US802676A - Control of apparatus governing the passage of cars along railways. - Google Patents

Description

PATENTED OUT; '24, 1005.

A N0..P,02,6.76.

W. A. BARTLBY. 0F APPARATUS GOVERNING THE PASSAGE OF CARS ALONG UONTRGL RAILWAYS.

APPLICATION FILED T12R24, 1905.

3 SHEETS-11331 1.

PATENTEDCET. 24, 1905.

W. .A.- BARTLEY. CONTROL OF APPARATUS GOVERNING THE PASSAGE 0F CARS ALONG RAILWAYS.

APPLIOA'II 0N FILED FEBL24,1905.

3 SHEETS-SHEET 2.

b kk

PATENTED 00124, 190. 'W. A. BARTLEY, CONTROL OF APPARATUS GOVERNING THE PASSAGE 0F GARE ALONG RAILWAYS.

APPLICATION FILED FEB. 2-1, 1905.

3 SHEETS-SHEET 3.

UNIT D, s ATns PATENT OFFICE.

WILLI'A1\I A. BARTLEY, oF-NEw YORK, N ."Y.. .mmoror APPARATUS tovnmme THE IPASSAGI'I 0F CARS ALONG RAILWAYS. A

Specification'of Letters Patent.

Application' med-ream 24,1905. Serial N5. 247,094.

To all it may concern:

Be it known that I, WILLIAM A. HARTLEY, a citizen of the United States, residinginthe borough of Manhattan, city, county, and-State of New York, have Invented certain new and useful Improvements in the Control of Apparatus Governing the Passage of. Cars Along a.

Railway-,of which cation.

The invention described hereinrelatesto the following -is a specifi certain improvements in the control of automatically-operating train-stops, and more particularly to .,su ch automatically-acting train stops as are used in conjuction with the brake or power systems of cars on steam or electric railways, and has for its object such arrangements of electrical circuits as will insure the operation of the train-stops controlled by such circuits at certain times,

The automatic train-stop to the I control: of

which my invention relates consists, gener- Elli/"speaking, of a device," usually termed a trip, actuated byv electric or fluid pressure or any othersuitable power and placed alongside'of the railway, the said trip being adapted to engagmunder certain conditions hereinafter described, with an armor lever depend ing from a passing car and by such engage- ,mentto apply the brakes or otherwise stop the passing car. The trip'may occupy eitherone of, two positions whicb 'we may call, respectively, the operative position and the.

" inoperative position. 'When the trip is in the operative position, it wil'l 'engage'with the aforementioned arm of. a passing car, and thereby-stop the car; but when it is in the inoperative position it is entirely, cle'ar=o f any rt of the passing car and will not; stop it.

5n railways where" automatic train-stops are 1sed'it is customary to equip all the cars-of Y --a train with depending arms or levers adapted 1:'-to:'engage with-'a trip when said trip is. in the operative position and the train is passing it,

- to shut off the motive power therefromorto' perform both operations. i Ordinarily 'thesel' stops are used in conjunction with-a blocksignal system and are placed adjacent to their respective signals and are so con-trolled that their trips move into the operativej position at the same time that their respectives'ignals r r 'ofcurre end of thej blqckesect on and, a relay deylce:

assume the danger positionfrg- -1t is. an object of my invention Patented oat; 24,1965.

trol the movement of a trip' that it will not move 'lHiEO the'operative position until the whole train has passed-it, although the signal with which'it works in conjuction may have moved to thedanger position as soon as the first car-of the train has entered the section 0f track. governed by said signal.

It is a further object of my invention to in sure the trip assuming the operative positionas soon as the entire train'has. passed it and, further, that'the trip shall again assume its inoperative position as soon asthe signal with which it"works in conjunction .r eturn s to the clear position for 'asec ndtra-in to-enter the section. These ob ects I accomPlishby-the use of my'circuitsirrespective of; the length of the train.

In order to. describe the. various-arrange:

ments of circuits embodied in my invention and theirniode of operation, I have shown-5,;

' five diag ammatic views Figures 1, f 2, 3,-1.4,

and 5.

, In Figs. ,1, 2,1 awe 4, which Show mythcuits as applied to steam or. lectricrailways,

parts having like functions are designated by like reference characters! 1 Fig. 5 showsmysystem as-applied 'toelectric railwaysin which one or both-trackrails are used as a return for the propulsion-current.

