US851692A - Automatic block-signal system. - Google Patents

Description

No. 851.692. PATENTED APR. 30, 1907. P. P. J. PATBNALL & G. H. DRYDEN.

AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLIOATIGN FILED DBO. 4. 1906.

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www M PATENTED APR. 30, 1907.

F. P. J. PATENALL & G. H. DRYDEN.`

AUTOMATIC BLOCK SIGNAL SYSTEM. APPLICATION FILED DBO. 4, 1906.

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Inventor/.s @L WM' ,692. PATENTED APR. 30, 1907.

F. P. J. PATENALL a G. H. DRYDEN.

AUTOMATIC BLOCK SIGNAL SYSTEM.

APPLICATION FILD DBO. 4. 1906.

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- ed out particularly more, Maryland, have invented certain new UNITED STATESMPATENT FFICE FRANK P. J. PATENALL AND GEORGE DRYDEN, OF BALTIMORE, MARYLAND.

AUTOMATIC BLOCK-SIGNAL SYSTEM.

Specification of Letters Patent.

Patented April 30, 1907.

Application tiled December 4, 1906. Serial Nu. 346,238.

United States, residing in the city of Baltiand useful Improvements in Automatic Block-Signal Systems; and We do hereby declare the following to be a full, clear, and eX- l act description of the same, reference being had to the accompanying drawings, forming a part of this specification, and to the figures andy letters ot reference marked thereon.

This` invention relates to automatic railway signaling systems being more especially though not exclusively applicable in connection with track circuits adapted to be shunted by the wheels and axles of a train or the opening of switches, etc. in the track section forming the block.

The objects of the invention are especially to effect a more positive, efficient and economical operation of the signal motor mechanisms, indicators, etc. even under adverse climatic or weather conditions. Also'to provide a system not liable to be seriously affected by lightning discharges or the influx of heavy currents from extraneous sources. Also to provide a system wherein the signal lightsv will be so controlled as to give `the highest efficiency and greatest economy, and as incidental thereto, to provide a system wherein the signal lights will be automatically lighted only when necessary or desirable to indicate the condition of the signals, as for instance, when there is an'approaching train l in one of the .two preceding blocks or track sections. Also to provide a system so arranged, that failure of the line connections between block or signal stations will still leave the system operative to permit a continuance of traffic with entire safety and iinder the control of properly operated signals normally included in the complete system.

The invention consists in certain novel details of construction and combinations and arrangements of the circuits and circuit connections and appliances appurtenant thereto all as will be hereinafter described and pointin the appended claims. l In the accompanying drawings-Figure 1 is a diagrammatic illustration of a system embodying the present improvements and arranged for the `operation or control of three position signals, each having one semaphore arm and. one lamp. Figi 2 is a diagrammatic illustration of a portion of the system showing more especially the circuit arrangement for controlling or operating the distant relay of each block or signal station. Fig. 3 1s a diagrammatic illustration of a system corresponding to the system illustrated in Figs. 1 and 2 but arranged for the operation or control of a plurality of seinaphores and lam s or lights therefor, and from which it will e understood that any number of lights may be arranged in multiple and controlled from the saine circuit.

Similar letters of reference in the several figures indicate the saine parts.

In the system adopted for illustrating the present invention, traffic is su posed to proceed in one direction only, tiat is to say, from left to right as illustrated by the arrows in Figs. l and 2, although certain features of the Asystem are equally applicable where t-rafiic is to proceed in both directions vover the same track, for instance, the automatic lighting of the signal lights in advance of a train and the extinguishing of such lights after the passage of the train. ln both Figs. l and 3 four signal or block stations are shown, t-lie circuit connections of the first and last stations however being incomplete, but as will be readily understood by those skilled in the art, the portions of the circuit connections and appliances not illustrated are merely duplicates of the corresponding port-ioiis of the circuit connections and appliances shown in the intermediate. signal or block stations of the illustrations.

The block sections are indicated respectively, by the reference characters A A2 A3 and A4 and associated with each block section is a block or signal station preferably located with the semaphore or signal mechanism at the entrance to the block, the semaphores or signals being diagrammatically illustrated as is customary at S ""2 S3 and S4 respectively.

