuated to close its front contact, as c, with the resistance of the rear-relay coils, as c, in series with the front coils of the front relay, and that the armature-lever will be thus actuated when the resistance of the rearrelay coils, as c, is removed by the shunting action of a train in the block.

The rear coils, as Z, of the front, relay would be wound to a high resistance for the purpose of reducing the normal output of the battery; but this construction while economizing battery power is not always most advantageous to the realization of other features of my invention, as extreme wet-weather conditions, resulting in a greatly-reduced resistance in the ground-circuit between the signal.

rails of the block, can be more effectually overcome with a low resistance in this branch circuit.

A substantial advantage of my present system will appear from the following: An automatic semaphore-signal requires considerable power, whether to hold it in the safety position in a position-signal or to maintain the movement which indicates safety in my motion-signal, and for this reason it is preferable that such a signal should be normallyat danger. With normal danger-signals such as heretofore employed the running-down or failure of a track-battery or 'the breakage of a Wireor connection would put the signal atthe rear or entering end of the block permanently-at danger and the signal at the advance or exit end of the block normally at clear, with resulting considerable waste of power, Whichwould be objectionable in any system, but particularly so in a system employing storage batteries charged by 'a dynamo, because all the batteries would have to be charged when they did not require it in order fto properly recharge the battery which had been working the normally clear- In my system it will be seen that the failure of the battery B or the breaking of a wire will prevent the armature a, from closing the point e and will thus prevent the en- I ergization of the coil 0 in proximity to the battery and will also prevent the energization of the coil 0 at the rear end of the block, whereby both signals would remain permanently at danger until the error was repaired, and thereby the waste of power re.

sulting. from normal safety-signals will be prevented.

In a previous patent of mine, No. 585,733, issued July 6, 1897, I describe the necessity of signals being normally at danger and the, necessity of preventing'two consecutive clear-signals, and means are described and claimedfor preventing two consecutive clearsignals by looking at danger the signal immediately in advance and the signal im mediately in rear of a signal which failed to'go to danger, and I describe a rule of runhing requiring an engineer when compelled to pass a signal at danger to proceed at caution, and if the neXt signal is at safety to take it as a caution-signal. With this rule of running and the locking of the advance and rear signal at danger in the event of a failure of a signal to return to danger complete protection was aiforded; but under such a system permissive blocking was impracticable, and it will be evident that in any system heretofore used permissive blocking necessarily calls for the unfailing action of the track-relay or relay at the rear end of the block. With my present system as the proper action of the track-relay or rear relay T is a forced movement through the agency of the cam or projection 1 the locking of the advanceand rear signal can be dispensed with and permissive blocking has not to depend upon any uncertain action of a trackrelay, as the movement is forced and the track-relay is therefore bound to act as required in response to the opportunity given it to act by the entry of the train into the block.

In the above description a visual signal has been referred to as the traific-controlling means controlled by the track-circuits; but it is evident that other traffic-controlling means may be employed.

It is evident that various modifications may be made in the circuits and apparatus above described within the purview of my invention and that parts of my invention may be used with other apparatus or instruments .and in other circuits than those above described.

What I claim, and desire to secure by Let: ters Patent, is-

1. In a signaling system, a normally closed circuit including a pair of opposed electromagnets, a shunt-circuit including one of said electromagnets and excluding the other, an armature between said electromagnets, said electromagnets and armature being so constructed that the attractive force of the electromagnet excluded from said shunt-circuit will normally preponderate in all positions of the armature.

2. In a signaling system, a normally closed circuit including a pair of opposed electromagnets, a normally open shunt-circuit including one of said electromagnets and ex: cluding the other, means for closing said normally open shunt-circuit by the action of the train, an armature between said electromaguets, said electromagnets and armature being so constructed that the attractive force of the electromagnet excluded from said normally open shunt-circuit will normally preponderate in all positions of the armature, and a normally open contact for said armature included in a signal-circuit.

3. In a signaling system, the combination of a relay having a pair of opposed electromagnets and an armature between said electromagnets, a normally closed circuit for said relay,a track-circuit including the track-rails as conductors and connected as a branch of part of said relay-circuit excluding one of such electromagnets, and a signal-circuit controlled by said relay.

4. In a signaling system, a series of blocks each having a combined track and signal circuit including the rails of a block and having a non-polar relay connected to the rails at the rear end of the block and a source of electric energy permanently connected to the rails at the front end of the block, each of such signaling-circuits having a contact controlled by a relay permanently connected to the rails of the block in rear and actuated rom such block in rear.

5. In a signaling system, a front relay and a normally closed circuit therefor, and. a normally open track-circuit including the rails I of ablock and connected as a branch of part of said front-relay circuit, in combination with a signal-circuit including the rails of the block in advance and having a contact controlled by said front relay.