T designatesa portionof railway track I which is diV idedintO sections AB BC CD,

620., which are known as block-sections.

Each of these sections" is separated fromits adjacentsections by means of insulation 2 2 2 &c. V asdnFigs. 1, 2, 3, and 4,'or onlyone of the track-railsmayiibedivided, as in'Fig. 5. In

Fig. 5 provision may be made for using one -"or both. of the track-rails-for the return-of.

the propulsion-current. used for the motor- Both trackerails may be so divided,"

cars traveling along the railway. .Th'ere may be any number of the above-mentioned block- 'IOO sections and .-they may be'of any length; At the entrance end of each blocksection is along the railway. This control is effected in flocated a railway-signal'of any suitable type and designated 1v 1 l 1", &c. ;The operation "of the signals in the present case is automatic I and is controlled bythe passage of a trainwith a track-circuitwhich, as is well-known,

comprisis a' battery or other suitable source t-supply connected-to the rails atone IIO connected to the rails at the other end of the block-section, the said relay being supplied with current from the said source through i the track-rails of the block-section.

In Figs. 1, 2, 3,. and a the source of current-supply is in the form of a battery sup plying direct current and the relay is of a type adapted to respond in the movement oi" its armature to the presence or absence of such current in its coils, the coils being conply or motive power for the operating mechanism of the said signal. These local circuits, which are designated by thesame characters in Figs. 1 and 2, maybe traced therein as fol- 5 lows: Beginning at local battery 8 the current flows through contactspring 5 of relay, wire 7, signal 1, and common return-wire 9 back to battery.

Any desired arrangement of circuits may 3 be employed for controlling the operation of the railway-signals in any desired order. In Figs. 1 and 2. the simplest possible arrangement of track-circuit and local circuit is shown In Figs. and a two different systerns of overlap-block sections are shown, in-

volving the use of somewhat more complicated but fundamentally similar arrangements of signal-controlling circuits. There is a great variety of signal-controlling circuits used in 4 connection with overlap-blocks, and i do not limit myself to the use of any specific type of such circuits, as they do not form a part of my invent-ion. In Fig. 5 the signal-controlling circuitand the track-circuit are not shown, the relay of Fig. 5 being used exclusively for the control of my circuits.

1O 10 10310, &c., designate train-stops which are controlled by the circuits embodied in my invention. One of these. train-stops 5 is located at the entrance end of each blocksection, though, if desired, they may be located at any convenient points adjacent'the railway. Each stop comprises a trip 11 11*, &c., which in itsoperative position engages wigh an arm (not shown) carried by a car an controlling the brake or power system, or both, of the car and a suitable form of motor for moving the trip fromits operative position and maintaining it in its inoperative position against the action of gravity or a spring whichis employed to move it from its inoperative position to its operative position.

If desired, the motor may be employed to move the trip positively to its operative po- 5 sition as well as to its inoperative position.

,i. do not limit myself to the use of any spcy cilic type of train-stop so long as it is sus ceptible oielectrical control. Each step is, furthermore, adapted to operate a circuit-controller l3. V/ hen the trip is brought into the inoperative position, the circuit-controller is operated to close a circuit, (the retainingcircuit).

When the trip is-moved to its operative position,the circuit-controller is operated to open this'circuit. The use of this contact 13, which forms an important feature of my invention, I will presently describe. For convenience in illustrationthe said circuit;controller isshown as a finger operated directly from a moving part of the stop mechanism; but the said device need not necessarily take the form. i

Each trip'in my invention is controlled as to its inoperative position by two circuits, and when both or-either of these two circuits are closed the trip will thereby be held in the inoperative position; but it both of these said circuits should be open at the same time the trip yill move by gravity or other applied force intothe operative position. These two circuits I call, respectively, the main circuit and the retaining-circu it. The main circuit is purely local to the stop which it controls and comprises the local battery or other equivalent source of electrical energy, a contact made by the track-relay in ii ig. 1, or a ciremit-controlleractuated from in vernent of the signal or signal mechanism, as in Figs. 2, 3. 4., and 5, the electromagnetic or other controlling device of the trip and wires connect ing the above elements in any suitable order to one another. The retaining-circuit of any trip in Figs. .1, 2, 3, and e) starts from the local battery or equivalent source at a preceding signal, thence through a relay-contact at the said preceding signal, as in Fig. 1, 01' through a circuit-controller operated from said preceding signal, as in Figs. 2, 3, and 4.,

thence by a line-wire to the said stop, where it goes through the contact 13 13, 850., hereinbeiore referred to, which closed, as above stated, by the movement of the said trip tc the inoperative position, thence through the controlling device of the said trip, and thence TOQ back again by a common return-wire to the other pole of the battery from which it started at the preceding signal. This method of control through a retaining-circuit originating from a precedingsignal station constitutes an essential part oi my invention, as shown in ,l rigs. 1,

and 4. The retaining-circuit which I show in fig. 5v differs, however,

from that shown in Figs. 1, 2, 3, and 1 in that it derives its energy from a source located at or near the trip controlled by said retaining-circuit and not from a source located at the preceding signal.