B B2 BSand B* are track batteries, or other source of low voltage power, preferably located in proximity to the exit end of the respective track sections and adapted to energize track rela s T T2 T3 and a corresponding track relay, not illustrated, the relay T being energized by a track battery, not illustrated, but forming a portion of the system corresponding to the portions illus- IOO trated as will be readily understood. Short circuiting of the rails or tracks between the batteries and track relays (le-energizes the latter and through roper circuit connections controlled by said relays, 1n connection with circuit connections controlled by the signals, the signals themselves are operated to indicate to the engineer of each train, the track conditions existing for two blocks in advance of that on which the train is running and also operate or permit the signals in rear ot the train'to operate in a direction to indicate stop or danger.

The circuit connections and appliances may be briefly described as follows: C C2 C3 and C* are clearing relays each controlled by two preceding track circuit sections. D D2 D3 D4 are distant relays for the control of the distant or clear indication of the. signals S etc., these relays being normally energized, but not with sulicient power to attract their armatures, except when the next succeeding signal is in either the clear or caution osition. E E2 E3 E4 are double wound re ays, E being included in series in a circuit with D2, E2 beingincluded in series in a circuit with D3 and E3 beinor included in a circuit in series with D, Eacli is controlled by two sections of track circuit, as will presently appear. l/ L2 L3 and L4 are signal lights or lamps each controlled directly by the clearing relays C etc. and the latter, as before stated, are controlled by two preceding track circuit sections whereby the signal lights will be lighted to show the condition of the semaphores or signals at two stations in advance of the train. F F2 F 3 and F 4 are batteries or other source of power for the control of the line relays, switch and tower indicators, which latter Will be presently described. G G2 G3 and Gr4 are storage batteries from which power is derived for lighting the signal lights and operating the signal motors, signal operating clutches, locks &c. The latter parts are well known in the art and are therefore not illustrated, the circuit connections leading thereto being deemed sufficient for an understanding of the present invention. In this connection it may be stated that the controlling relays shown, are applicable for controlling practically any of the known systems of signal or semaphore operating motors, clutches, locks &c.

The 'storage batteries may be charged from a power circuit or from primary batteries or other suitable source of electrical energy and hence charging terminals are sim y indicated in the dlagram at W in the wel understood manner.

In connection with the main block si naling system itis ractical and 'desirab e to make use of switcli indicators, switch lamps, tower indicators, crossing bells, etc. and these parts are illustrated diagrammatically in the drawings, thus H H2 and H3 are switch indicators, each controlled from two track sections namely, the immediate track section `as well as the preceding track section. Indicator I l2 is shown as an indicating relay carrying a local contact P for lighting switch lamp O from alocal storage battery I I2 and I3 are switch instruments for short circuiting the rails when switches are opened. R indicates a crossing or Warning bell controlled by a tower indicator relay and supplied with power from a' battery V and it will be understood that the tower indicators U may give a visual indication to towermen, gatemen or station agents when trains are approaching.

N N2 N and N4 are circuit controlling (levices always open to break the circuit when the semaphores or signals are at danger and closed by the said semaphores or signals when they reach the 45 or caution posltion to establish the circuit. They are held closed when the semaphore or signal moves to the clear or 90o position, thus the said circuit controlling devices are always closed to establish the circuits when the signals are in both caution and clear positions but are open to break the circuits when the semaphores or signals are in danger position.

Referring particularly to Fig. '2 it will be seen that the relays E E2 etc. are double wound relays, that is to say, the circuit mav be established througl'l all oi' the coils of said relay or a portion of the coils of said relavlnay be shunted or short circuited. This relay is wound to a high resistance, while the relay D2 in series therewith, is wound to a low resistance, the proportioning being such that when the circuit flows through all of the coils oll the relay E the armature of relay D2 will not be attracted, but when the circuit is established through a portion only offthe coils ot' relay E', sufficient current will How through the circuit to attract the armature of relay D2 and` render the same'etfective for controlling a motor circuit as. will presently appear. The shunt for the coils of the relay E' is controlled by the circuit controlling devices N etc. whereby the shunting is effected by the semaphores or signals. To better illustrate the operation` of the system a train is presumed to occupy the block section A4 as indicated at X, the signal 'or semaphore at the entranceto the next succeeding section being at clear and the secondsucceedinv semaphore or signal being atcaution, al other semaphores or signals being at danger, but it being understood `that all sections in advance of section A4 are unoccupied. Under these conditions, current from battery F flows through the upper contact of track relay T, coils of relay E', line wire K2 intermediate contact of track relay T', distant rela D2 to common return Wire M thus ener'- gizing relay E to attract its armature, but the relay D2 being wound to a low resistance look IIO