6. In a signaling system, a normallyclosed circuit including a pair of opposed electromagnets, a shunt-circuit including one of said electromagnets'and excluding the other and including the rails of a block, and an armature between said electromagnets, said electromagnets and armature being so constructed that the attractive force'of the electromagnet excluded from said shunt-circuit will normally preponderate in all positions of the armature, in combination with a signal-circuit including the rails of the block in advance and having a contact controlled by said armature.

7. In a signaling system, a signal-circuit including the rails of a block, and having a rear relay connected to the rails at the rear end of the block and a source of electric energy connected to the rails at the front end of the block, in combination with a front relay of the block in rear, said front relay comprising a pair of opposed electromagnets, a normally closed circuit therefor, a shunt-circuit including one of said electromagnets and excluding the other and including the rails of said block in rear, and an armature between said electromagnets, said electromagnets and armature being so constructed that the attractive force of the electromagnet excluded from said shunt-circuit will normally preponderate in all positions of the armature, and said signal-circuit having a normally open contact controlled by said armature.

8. In a signaling system, a series of blocks, each havinga front relay controlling a contact in the circuit of the rear relay of the block in advance, said front relay having a normally closed circuit, a track-circuit including the rails of the block and connected as a branch of part of said front-relay circuit, and a rear relay connected to the rails at the rear end of the block and having a contact in said connection with the rails, controlled by the front relay of the block in rear.

9. In a signaling system, a series of blocks, each having a front relay comprising a pair of opposed electromagnets, a normally closed circuit therefor, a shunt-circuit including one of said electromagnets and excluding the other and including the rails of the block, and an armature between said electromagnets controlling a contact in the circuit of the rear relay of the block in advance, said electromagnets and armature being so constructed that the attractive force of the electromagnet excluded from said shunt-circuit will normally preponderate in all positions of the armature, and a rear relay connected to the rails at the rear end of the block and having a contact in said connection with the rails controlled by the armature of the front relay of the block in rear.

10. In a signaling system, the combination witha signal and means for actuating the' of said relay to the position necessary for the danger indication.

12. In a signaling system, the combination with a signal and controlling mechanism thereof including a relay, of means connected to and compelled to move with the signal in giving the safety indication and by such movement forcing the armature of said relay to the position necessary for the danger indication.

13. In a signaling system, the combination with a signal and a relay, of a movable contact-surface connected to the spindle of the signal and arranged to force the armature of said relay away from the poles thereof.

14. The combination with a signal and a commutator connected to the spindle thereof, of a movable commutator-brush and means for actuating the same and of fixed commutator-brushes, and circuits connected to said movable brush and fixed brushes whereby a circuit is closed by the movable brush and other connections established by the commutator and the circuit is broken at the fixed brushes.

15. In a signaling system, the combination with a relay, of a signal, a commutator connected thereto and compelled to move therewith, a movable commutator-brush actuated by the armature of said relay, means upon said commutator for forcing said armature away from the poles of said relay, and circuit-completing means cooperating with such commutator and movable brush.

16. In a signaling system, the combination with a signal and a commutator connected thereto and moving therewith, of a movable commutator-brush, means connected to and compelled to move with the signal for forcing the movement of said movable commutator-brush in the direction required for the danger indication, electromagnetic means for moving said movable commutator-brush in the other direction, and circuit-completing means cooperating with such commutator and movable brush.

17. In a signaling system, the combination witha relay, of a signal, a commutator connected to the spindle thereof, a movable commutator-brush actuated by the armature of said relay, and fixed commutator-brushes, and circuits connected to said movable brush and fixed brushes whereby a circuit is closed by the movable brush and broken at the fixed brushes, and means connected to and actuated by said signal for forcing said armature away from the poles of said relay.

18. In a signaling system, the combination with a relay, of a signal,a commutator connected to the spindle thereof, a movable cornmutator-brush actuated by the armature of said relay and fixed commutator-ln-ushes, and circuits connected to said movable brush and fixed brushes whereby a circuit is closed at themovable brush and broken at the fixed brushes, and a contact-surface on said commutator for forcing said armature away from the poles of said relay.

, 19. In a signaling system, the combination with a signal of a motor for actuating the same, circuit-closing means for closing the motoractuating circuit, circuit-maintaining means for maintaining an actuating-circuit for the motor, such circuit-maintaining means being constructed to continue in action after the circuit-closing means have ceased to maintain a motor-actuating circuit, and circuitcontinuing means broughtinto action before the circuit maintaining means have ceased to act, for continuing the movement of the signal to a predetermined point.