Having now described broadly the relative positions and functions of the various elements 'tion from the twoadjoining ones, v The dir'ec soae'rein myinvention, Twillfnioreparv ticularly-describe the exact operation army eircuits-and thetripstheycontrol. I k

"R ferring to Fig. 1,I have here shown a- 'liolftion of raiIivay track T divided into three qcomplete block-sections AB, BC, andCD, with the-"i'risulationz, 2, &c., separating each sec-v 1 tion' of traffic on the railway T is from A to D; There may of course be other block-see.

; tions p-receding A and succeeding-D which 'are not shown. The entrance of trains to see:

tion AB is governed by a signal 1, which" shown-in the clear position, therebyindicat:

ing that the section AB is clear of trains and that a train approachingsignal 1 may enter the. block. In like manner signal l governs the'block BC, and this signal is shown in the. danger position, indicating that the block BC is occupied by a car'or train of cars.

train is shown at E, and it will be seen that This ' part of said-'trainoccupiesthe block (JD,

core of said may, and the two contact springs signal 1 is in the clear position.-

thereby holding the signal 1" in the danger position. The signal 1 governs the block DE,

part only of which bloc'k'is shown,.and this E having completelypassed out of section 'AB,,the track relay 4: is energized by current which flows from its track-battery 3 through 30 the rails of thehlock'AB and the coils of the said relay 4:. Oonsequentlythe armature of said-relay will 'beattracted by the magneton fingers 5' and 25,-Which are; carried by the said armature, will respectively make contact with the wires -7 and I 17, thereby completing the local circuit of the. signal 1 and the main circuitpf the stop 10. It will'be seen. that the said contact springsj 5' and 25 areboth electrically connected-to one pole of 1 the bat-. .tery 8', and under certainconditions, nowto be described, current will flow from the bat- 'tery through these contactsprings. Taking, first the signal-circuit, we see that current will now flow from one pole-of the battery 8,

.taining it in that position so long as the relay 4 continues to beenergized, and the contactspring5 isthereby held in the position shown.

The main stop-circuit, which islikewise held vclosed by reason of the energized condition of the'track-relay, may be traced as follows:

Starting from one poleof the batte'ry '8 current flows throughcontact-spring' 25,-wire l7 Wire 15, controlling deviceiof stop 10, wire 14a, and "wire9 back togthe other pole of battery 8.

The completion of this circuit will have the effect of energizing the stop 10 andwill thereby hold the trip-11in theinopera'tive position Itwillbeseen,"therefore, that in thesystem 'I'am' now describing the trip 11 is heldin the inoperative position so long as the; block-sec;

The train thg fact. that the signal IHvas in-the clear .po-l

tion A B is clearoftrains andfthesignal-relay- 4 is thereby energized! Ti Referrlng now to block-section it section, and the. current from the-track-bati tery 3 has therefore two pathsthroughyvhich.

to flew, one'ibeing through the relay 4.. and the other'through' the wheels and axles of the car or-cars that are on the said. section-BG' .Under these conditions the currentchooses be seeni'that apart of the train E is on this the path through the Wheelsand axles ate r35:

said, that being-the path of least resistance,

andthe relay 4 being thus deprived of en-. 7

ergy drops its armature, thereby breaking the contact between 5 and 7 and that between 25. and 17 at tlie same time making theoo ng tact at g between 25 and 18, and "thereby! to which circuit we will again .refen. The

sign'alcontrolling circuit isopened, and the signal. moves to dangen? in ithe'nsual. man-. ner, Furthermore, thecontact between 25*- and 17 being broken, the maincii'cuitthrough 9.

the stop 10 is likewise opened, and the stop.