its armature is not attracted. Current from battery F passing through the said upper contact of track rela T branches through front contact4 of relay through wire J to a 5 clearing relay corresponding to relay C but at the next succeeding station, and therefore not shown, returning through common return wire M. At the block station for section A2, the conditions aresomewhat altered because of the fact that the semaphore or signal is at caution and the circuit closing -device N2 closed. At this station, current frombatte F2 flows through the upper contact of trac relay ated by signal S2 and closed because the latter is incautionposition, through a part of the resistance in relay E2, to line wire K3, intermediate contact on track relay T2, coils of relay D3 to common return wire M, a suffi- 'zo cient current flowing in this instance because of the shunt at E2 to cause the armature of the relay D3 to be attracted, the conditions then existin being that the armatures of both relays 2, D3 are attracted and the circuit connections controlled thereby established. Current from battery F2 passing through the upper contact of track relay T' and branching through relay E2 passes to circuit wire J2 and energizes switch indicator H and relay C in le with each other, the return beiii/gr I lO multip effectedv through the common' return wire At the signal station for the block A3 the semaphore S3 is at clear position and the cir- 3 5 cuit from the battery F3 passing throughthe u per contact of track re ay T2, circuit closer Nx3 on signal S3, throu h a part of the coils of relay E3 to line wire 2 thence to intermediate contact on track relay T3, finds the latter open because of the short circuiting of the track battery B3 and no current ows. As la result relays E3 and D2 are de-energized and their 'armatures down. The branch of the circuit from the battery F3 controlled by the relay E3 bein opened by the dropping of the armature of t e relay E3, no current ows on the line J 3 and as a result switch indicator H2 and clearing relay C2 of the succeeding stati on are de-energized, switch -indicator H2 displaying danger, and through the back contaetat P lighting the switch lamp O. Relay C2 operates throughv suitable front and back contacts to perform several functions. First the dropping of the armature opens the front :contact to remove the shunts from the signal motor as will be presently explained. Seeondly it gives current from the storage battery through its upper back contact, lower -liront contact oftraek relay T to caution motor control Z through motor (not shown) y and back to-battery through the return motor control Z therebyv drivin the signal S2 to the caution position. Tnir ly it gives current 'from the 'storage battery through the lower back contact to the lamp or signal light L2 Icurrent to the back T, circuit closer N2 oper the front contact of thereby lighting the lamp for signal-S2 which latter is now in the caution position and illuminated. Relays T3and E4 being cle-energized no .current passes from battery F4 to the switch indicator H3, tower indicator U or clearing relay C3. Indicator H3 therefore goes to danger by gravity, tower indicating relay U assumes danger position by gravity and gives contact of its armature to the crossing bell and opens to perform the removing the shunt secondly, giving curfrom the battery V the armature of relay C3 three functions of first, from the signal motor, rent'through its upper back contact and also front contact of track relay T2 to caution motor control Z through the motor and back to battery thereby driving the signal S3 to caution position. Signal S2 as well as signal S3 now being in caution position and circuit controller N2 closed shunting a part of the resistance of relay E2, the current in line K3 isof sufficient strength to attract the armature of distant relay D3. Signal S3 having already been driven to the caution position, we now have circuit conditions for permitting current from storage battery G3 to pass through upper back contact of relay C, lower front contact of track relay T2, branching through front contact on distant -relay D3 to clear motor control Z2 and through said motor driving the signal to its clear position. Thirdly, current from storage battery G3 finds a path through lower back contact of clearing relay C3 to lamp L3 whereby the latt'er is li hted to illuminate the -signal S3. With train X occupying the' block section A* and the track relay T3 o ien, a following train entering track section or the next section preceding thesection A3 causes the clearing relay C2 to open, current being immediately given to light the lamp L2, although signal S2 cannot operate on account of track relay T3 being open and hence the danger conditions ahead of the following train are indicated both by t ie position signal. nder the i-llustrated'conditions t. e., witha train occupying block section A, it will also be noted that signal lam'is L2 and L3 and switch lamp O are burning but lamys L and L4 are not lighted, signal S2 is in the caution position and signal S3 in the clear position, switch indicators H2 H3 at the danger, switch indicator H is clear, tower indicator U is at danger and crossing bell li is caused to ring. It will be noted that all track relays T, T etc. are so arranged that when energized they are in position to permit current to pass through the4 lower front contacts from the storage batteries to the when deenergized the home or caution control side of the signal motor is in shunt with the return motor control through the lower back contact. The shunting of the distant or clear motor control side of the signal motors or clutches is controlled by the duplicate front and the lighting of the A IOO Y from the signal motor for signal S.