20. In a signaling system, the combination with a signal of a commutator connected thereto and moving therewith, a motor for the signal, a movable commutator-brush and means for moving it into contact with the commutator and circuit-closing means coopcrating with the commutator and movable brush to close a motor-actuating circuit, circuit-maintaining means for maintaining the movable brush in contact With the commutator, such circuit-maintaining means being constructed to continue in action after the cessation of the action of the means for movtator, means for forcing the movable brush away from the commutator, and circuit-continuing means brought into action before the movable brush is forced away from the commutator for continuing the movement of the signal to a predetermined point.

21. In asignaling system, the combination with a signal, of a motor for actuating the same, means for closing the motor-actuating circuit and continuing said motor-actuating circuit closed, and means for completing the movement of the signal to a predetermined point, said last-mentioned means being constructed to be brought into action before the cessation of said circuit-con tinuing m cans and to open the motor'actuating circuit at a point not required for the initial closing thereof.

22. In a signaling system, the combination of a signal, and an electromotor and a commutator connected to the signal, said commutator having a field and armature-brush connected directly to the field of said electrometor and through a resistance to the armature of said electromotor, and an armature-brush connected directly to said armature, and means for closing a motor-actuating circuit through both of said brushes and for closing another motor-actuating, circuit through the field and armature-brush only.

23. In a signaling system, the combination with a signal and an actuating-circuitthereof, of a relay controlling said actuating-circuit, said relay having a portion of its coils in a signaling-circuit and a portion of its coils in a local circuit, and means for breaking said local circuit atintervals during the movement of the signal.

24. In a signaling system, the combination with a signal and a commutator connected thereto, of a movable brush of said commutator and a relay controlling said movable brush, said relay having a portion of its coils in a signaling-circuit and a portion of its coils in a local circuit, such local circuitincluding said movable brush and a fixed brush of the commutator, and said commutator having an insulated section in the path of said fixed brush.

25. In a signaling system, the combination Witha signaland controlling mechanism thereof including a track-relay, of means compelled to move with the signal and by such movement compelling the release of the trackrelay armature.

26. In a signaling system, the combination withasignaland controlling mechanism thereof including a track-relay, of a cam connected to the spindle of the signal and arranged to force the armature of said track-relay away from the position required for the safety indication.

27. In a signaling system, in combination,- a series of successive blocks or sections each having a track-circuit including the rails of the block or section and having a relay connected to the rails of the block or section in proximity to the rear end of the block or section and a source of electric energy connected to the rails in proximity to the front end of the block or section, each of such track-circuits having a normally open contact subject to train control in rear thereof, whereby all of said track-circuits are norinally opertand each is closed by the approach of a train.

28. In a signaling system, in combination, a series of blocks or sections each having a signal-circuit with a contact therein and having a source of electric energy permanently connected to the rails in proximity to the front end of the block or section, and each block or section in rear of another block or section having a front relay connected to the rails and source of electric energy in proximity to the front end of the block or section, the contact in the signal-circuit of each block or section being controlled by the front relay of the block in rear, and signals controlled by said signal-circuits.

29. In a signaling system, in combination, a series of blocks or sections each having a signal-circuit with a normally open contact therein and having a source of electric energy permanently connected to the rails in proximity to the front end of the block or section, and each block or section in rear of another block or section having a front relay connected to the rails and source of electric energy in proximity to the front end of the block or section, the normally open contact in the signal-circuit of each block or section being controlled by the front relay of the block in rear, and signals controlled by said signal-circuits.

30. In a signaling system, in combination, a series of blocks or sections each having a track-circuit including the rails of the block or section and each having a rear relay connected to the rails in proximity to the rear end of the block or section and a source of electric energy permanently connected to the rails in proximity" to the frontend of the block or section, and each block or section in rear of another block or section having a front relay connected to the rails and source of electric energy in proximity to the front end of the block or section, each of such track-circuits havinga contact controlled by the front relay of the block in rear, and signals controlled by said rear relays.

31. In a signaling system, in combination, a series of blocks or sections, each having a track-circuit including the rails of the block or section and having a rear relay connected to the rails in proximity to the rear end of the block or section, and a source of electric energy permanently connected to the rails in proximity to the front end of the block or section, each of such track-circuits having a normally open contact therein, and each block or section in rear of another block or section having a front relay connected to the rails and source of electric energy in proximity to the front end of the block or section, the normally open contact in the track-circuit of each block or section being controlled by the front relay of the block or section in rear, and signals controlled by said rear relays.

32. In a signaling system, the combination, with the track of ablock or section, of a source of electric energy connected to the track in proximity to the front end of the block or section, and a front relay connected to the source of electric energy and to the track in proximity to the front end of the block or section, a rear relay connected to the track in proximity to the rear end of the block or section so as to be included in a track-circuit from the source of electric energy, a signal operated by said relay, and means for holding normally open and for closing said track-circuit in proximity to the rear end of the block, such means being subject to the control of a train in rear of said signal.