"completing-the retaining-circuit of" s top-'10 contact between 5* and 7 bei'ng br'okenf, thesis) or its controlling device beingthusfldeenerg."

tion, as shown;

Referring nowto block-section CDQIthere show'its track-relay 4 deenergiz'ed,xowingto" the presence of: partvof the train E on the said block-section com the same manner that the track relay' 4: of section-BG is deenergized, by a part of the sametrain E as already de scribed. The relaytbeing thus deen' rgi'zed, the contact between '51and Wis-bro en, and

.the controlling mechanism'of signal 1 being thereby deprived-10f electric energy the-said signal 1*"moves'jt'o the danger position, as- .1 5

shown. Furthermore, the contact between 25? 'and17' is" in like manner broken, and the main.

stop-circuit; through 1-7 is opened. Now if 'gized thejtrip moves into the operativeposie too the stop were wholly dependent on its main circuit for energi'zationf it'would now bad energized, and the trip 11? would move to the-=1 operative position and apply the brakesflorotherwisestop'ithe passing train E in spite of si on whenthe train began toehter the block;

0 We have seen, -howev ei ,-that when relay t? at B;wa's .deenergized a contact was.-

made at g? between the relay contact-spring 25 and. the wire 18, and this 'co ntact'forms;

part of what I call the retaining-circuit'of' the stop 10", which is located at (J. This re? taining-circuitmay'be traced as follows: Start-.

ing fromone-pole ofl'local battery Bf at B, the

current flows through contactspring 25, wire 18,circuit-controller: l3, wirell6i, wire 15?, .5" 9, wire 19", common return-wire 20, andwire' controlling deviceof. stop 10", wire 14, wire} 19 backto theotherpole of battery 8'1. This retaining-circuit energizes stop 10 with cur 7 rent derived from..battery 8 and holds the-- tripl'lfinthe inoperativeposition, so thatit has passedoti the block-section BC, but is 'still on section CD, is identical with that dishas entirely passed the said trip,

riving current either through its main circuit or its retaining-circuit, and the trip will consequently assume its operative position behind the train E and will maintain that position until the train E passes completely off section CD. As soon as the train has passed Dfi'itllb section CD the relay 4Q becomes energized once more and completes the main circuit of stop 10" through tne contact-point Thecondition of a'd'airs at C after the train played in the diagram at B that is to say,

a the relay at the entrance of the preceding.

block will be energized, as explained above, and the retaining-circuit through 1O broken,

thereby causing the trip 11" to assume the operative position. As soon as the trip 11 moves to the operative position the contact of the circult-controller 13" will be broken, and even if another train should now enterthe block BC, and thereby cause the relay r to make the contact between 25 and 18, the retaining-circult of stop 10 will not be complete, because it has been broken at 13. The. trip 11", hav ing gone to the operative position behind the train E, which we are now supposing to have entirely passed into section CD, will remain in that position until the train has passed outof block CD, thereby allowing the armature of relay 4." to complete the main circuit of stop 10" by making a contact between 25 and 17". As soon as this main circuit is again completed the trip 11 will once more assume the inoperative position, thereby closing the contact of circuit-controller 13" in readiness for a following. train to enter block BC and by deenergizing relay 4* complete the retaining-circuit, of which 13 formsa part, by closing the contact between 25 and 18. From the foregoing description it will be seen that when any given block-section is clear of trains its governing-signal will be in the clear position and the trip which is placed in proximity to said signal will be in the inoperative position' and the circuit-controller which is controlled by the movements of said trip will be closed. As soon as a train enters the block immediately preceding the said block the contact g or g of relay belonging to said preceding block will be closed, and the fig-nit of the stop belonging to the block will be closed and will remain closed until the train and the said retaining-cirtrip will then assumethe operative position and will remain in that position until the train has entirely passed oil the bloclnand thus the train while traversing the block will have its rear protected from any followingtrain so long as it remains in'the block, and, further-- more, when the train has 'completely' passedf out of the block the stop Which is located at the entrance to that bloc-k will again assume the inoperative position, and thereby allow a second train to enter the block.

In Fig. 2 I have shown an arrangement of.

circuits which is substantially the same as that of Fig. 1, except that in place of employing the contacts of track-relays to make and'break the main and retaining circuits of the trainstops I use circuit-controllers f f, &c., and g g, &c., which are operated from some moving part of their respective signals or signal mechanisms. Thus the main stop-circuit of 10? at 'D, forexample, starts from battery 8 and continues through wire 6, contact f which has been closed by the movement of sig nal 1 to the clear position, thence through wire 17, back to the other pole of the battery 8, from, which it started. The retaining-circuit of the same stop starts from battery 8 at (l and con- .tinues through wire 26, contact g", which is closed bythe movement of the signal 1" to the danger position, thence through wire 18 to contact 13 145', Wire 9",.wire 19", common wire 20, and wire 19l back to the other pole of the battery 8", from which it started.