Vthereby causing the indicator H" danger by contacts of the relays C', C3, C3, C3 both said shunts being effective at all times save when the motor or motors are being operated to move or hold the signals. The shunt circults may be clearly seen in Fig. 1 at the left hand station A3 where the clear motor control Z3 leads directly to one of the duplicate front contacts of the relay C4 and said relay C4 being energized the shunt circuit is cornleted through its armature and the other ront contact of relay C3 to the motor control return Z. From the caution motor control Z the shunt is established through the armature andl back contact of track relay T3. This relay being denergized Aand its armature against said contact establishes the shunt circuit to the motor control return 7. thus `both motor controls are shunted or short circuited. When trainK passesinto block section A3 and out of block section A, track battery B3 is short circuited, thereby causing the track relay T3 to be de-energized, (the signal or semaphore S3 immediately assuming the danger iosition) and opens the circuit through fine wire K3 (le-energizing relays D3 and E3 and cau-sing their armatures to drop. The dro i ping of the armature of the relay E3 opens t e circuit through the line wire J3 to go to gravity and the armature of clearing relay C to drop and remove the shunt Storage battery G through the back contact of relay C lights the signal light L, operates the motor to move thev signal S to caution, and the latter through the circuit controller N shunts a part of the resistance in relay E to increase the current in line K3, the effect of which is to cause the armature ofv relay D3 to be attracted giving current from the storage battery G3 to the clear motor control and thereby changing the signal S3 toihe clear position. Track relay T3 closes as the train moves ourl of the section'A3 thereby giving current from battery F3 through upper front contact of relay T3coils or" relay E3 to line K5 leading back to the track relay and distant relay of the preceding section not shown in the drawing, the return being effected through the common wire M and the result being to attract the armature of relay E4 thereby giving the current through the front contact of the latterto line J3 and energizing switch indicator H3 moving the same io clear position. The current in this circuit also attracts the armature of tower indicator U giving a clear indication, stops the bell from ringing and attracts the armature of relay C3 thereby extinguishing the lamp L3 Jfor the signal S3, opens the motor battery circuit controlled' by relay C3 shunts the motorl through the front contact of said relay and the signal moves to danger. The

return motor control it will be noted, is shunted or the motor or motors included in closed shunt circuits when the clearing relays vhence two lamps are required for il z respects identical,

eign currents on the signal motors or clutches y is practically eliminated and the chances of interference by such foreign currents tending to cause the signals to stick in'clear or caution position when they should be in the danger position as when the. track relays are opened, is reduced to a negligible factor.

