US897607A - Automatic calling-on signal. - Google Patents

Description

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W. H. ELLIOTT.

AUTOMATIC CALLING ON SIGNALS.

AFPLICATION FILED DEG. 24, 1907.

4 SHEETS-SHEET 2.

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PATENTBD SEPT. I, 1908.

W. I-I. ELLIOTT. AUTOMATIC CALLING 0N SIGNALS.

APPLICATION FILED DEO.24,1907.

4 SHEETS-SHEET 4.

WILLIAM H. ELLIOTT, 0F NEW YORK, N. Y.

AUTOMATIC CALLING-ON SIGNAL.

Specification of Letters Patent.

Patented Sept. 1, 1908.'

Application led December 24, 1907. Serial No. 407,921.

To all whom it may concern:

Be it known that I, WILLIAM H. ELLIOTT,

a citizen of the United States,'and a resident of New York city, inthe county` and State of New York, have invented certain new and useful Improvements in Automatic Calling- On Signals, of which the following isa specification.

My invention relates to irnprovementsin` automatic and semi-automatic` or interlocking block signal systems, whereby a distinctive calling on 'signal placed preferably at the entrance of a block section of track and rendered operative by the occupancy of'such section or an overlap following such section, is adapted to operate when a train enters a section of track precedin the signal and thus to give permission to t e train to pass a h' me signal at the entrance of the block section, when said home signal .is displaying a stop indication owing to the occupancyof the block section or its said overlap. Unless the distinctive calling-on signal were vvdisplayed the stop indication of the home signal would be a positive stop signal and would require a train approaching it to stop until special permission had been iven for the train to proceed and enter thelock ahead which was occupied, or the overlap of which was occupied, and special precautions had been taken to secure the proper and safe movement of the train. y l l l By the use of my invention, the absolute character 0f the blocking or spacing of trains under .the resent automatic systems is changed andpconsiderable flexibility' in the movement of 'trains is permitted; an especial advantage resulting from the fact that a second train may/ enter a block section upon which astation is located and -may closelyI follow a ypreceding train as it leaves the station, without coming to a stop and Waiting until the station block section is unoccupied before it enters such section; at the same time my invention does not diminish the degree of safety with which trains may be operated, by reason of thefact that a train approaching a home si nal indicating stop ,must reduce its speed to t at prescribed for a train approaching that signal; otherwise the calling on sig- .nal will not 'be displayed until the train had already passed it and (when used) an automatic control device will o erate to set the brakes of the train which as failed to '-re .duce speed.

- My invention is also adapted for use in connectionwith an automatic control device, of any Well known type, adapted to cause the brakes of a train to be applied when the train is attempting toproceed contrary to signals or when the speed of the train exceeds that permissible at any given point 'adjacent to which the stop device is located. It will also be evident that my invention may be used in connection with semi-automaticorinterlocking signal systems as Well as those of the automatic type.

vIt is not my purpose to limit the applicationV of my invention to that shown for illustration in the Aaccompanying drawings and set forth in the following description, but I desire to broadly cover myinvention which consists in the construction, arrangement, combination and operation of parts set forth in and falling within the scope of the'claims hereto appended.

In the accompanying drawings like characters of reference denote like parts in all the figures thereof.

Figure 1 represents a diagrammatic plan view of the preferred application of my invention in normal position with the track unoccupied'by a train; train movement being in the direction indicated by the arrow. Fig. 2 represents a diagrammatic plan view of the preferred application of my Yinvention showing its operation when the track is occupied bya tr'ain standing at a station platform, and by a second train which'is or may be running over the releasing section'in the rear of the platform thereby causing the display .of the calling on signal to allow the train to proceed withouthaving its brakes applied by the operation ofthe automatic stop device. Fig. 3 represents a 'further operation of my invention, as arranged in the preceding'iigures,

track; one of the rails, here shown as the lefthand rail looking in direction of train movement, is divided by means of insulating' blocks i into track circuit sections TCS 1,2,-

' of circuit sections comprised in a block may be arranged as circumstances may require. At the entrance of each block section are located home signals indicated as H 21, H 23, H 25, and H 27. Distant signals D 19, D 23, and D may be provided as shown to repeat the indication of the next preceding home signal. These signals may be of any of the well known power operated or slotted types adapted to operate to give a stop indication when the controlling or operating circuits are o ened and to give a roceed indication when t e circuits are closed). f l

The signal used to display the calling on indication to permit a train to pass a home signal indicating stop and enter a block occupied by a preceding train is placed below the other signals such calling on signals are l lap 'section of signal H 25.

shown, in connection with home signals H 23 and H 25, as CS 23 and CS 25. The calling on indication is shown asv adapted to be given by a light to be ,exposed behind a lens or glass of two colors, preferably red and green; the /red light indicating that the block or overlap in advance is occupied and the green light that the train may proceed with caution. In the arrangement of signals as shown, no calling on indication is displayed in connection with a home signal indicating proceed'or when the releasing section for the calling on signal is unoccupied by a train; but if desired, a stop oi' ycaution indication may be displayed normally and the calling on indication displayed when a train is on the releasing sectlon with the home signal indicating stop. In place of the glass .of two colors, a single light,- a combination of lights of different colors, or a blade or arm of special form, painting or position may be used as desired to give the calling on indication.