In Figs. 1 and 2 like reference characters designate like parts of my apparatus, with the exception, above stated, that'in Fig. 2

circuit-controllers operated from, the signals are used in place of the relay-contacts which I use in Fig. 1. The operation of the circuits is otherwise identical in the two cases.

Fig. 3 shows my circuits as applied to automatic stops working in conjunction with a block-signal system where overlap-sections are used, the overlaps inthis case being of a wire 15, stop 10", wire 145, and wire 9.

at D, wire 16, wire 15", wire ITO length less thanthe distance between two ad jacent signals. BY the term overlap 1 mean that part of a block-section contioll hg a given signal which extends beyond the signal in advance'of that one which the said block-section controls. For example, that part of the track which extends from the sig-. nal 1 to the point a: between signals 1 and b is the overlap of the block-section AB, and

as far as the control of signal 1 is concerned it forms a part of the section controlling said a train passing signal 1 will move that signal to the danger position in the manner above explained in describing Fig. 1, and the signal having thus-moved to the danger position will stay in that position signalthat is to say,

until the train has passed the limits of the overlap-section. In other words, the signal 1 will not move to the clear position until the train has passed the point .2. 'It is to be uneoaeve train has passed the point In like manner, when the signal l has moved to the danger position it Will stay 11] that position until the derstood, of course, that when any part of a u train is on an overlap-section it will cause both the signal immediately behind it and the signal to which the-overlap belongs to assume the danger position; As regards the operation' of my system itwillbe seen that part of the train E is standing on the sectionCD, thereby holding the signal 1" in the danger position, and the circuit-controller f operatcd trom said signal, is open.

Consequently the main controlling-circuit of stop is open at f. Now when the train passed the pre ceding signal 1 it in like manner caused it to move to the danger position. thereby opening the circuit-controllerf and closing the circuit-controller g. As soon as g" was thus closed current began to flow from'battery 8 .at signall, through wire 26, contact 9, wire 18", circuit-controller 13 on stop 10, wire 16,

the overlap-section O ..'.Wire 15 controlling mechanism of stop 10", Wire 14:, Wire 9 wire 19",con1mon return-wire 20, and wire 19, to the other pole of battery 8, from which it started. Thisretaining-circuit will maintain the stop 10 in an energized con dition, thereby holding the trip 11 in its inop-' erative position until the train passes out of When the train has passed out of saidoverlap-section-signal 1 will again assume the clear position, thereby opening the contact 9, andthus breaking the retaining-circuit'of stop 10, which will then cause its trip 11 to assume its operative position, and the said trip will stay in that position until the train has passed out of the next succeeding overlap-section.

Referring now-to signall it will be seen that it stands in the danger position, owing v to the presence of the train in its overlap-section, and that the'contact f is thereby held open. Consequently the stop 1O does not derive any current fromitsmain circuit, of which the contact f forms a part.

its retaining circuit either, and is consequently .of the overlap-section C", thereby allowing 'bysuch movement to .closethe main. circuit.

deenergized, thereby allowing its trip 11 to assume its; operative position, and thesaid' trip 11 will remain in its operative position until the train E has completely passed out signal 1 to-move to the clear position and of stop 10* through the contact f In Fig. 4 I show my circuits as appliedto another system of overlap-blocks. In this system each overlap is'of a length equal toa. I block-section. Consequently eachjsig'nal is r controlled by two complete blocks. Thus sig- Further-- -more, the retaining-circuit of 10 is also open at the contact 5}, operated from signal 1, "which is in the clear position. The stop 10 therefore. does .not derive any current from nal 1 is controlled by a train so long as any part of 1t 1s between A and C, signal 1 is controlled bya train anywhere between the points B and D, and so on. The main cir-' cuits controlling stops are similar to those already described. The retaining-circuits, however; are controlled not from the next preceding signal, as 111 Figs. 1, 2, and 3, but from y the second preceding signal, thus allowing the stop to return to the operative position immediately behind a passing train instead of Wait-' ing until the train has passed-out of the overlap-section of the last preceding signal, as, in Fig. 3. The stop is held clear, however, while a train is passing it through the medium of the retaining-circuit in the same manner. as that already described in connection with Figs. 1, 2, and 3. V i