33. In a signaling system, in combination, a series of blocks or sections each having a track-circuit including the rails of the block or section and having a rear relay connected to the rails in proximity to the rear end of the block or section and a source of electric energy connected to the rails in proximity to the front end of the block or section, each of such track-circuits having a normally open contact therein, and each block or section in rear of another block or section having a front relay With opposed coils and an armature between said coils and connected to the source of electric energy and to the track in proximity to the front end of the block or section so as to be included in a normally closed circuit with the source of electric energy having the track-circuit through the rails as a branch of part of said normally closed frontrelay circuit, said front relays controlling the normally open contacts of the track-circuits, and signals controlled by said rear relays.

34:. A track divided into blocks, a normally open track-circuit for each block extending from the beginning to the end of the block and including the rails of the block as the only conductors thereof from the beginning to the end of the block, and normal danger traffic-controlling means for each block, controlled bythe normally open track-circuit of the block in advance of the traffic-controlling means.

35. A track divided into blocks, a normally open track-circuit for each block extending from the beginning to the end of the block and including the rails of the block as the only conductors thereof from the beginning to the end of the block, and traffic-controlling means for each block controlled by the normally open track-circuit of the block in rear of the traffic-controlling means and the normally open track-circuit of the block in ad- Vance thereof.

36. A track divided into blocks, a normally open track-circuit for each block extending from the beginning to the end of the block and including the rails of the block as the only conductors thereof from the beginning to the end of the block, and traffic-controlling means for each block under the control of the normally open track-circuit of the block in advance of the traflic-controlling means, said track-circuit being under the control of the normally open track-circuit of the block in rear thereof.

37. A track divided into blocks, a normally open track-circuit for each block extending from the beginning to the end of each block, each normally open track-circuit including a source of electric energy, and normal danger traffic-controlling means for each block, controlled by the normally open track-circnit of the block in advance of the traffic-controlling means, the rails of the blocks constituting the only electrical conductors from point to point along the railway-line between the sources of electric energy and the normal danger trafficcontrolling means.

38. A track divided into blocks, a normally open track-circuit for each block extending from the beginning to the end of the block, each normally open track-circuit including a source of electric energy, and traffic-controlling means for each block controlled by the normally open track-circuit of the block in rear of the traffic-controlling means and also by the normally open trackcircuit of the IOC normally open track-circuit ofthe block in rear thereof, the rails of the blocks constituting the only electrical conductors from point to point along the railway-line between the source of electric energy and the trafficcontrolling means.

40. A track divided into blocks electrically separated from one another and having a separate track-circuit for each block including the rails of the block from the beginning to the end of the block, front electric translating means located at the front end of each block and connected to, the rails thereof, a

normally open contact controlled thereby,

rear electric translating means located at the rear end of each block and connected to the rails thereof by a connection including the normally open contact controlled by the front electric translating device of the block in rear thereof, the front electric translating means being controlled by the approach of a train to close the normally open contact of the adjacent rear electric translating means, and trafiic-controlling means for each block controlled' by such rear electric translating means.

41. A plurality of successive railway signaling-blocks, a plurality of successive trackcircuits including the rails of the track as the only conductors from point to point along the railway-line, a rear electric translating device located in proximity to the rear end of each block and connected to the track-circuit extending in advance thereof by a connection including a normally open contact, means for closing such normally open contact through the track-circuit in rear thereof upon the approach of a train, and traffic controlling means at the rear end of each block under the control of the rear electric translating device adjacent to such traffic-controlling means,

the track-circuit in rear of each traffic-controlling means controlling the traffic-controlling means in rear.

42. A plurality of successive railway signaling-blocks, a plurality of successive trackcircuits including the rails of the track as the only conductors from point to point along the railway-line, a normally denergized electric translating device located in proximity to the rear end of each block and connected to the track-circuit extending in advance thereof, an electric translating device located in proximity to the front end of each block and connected to the track-circuit extending in rear thereof, each rear electric translating device being controlled by the adjacent front electric translating device to energize such rear electric translating device upon the approach of a train, and traffic-controlling means at the rear end of each block under the control of the normally denergized rear electric translating device adjacent to such traffic-controlling means, the track-circuit in rear of each trafific controlling means controlling the traffic-controlling means in rear.

43. The combination with a signal and a commutator connected thereto, of a movable commutator-brush and means for actuating the same, and other circuit-controlling de- Vices controlled by the movement of such commutator whereby a circuit is closed at the movable brush and opened at such other circuit-controlling devices.

Signed at the borough of Manhattan,county of New York, in the city of New York and State of New York, this 23d day of November, 1898.

HENRY BEZER. Witnesses:

JOHN J. ORoNIN, AMBROSE K. MERRILL.

Images