Returning to a further description of the track circuit sections; section TCS 1 is comprised in the block governed by home vsignal H 23. Section TCS 2 is comprised in the block governed by signal H 23 and is the over- ASection TCS 3 is comprised in the block governed by signal H 25, ispart ofthe overlap for signal H 27 and isv the releasing or operating control section for the displaying of calling on signal CS 23. Circuit TCS 4 is comprised in the block gov- `erned by signal H 25 and is part of the overlap block governed by signal H 27 and is part of.

'for an electric current to the rails at one end of each section and a relay indicated R1- to R7 with connections to the rails at the other end of each section. i In place of the one rail type as shown, in which one rail is used for the track circuits and the other isa common return for all or several track and power circuits, both rails vmay be divided into sections by the use of insulating joints and be used in each section for the signal current of that particular section only. l

Rela contacts controlling circuits yare indicate by reference letters E, F, G, K, L, L2, M, N, O, P, P2-and Q; and are front contacts except L2 and P in Figs. 1 to 3 inclusive, and P2 in Fig. 4. Contact P2 is operated by a magnet of relay RL which is adaptedV to provide an additional contact byclosing P2 when the circuit through RL is completed -by the making of back contact P. This repeating relay RL is used in place of putting a third contact on R5, the operation in either case being identical.

Reference letter V indicates a circuit con- `100 troller actuated by signal H 23 and adapted to separate contacts when the signal indicates proceed. i y

W and X indicate circuit controllers actuated by signal H 25 and adapted to respec- 105 signal'H 27 and adapted to open contacts when the signal indicates proceed. v 110 Circuit controllers V and W in Fig. 4, where the dis lay of the callingon indication is control ed by front contacts of track relays, are arranged to close the controlled circuit when the home signal is indicating proceed.

J and Y indicate circuit controllers actuated by control'dev'ice S (hereafter more\ fully to bey described) and adapted to close the controlled circuits when the control de, 120 vice' S is set in a clear positiontov allow an approaching train to proceed.

A changed operation of controller V and W will be described in connection with the modi- `fied form of calling on signal control shown` in Fig. 4.

'Circuit controllers J and Y' are shown merely for the purpose ofillustration in connection with the form of control device described and maybe omitted as desired, the 13.0

' circuit controlling the home signal H 23'are indicated by 31 and 32; those controlling callcurrents for line and signal circuits isindi-` cated by B and the feed wires conducting this lcalling on signal CS 25 by 71, 72, and 73; conycontro ling the stopdevice by 81 and 82 ;v and Fig. 1 is the referredarrangement wherein .ing from the scopel of my invention suc as, for example,the ,normal indication of stop preferred .application .of my invention isqas follows: A traln enterin track sections TCS stop device then being adapted to operate by any chosen form of regulating and releasing devices. v

. The power supply or battery urnishingv current by 101 and 100. 4The wires of the ing on signal CS 23 by 61 and62 controlling signal H 25 by 41, 42, and 43; controlling trollin signal H 27 by 51,52, 53, and 54;

controlling repeatlng relay RL by 71 and-7 4. The wiresof the circuits for the distant signals are notshown.

When an automatic train control device is. used inconnection with-a signal system m invention will be found to be capable of pecu iarly valuable application. -For the purpose of. description, such a device, lof the armor tripper form, has been shown placed between the rails at signal H 25, .although any device adapted to set the brakes of a train attempting -to pass the control device when inoperative osition may be used.l i

S lndicates the arm adapted when raised to strike a valve on a train (not shown) and apply the brakes should such trainendeavor to pass a signal indicating stop. 1 A

S1 indicates the cylinder or lmagnetic device adapted to operate arm S.

A second control device has been shown as indicated by C; the position of this device would normally be adjacent tooneV of the rails on either side, or between 4the rails, in accordance with the type of device used, .its location as shown being used forl purpose' of clear description in connection with the diagrammatic plan view.

Figs. 1 to 3 representin the saine application of my invention it wil be unnecessary to describe Figs. 2 and 3 apartrom the description of Fig. 1, except as may be necessary 1n connection with description of thel operation of the invention as. hereinafter Aset forth. The modiiied ap lication shown in Fig. 4 will' also be describen hereafter.