In Fig. 5 1 show a circuit adapted for use on electric railways, in which I use the propulsion-current for energizing the stop-relay. This system is substantially the same as that already described in Figs. 2, 3, and 4, except that the retaining-circuit derives its energy trip in the inoperative position and clear of the passing'train, "In the thirdview, G, the

train is shown as having entirely passed the stop, and the 1etaining--circuitis now open and the stop is in the operative position. we

As hereinbefore stated, Fig.5 shows how 1 apply the circuits embodied in my invention to an electric railway, and-I ha e-ciaosen for my illustrationa railway where whatis known as a.third railis used as means for con-' veying electric power for propelling the cars and where one track-rail is used as a returnconductor for the propulsion-current in theusual manner, while the other track-rail is divided by insulation 2 into block-sections'ior "the automatic control of block-signals; As

in the-preceding figures, l designates a railthe block-sectionT, Qbeing the insulation which separates the block T from the preced- In the first view, A, I have shown the In the I -taining-circuit is closed, thereby holding the way-signal controlling the entrance of cars to 4 ingjblocli sectionsL. 3-designates the time raiL'from lwhich. the car'straveling on the rail-' way. derive i -Qf; sa s.- i I p I withcontaet shoes' t and 4, oneormore pairs heirelectrical energy. .E is a 'ro v ided in the usual manner.

em ichyare carried by eachcar. 5 desig- I ny: adapted to has -ra ed by pelling the cars and havingbne pole electric.-

i be traced as follows: from battery to the required value. The numerals 8,10,

1%, 15, 16, 17, 18, 19, and 20 are wires or from the track that the contact-shoes ot' a with the third or powerrail. Furthermore, the rail 9 is of suilicient length to insure each consequently as long as any car is passing the short rail 9 there will always be current called the main circuit of the stop 10.

rent of the same nature as that used for prol ally co nnected'to the short rail 9 by the wire or conductor 6 and the other pole electrically connected to the return-rail 19. A resistance 2' may be inserted in the circuit of the coils ofsaid relay to cut down the current in said circuit 11, 1'2, and '13 have the same significance as in the preceding figures of this specification.

conductors l'o'rming parts ofthe circuits now to; ,be described. The aforementioned short rail 9 is located-close to the track on the sideremote from the third rail at su ch a distance passing car or cars will make contact with it 1n the samemannerthat the contact-shoeson the'other side ot'the car or cars make contact successive shoe ot' a passing car making contact with it bet'orethe preceding shoe has passed ofl' it. Thus there will always be at least one contact-shoe ot' a passing train which willmake contact with the short rail 9, and

flowing from the third rail 3 through contactshoe 4 to contact-shoe i and thence through the relay back to the return-rail 19.- Suppose, now, a train E to be approaching signal 1 and to beinaking contact, as shown at A, between the third rail 3 and the shoe 4, on one sidegand between the shoe r and the rail 9 on the other side. The signal 1 being inthe clear position, the contact f is closed and current is flowing from one pole of battery 8, through contact f, wire 17, wire 15, stop 10, wire 14:, back to the other pole of battery 8. The stop 10 is thus energized and the trip 11- is held in its inoperative position. This maygloe l *e have seen that contact is now established between the shoe 4* and the rail '9. Consequently current flows from the third 'or power rail 3, through contactshoe 4, shoe't rail 9, wire 6, relay 5, resistance'r, wire 7, to returnrail 19, thereby energizing the relay 5 and closing the contact at g. Current now flows through the stop-retaining circuit, which may 8, through wire 20, armature of relay 5, contact 9, wire 18-, contactl wire 1.6,wire l5, stop l0,'wire 14:, back to battery 8. This retaining-circuit, V as in the cases previously described; is sulfifoient to energize the stop 10 independently of the main circuit, and. it will continue toso energize the stop so long as a contact-shoe of any car of the passing train is still making contact with the rail 9. At B, 1 show the same train when .it has partly entered the block-section governed by signal 1, the said signal having there 'y been moved to the danwhich the stop is provided aces-7s ger position in the usual manner. it will be ,5