In Fig. 3 the circuits and operation of the system correspond in all respects to Figs. 1 and 2 the sole difference between the two systems being that in Fig. 3 two signals or semaphores are shown on the same ost and uminatmg the respective signals or sema hores. In Fig. 3 lamp L5 is in multi le Wit lamp L, lamp L6 is in multi le with amp L3, lamp L7 is inmultiple with amp L3, lamp L3 is in multiple with lamp L3, the lamps being thus arranged in pairs and both lam s of a pair being simultaneously lighted wllien the circuit conditions are as heretofore described in connection with Figs. 1 and 2. It will be understood of course that the two semaphores or signal arms are operated just as is now common in the art where the double indication is desired rather than a three position indication. In this Fig. 3 the train is presumedv to occupy the section A4, as heretofore described in connection with Fig. 1 and inasmuch as the operation is in all further description is thought to be unnecessary, the illustration being mainly to show the applicability of the present invention in systems requiring a plurality of lights and in this connection it will `be understood that the number of' lights and signals may be increased at will.

From the foregoing description it will be seen4 that failure of the line Wires between block stations will still leave an operative and safe signaling system, for instance, breakage of line wires J, J3, etc.,v would cause the armatures of clearing relays C C3, etc., and switch indicators H H3, etc., and tower indicator U to drop and in turn the signal governed by the said relays to change to the caution indication land this would be the normal position in such signal. The lights controlled by any of the circuits would burn continuously until repairs were made and a train passing in the proper running direction would receive indications in either night or day, permitting the trai-ns to proceed under caution signals but without interruption of traffic. In other words, the system is simply transposed into a normal caution system. So also should line wires K K3 etc. of common Wire M be broken, relays .1 t3 etc. would open taking away power from clearing relays C C3 etc. as Well as from the switch IOO ISO

Y the proper running mally sliunted by said circuit closers indicators and from line relay I? and tower indicator.4 signal governed by the clearing relay to change to the caution indication and the lights would burn continuously as before. As in the other instance, a train passing in direction would receive a caution indication when the track relays were closed, and in every instance, the signals `will always display" danger in rear of the trains and cannot be moved'to the caution position until the train has cleared the track section. Under the conditions stated wherein all of the line wire connections have failed,

all lamps will burn continuously and the system is transposed into a normal caution system, the signaling mechanism proper including the sema hores, lights, caution motor control &c., al being operative and eilective and under the control of the track relays.

Having thus described our invention, what we claim as new and desire to secure by Letters Patent, is

1. In a block signaling a paratus the coinbination with a series otp normally closed rail 'circuits and circuit closers controlled by said circuits, of signaling circuits noi'- mally shunted by said circuit closers and adapted to be established to render the signals operative by the presence of a train on the track sections.

2. In a block signaling apparatus, the combination with a series of normally closed rail circuits and circuit closers controlled by said circuits, of'a series of signal circuits nlprut established by said circuit closers when the rail circuits are sliunted to render the signals operative.

3. In a block signaling apparatus, the

combination with a series of normally closed rail circuits and circuit closers controlled thereb of indicator and clearing circuits 7 norma ly established by preliminary relay in series,

said circuit closers and a series of signal circuits normally shunted by said circuit closers but established by said circuit closers when the rail circuits are shunted to render the si als operative.

4.r In a block signa ing apparatus, the combination with a series of normally closed rail circuits and track relays controlled thereby, a circuit controlled by two successive track relays and including a distant and a normally closed contacts controlled by the preliminary relay, a combined clearing and indicating circuit including the preliminary relay contacts and contacts controlled by a track relay, said two last mentioned circuits being interrupted when the rail circuits are shunted thereby preventing signals in rear of trains and indicators ahead of trains from clearin f and also causing signals ahead of trains to c ear when the track circuits ahead of trains are not shunted.

5. In a block signaling apparatus, the

This in turn would also cause the combination with a series of normally closed rail circuits and circuit closers controlled thereby, of indicator and clearing and distant circuits normally established by said circuit closers and interrupted thereby when the rail circuits are sliunted to move the indicators to danger and prevent the clearing ofthe block signals.

6. In a block signaling system the combination of a series of normally closed an energized track circuit sections,4 circuit closers controlled thereby, distant relay circuits normally closed by 'said circuit closers and each including a distant relay and a preliminary relay embodying shunt coils normally in series and of such resistance as to prevent the operation of the distant relay, automatic signals having a preliminary or caution position controlled by the track section circuit closers, circuit closers controlled by the signals to shunt the preliminary relay coils, reduce the circuit resistance and render the distant relay operative to clear a signal previously moved to the caution position.