The arra'n ement of signals as shown yin the home an distant signals show atclear or roceed when the ,trackis unoccupied and nov ight is shown to an approaching train in the calling onl signal. Various modifications in'applicati'onmay be made without de artand caution-by home andv distant signals and of stop or caution by the calling .on signals.

Turning now to Fig. 2 theope'ration of the 6 will shunt track relay @causing thearmature nto drop and break circuit athcontact pointlQ, thus causing the home signal H 27 lto indicate'stop, and the distant signal D 25' to 'indicate caution. As the train advances thetrack circuit relays are shunted as the head end ofthe train enters each track cir- .'cu'itsection. Where a track circuit section is used as an overlap, the second home signal in the rear as Well as the hom-e signal at the 'entrance of the block, is made to indicate stop. Thus, for example, the head of a train being on track circuit section TCS 2v and the rear of the train onl section TCS 3, signal H27 is held at the stop indication as Well as the signal H 25; the circuit to signal H 27 consisting of wires 101, contact L, Wire 51, contact N, wire 52,' contact 0, wire 53, contact Q, wire 54, signal H27, and common wire 100would lbe broken at contact point L and the circuit Vto signal' H 2 5, consisting of wire 101, contact G, wire 41, contact K-, wire -42, contact M, wire 43, signal H 25, andcommon wire v100 would be broken at contact points G and K. When the rear of the train lpasses off of track circuit TCS 3, the relay contacts K and AL 'will be closed and the circuit tosignal H 27 completed, whereupon this signal will change to indicate proceed and if the next home signal in the rear (not shown) was at proceed the distant signal repeating the indication of signal H 27 will also change to indicate proceed.

The train being on section TCS 2 the re lay R2' will be shunted and'signal H 23 will indicate stop, through the circuit to it being broken at contact pointF so also signal H25 will indicate stop its circuit being broken at point G. When the train is on both sections TCS 1 and TCS 2, in which. position it is indicated as standing at station A, the circuit to signal H 23 will 'also be broken at point E and/thus this signal Will continue to indicate stop, while the signal H 25 will change to indicate proceed as contact points F and G close when the train leaves section TCS 2 (as shown in Fig. 3).

On a train approaching the station while the track at the plat-form was occupied, the approaching trainlwould be sto ped at signal H 25.' Upon the front whees of the a preaching train running on track circuit T S 5 which is the releasing section for calling on signaly CS 25, the situation shown in Fig. 2

will be roduced. As shown in'the igure,'

the tra-c circuit relay R 5 will be shunted when the train runs on this section, causing the back contact point P to close and while 4holding the circuit to si al H 27 open at O, closing vthe circuit of ca ingon signal `CS 2'5 .at P, the circuit for this indication being through Wire 101, contactP, wirel 71., circuit controller Y, Wire .72, circuit controller `W,

wire73, signal CS 25 and wire 100. It being remembered the contact at W is adapted to Aclose when the signal H 25 indicates stop, and the contact at Y when the stop device iso ` and a green light, indicating proceedwith'- caution, block or overlap section for block ahead occupied. On receiving the calling on indication to proceed the train may proceed,

y passing the home signal which indicates stop and entering the` block in advance.

In Fig. 3 the situation is shown where the incoming train has arrived at signal 23 and the train previously standing at the platform is supposed to be leaving the station but has proceeded vno farther than the position shown.A As the train leaving the station is shown as not having passed ofi' of Vtrack circuits TCS 1, signal H 23 will be indicating stop. .On theapproaching train running on releasingl track circuit section TCS 3 preparatory to stopping for signal H 23 the relaly7 R3` will be shunted and the circuit to calling on signal CS 23 will be closed at contact point L2, the circuit for this signal being from current supply wire 101, contact L2, wire 6'1,

circuit controller V, wire 62, calling on signal CS 23, and common wire 100. The-closing of thev circuit at L2 causes the display of the calling on indication, giving the train permission to proceed with ycaution into the block aheadthat is occupied and the train may run up to the station platform closely behind the leaving train. Y

|`As the calling on indicationis of no use when the home signal for the same block is indicating proceed, acircuit breakerW in the case of signal H 25 and V for signal H 23 have been provided, which will break the connection between th battery and*V the operating wire, 72 for calling on signal CS 25 and Wire 61 for calling on signal CS 23, and hold these signals in the normal position while train is standing on or passing over the releasing track circuit section when the home signal for the block about to be entered indicates proceed. i