seen that the main circuit is now broken at the contact f in the manner already described in'ret'erence to Figs. 2, 3, and a, and the stop is now held in the inoperative position by the retaining-circuit. At C, I show the train as having passed entirely into the blockT, thus breaking the 'CODlZlDUltY of the electrical circuit from rail 3 to rail 9, and thereby deen .ergizing the relay 5. The relay 5 being thus de'energized allows its armature to drop, thus breaking the' retaining-circuit at the contactpoint g, and thereby deenergizing the stop 10 and allowing the trip 11 to assume theoperative position. The contact 13 is opened by the movement of the trip 11 to the operative position, and thus the retaining-circuit is pre vented from being reestablished bytlie pres ence of a second train until the first train has passed out o'fthe block T, the'signal 1 to reassume the'clear position and by closing the contact f to reestablish the main circuit. When the main circuit has thus restored the trip to its. inoperative position, the contact 13 will thereby be closed again in readiness for the-next succeeding train to establish the retaining-circuit What I claim as my invention is- 1.- The combination with a series of blocksections of a railway,vot' an automatically-operating train-stop comprising a trip for each block-section, and two circuits for each trainstop eitherot which when closed prevents the trip't'rom being moved to itsoperative position, one of said circuits beingopened by the passage of a train into the block-section for which the stop is provided and the other or" which circuits is closed through the action of the train in a preceding block-section.

2., The combination with a series of block-. sections of a railway, of an automatically-op crating stop comprising a trip for each block section, two circuitsJt'or each train-stop, either of which when closed prevents the trip being moved to its operative, position, one of said circuitsbeing opened'by the passage of a train into the block-section for whichj'the stop is provided and the other of which is closed. through the action ofvthe train in the preceding'block-section, and a circuit-controller in the circuit closed through the action of the train in a precedingblock-section, which when actuated by a moving part of the stop when the trip moves to its operative position opens the said circuit in which it isincluded.

3. The combination with a series of blocksections of a'railway, of an automaticallyopcrating train-stop comprising atrip for each block-section, and two circuits for each trainstcp either of which when closed prevents the trip from being moved to its operatiye position, one of said circuits hei'ngopened by the passage of a train into the block-section for and the other of thereby allowi 2O cuits either of which which circuits is closed through the action of the train in a preceding block-section, and opened by the operationof the stop in the movement of the trip to its operative posi- 5 tion.

4. The combination with an automaticallyoperating train-stop, comprising a trip and located at a point along a railway, of two circuits either of which when closed prevents the I trip from being moved to its operative position, one of said circuits being closed before point at which the stop the train reaches the is located, the-other of which is opened when gft tl'fiin passes the point of location of the stop and the first of which is also opened after the 7 train passes the point of location of the stop.

The combination with an automatically-- operating train-stop, comprising a .trip and located at a point along a railway, of two cirwhen closed prevents the trip from being moved to itsoperative position, one of said circuits being closed before the train reaches the point at which the stop I is located; the other of which is opened whenv 5 a train passes the pointof location of the stop and the first of which is also opened after the train passes th point of location of the stop, by the operation of the stop in the movement of the trip to its operative position.

6. The combination with two block-sections:

ofa railway, each of which is provided with a track-circuihof an automatically-operating train-stop located-at the entrance-end of the. second block-section, and two circuits for said train-stop either of which when closed prevents theoperation of the train stop to move the trip to its operative position, 'one of said circuits being closed by the'ac'tion of atrain in its passage-through the preceding block 4 section and opened by the passage of the train out of the preceding block-section and by the operation of the stop to move the trip to its operative position. i v

7., The'combination with two block-sections of a railway, each of which is Provided with a track-circuit, of an automatically-operating train-stop located at the entrance end of the second block-section, and two circuits for said train-stop either of which when closed'prevents the operation of the train-stop to move the trip to its'operative position, one of said circuits being closed by the action of a train in its passage through the preceding blocksection and opened by the out of said preceding block-section.

passage of the traj p 8. The combination with anauto'maticallycurrent, two circuits either of \vhichwhen closed prevents the tripfroin being moved to its operative position, one of said circuits being closed through the energizationof said relay device before the train reaches the point at which the stop is located, the other of which is opened when a train passes thepoint of location of the stop and the first of which is also opened after the scribing witnesses. WU LIAM A,'BARTLEY.

Witnesses:

- A. HERMAN W-EGNER,

JOH G. Hounri train passes the point of' location-of the stop. v Y In testimony whereof I have signed 'my, name to this specification inthe presence of two sub-'

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