7. In a block signaling system the combination ot' a series of normally closed and energized track circuit sections, circuit closers controlled thereby, distant rela circuits nornially closed by said circuit c osers and each including a distant relay at the home station and a preliminary relay at a succeeding station einbodyinr shunt coils normally in series and of suc-i resistance ,as to prevent the operation of the distant relay, automatic signals havinga preliminary or caution position controlled by the track section circuit closers, circuit closers closed bythe signals when in caution land clear positions to shunt the coils of the preliminary relay, reduce the circuit resistance and render the distant relay at the home station operative and a clear signal operating circuit established by said distant relay to clear the signal when the said succeeding signal is in caution position.

8. In an automatic block signaling system, the combination of norniall closed track circuit sections and inde en ent normall f open signal lighting circuits controlle by t e track circuits, associated -with mechanical signals rendered visible by the closing of the lighting circuits.

9. In an automatic railway block signaling system, the combination of a plurality of normally closed track circuit sections and a plurality of independent normally open signal lighting circuits each controlled bythe immediate and next preceding track circuit sections whereby ythe signals are lighted a section in advance of that in which a train may be located and extinguished only after the train has passed out ofthe immediate section.

10. In an automatic railway block signal- IIO IIS

' track ing system, the combination of a plurality of. normally closed track circuit sections and a plurality of independent normally open signal lighting circuits each controlled by two sections of trackv circuit to light the signals during the presence of a train in either section.

11. In an automatic railway blocksignaling system the combination of a plurality of normally closed track circuit sections, circuit closers controlled thereby, normally energized relayscorresponding in number to the track circuit sections and each controlled by two sections of track circuitand independent signal lighting circuits one for each relay and including a'circuit closer normally held open through the action of said relay but released to close the lighting circuit when a train is in either of the controlling track sections.

12. In an automatic block signaling system, the combination of a plurality ot' normally closed track circuit sections, normally closed circuit closers controlled thereby, normally energized relays one for each section and included in a circuit controlled by two track section circuit closers, normally open independent local signal lighting circuits a circuit closer for each lighting circuit controlled by one of said relays and released to light the signal lights by opening of the'relay circuit through the presence of a train -in either of the controlling track sectionsor through failure of the line wires.

.13. In an automatic block signaling system, the combination of normally closed track circuit sections, normally open lighting circuits, normally sliunted signaling circuits and circuit closers controlled by thetrack circuits to close the lighting circuits and open the signal circuit shunts when the track circuits are shunted.

14. In an automatic block signaling system, the combination of normally closed track circuitsections, normally o pen lighting circuits, normally shunted signaling circuits, normally closed indicator and clearing relay circuits, and circuit closers controlled by the track circuits to close the lighting circuits, open the shunts of the signal circuits and open the indicator and clearing relay circuits when the track circuits are shunted.

15. In an automatic block signaling system the combination of normally closed track circuit sections, normally inoperative local signal circuits, normally closed distant Aand preliminary relay circuits, distant and preliminary relays in saidI last mentioned circuits and circuit track circuit -sections and distant relays for establishing the signal circuits to operate the signals.

16. In anautomatic tem the combination of normally closed circuit sections, normally inoperative local caution and clear signal circuits norblock signaling sysdanger, track and d anger to caution closers. controlled by theV mally closed distant and preliminary relay circuits, distant and preliminary relays in said last mentioned circuits, circuit closers operated by the track circuits for establishing the relay circuits, circuit closers operated by the distant relay and by the track circuits for establishing ythe clear signal circuit, the circuit closers controlled b r the track circuits also operating .to establish the caution signal circuits independently of the distant relays.

17. In an automatic block signalingsystem the combination of a plurahty of automatic signals normally indicating danger but adapted to indicate caution or clear and located' respectively at the entrancey to the blocks, local signal circuits for moving said signals to caution and clear positions, normally closed line circuits between stations including circuit controllers for the signal circuits whereby the movement of the signal at one station is dependent upon conditions existing at another station and circuit control- 1ers at each station operated by the track section circuit for that signal circuit, and when the line circuits are broken or inoperative, operating to establish said signal circuit to hold the signal out of the danger position, but permitting it to move to danger when the track section is occupied.

block also controlling a 1S. An automatic block signaling system Y normally stand at stop or line circuits operating to control the movenient of said signals from or clear positions in advance of an approaching train and also enibodying signaling circuits controlled from the track circuits alone when the line circuits are broken or inoperative for holding said signals normally out of'the danger position but permitting any signal to go to danger when the track section controlled by that signal is occupied by a train', the breaking of wherein the signals 'the line circuits thus transpos'ing the system from a normal danger into a normal caution or clear system. f

19. In an automatic signaling system, the combination of a plurality of automatically controlled signals, normaiy lindicating stop, normally closed track circuits shunted'by a train in the immediate block section, normally closed distant control and preliminary relay circuits operated by two sections of track circuit, normally closed indicator and clearing relay-,circuits operated by a preliminary, and a track relay switch, normally shunted signaling circuits controlled by a clearing relay switch to 'remove the shunt and give ower to the signal motor through an immediate track relay switch, to give a caution indication and also to give power tlirou h an additional relay switch controlle by a second section of track circuit and a circuit closer on the signal in advance to give a clear indication.

IOO

IIO

ISO

"'20. In an automatic block signaling system, the combination of the track circuit sections including track relays a signal normally indicating stop located at the entrance to each block section and adapted to give a plurality of indications, signal motor control circuits for controlling the movement 'of the signal away from stop position and normally shunted, a clearing relay for removing the shunt from the signal circuit `and giving power through the track relay switchto give a caution indication, a preliminary relay having'l two windings and a distant relay in series therewith but at the opposite end of the distant wire, the preliminary relay being of high resistance and having its armature normally attracted, ,the distant relay being of' low resistance and having its armature normally at'rest against a back stop, a circuit closer on the caution indicating mechanism for shunting part of the coils of the preliminary relay -to increase the current in the distant wire to render the distant relay operative and a circuit closer controlled by t e` armature of the distant relay and included in the clear signal motor control cirp distant line wire having) two relays ofdi cuit.

21. In an automatic block signaling system the combination with normally` closed track circuits includin track relays, and signal circuits controlle by said relays, .o a

erent resistance in series ut at opposite lends of a block section for controlling the clear signal circuit and both controlled by an immediate and an advance track circuit relay.

22. In an automatic block si al' system', normally closed track circuits inc udm track relays, normally closed indicator an clearin 'relay circuits in'multiple and each control ed by two preceding track relays, and si als controlle by said circuits.

23. n an automatic block signaling sys- Vtem the combination of'track circuit secnormally --closed tions, normally open lighting circuits, and clearing circuits between block stations including. relays for holding the lighting circuits open, whereby upon signal in advance of the break breaking or failure of any clearin circuit the wilI be lighted.

T5245. In a block signal system the combinationof a signal givin home and distant indications for each' bloc section-a distant con'- trol and a preliminary relay of different resistances in series with a battery in the same line but at opposite ends of a circuit, a circuit controller operated by a second home signal for shunting out a part of the resistance included in one relay when said home signal is clear, the operation being that when all the resistance in both relays 1s in the line circuit the preliminary relay only will respond to the circuit of the battery, but when a 'part of the resistance of one rela is shunted out of the circuit both relays wi l respond to the current of the battery.

25. In an automatic signaling system, the combination of normally closed track circuits and normally open circuits for lightinr switch lamps, assoclated with mechanical switch signals lightedby said lamps.

26. In an automatic si aling system, the combination with norma y closed track circuits, normally open switch lighting circuits,

normally closed clearing circuits, all so arranged that the breakage of any or all the controlling line wires, de-energizes the clearing rela s causing switch lamps to burn continuous y. y. y

27. In an automatic block signaling system, rthe combinationwith normally closed track circuit sections includin track relays, and contact lingers controlled y said relays, of signal motor circuits normally established through said contact fingers and broken when'the rela s are de-energized and a shunt fdr the signa circuits closed by the back movement of said iin ers, whereby the ossibility of the signa s remaining at c ear when danger condltlons exlst is eliminated.

FRANK I. J. PATENALL. GEORGE H. DRYDEN.

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