The automatic control device placed at the entrance to a block will be lowered or cleared when thel home signal at entrance of the block section is at proceed. But with atrain:

on TCS 2, and no train on TCSr5, the vsto'p would be raised through the circuit to control device being broken at circuit closer X, signal H 25 being at stop, at circuit closer Z as signal H 27 Would be indicatingl roceed, nol train being in the block or kover ap section and at P2 as relay R5 would be energized and the armature points raised, breaking circuit through relay RL causing armature to drop and separate contact points P2. As has been stated, releasing section TCS 3 is a short section and therefore it is possible for a-train to be on the three sections TCS 3,

TCS-4 and TCS 2 at one and the same time;y

should the stop of the control device be adapted to be raised upon the first car of a train entering TCS 2 there would be a danger that the stop would trip the brake settlng device of those lcars of t e train which were still on section TCS 4; in order to lobviate this diliiculty the circuit to the control device is so arranged that it will not be brokenat pointl Z until the last car of. the train leaves sectionTCS 3 and enters TCS 2 thereby effecting the change of si nal H 27 to indicate proceed. With the b ook occupied as in Fig. '2 the circuit to the control device is broken 'at circuit closer`X, signal H 25 giving a stop indication, but as the train is -occu ying section TCS 5 the relay R5 is shunte the armature making a back contact, completing circuit to relay RL and causing armature toV pick up and 'complete circuit to control device through wire 101, contact P2, wire 81, the stop and wire 100. On the circuit being com leted the control device will be'lowered.

ing of the stop be dependent on the circuit being completed by the back contact P of the relay controlling the operating circuit and that through contact O and wire 53 the circuit to the signal H 27 and control device C in the rear will bevbroken so that the signal in the rear H 27, will be made to indicatestop and the automatic train control device in the /rearwill be put in the operating position to stop a train when the calling on indication CS 25 is displayed.

vIn the case of control'device C, it is arranged that track circuit section TCS 6 shall be of a length greater than that of any train which may be operated on the road, and therefore this device C is adapted lto assume an elevated or operative posltion when the train enters TCS 5,there being no danger of the device being elevated under, and acting to set the brakes of,`the rear cars of the train which are stillon TCS 6.

As'has been before stated circuit controller Y is adapted to close contacts and complete the circuit to calling on signal CS 25 only when the automatic control device is released by v the com letion of its circuit lthrough'Pandlln; t e arrangement of circuits issuch that the release of the control d device must occur before the calling on signal lcan be o erated by the completion of its circuit at By reason of this fact, since the rev leasing sections are short sections, a train approaching a home signal which indicates stop must greatly reduce speed'upon entering the iso releasing 'section in order that there may be sufficient time for the control device to be re'- leased and the calling on signal displayed, before the train passes over the short releasthe latter to be released, and the brakes vofv the train exceeding the prescribed limit of speed will be applied. This control of the speed of trains is of especial value at critical 1 points, such as Where there is a curve.

In Fig. 'litho calling on signals CS 23 and CS are represented as beingcontrolled by front contacts of the ,relays of the releasing contact P of relay R5.

ling the calling on signal be'ing broken at sections TCS 3 and 5. These relays are shown as being shunted by a train on the track rails and breaking the circuit controlling the calling on signal. yIn the case of signal CS 23 at front contact L2 and in., that of signal CS 25 the circuit is broken at front front contact P throughthe position ofthe trains on the track circuit, the indication will be given by the changing of the inechf in combination, a section of track, an overlap lsection for said section, and ay calling on sigleasing sectionv was not occupied by a train would be an indication that the'device or mechanisml was out of order.`

An automatic control device is not shown but may be used on section TCS 2/since`that.

section is always occupied when a'train is standing at the platform A," and a succeeding train having reduced yspeed before receiving the calling on signal CS 23 may run up to the rear of the trainat the platform without danger of collision. j n

The application of my invention for use with any 'of the well known arrangements of semi-automatic or interlocking signal systems will be evident g l in such a case when a switch located on a track section is to be set to permit a train occupying that section to take The circuit control- 25 was indicating @the switch, the interlocking mechanism is manually s'et in operation by the throwing of a lever, the 'pressing of a button or by other means, causing the home signal, here termed the interlocking home signal, to be fixed in` the stop indication, and rendering the calling signal-incapable of operation by a train arriving on the releasing section. When the switch has been set to give the desired route the interlocking mechanism is again normallyv set in operation to permit of the operation of the interlocking home signal to givea proceed indication should the track section and overlap therefor be unoccu ied, and rendering v the calling on signal capa le o f operation by af train arriving on` the releasingy section, which calling on signal would then be op `erated should the preceding track section or overlap itherefor lbe occupied. The operation of the interlocking mechanism also ixes the control device on the track section, inan operative position so that it cannot be released, Iupon a train coming-on the releasing section, until a further operation of the interlocking mechanism.

Having thus described my invention, what I claim as new'and desire to secureJ by Letters Patent is: I

1,. In a railway automatic signal system, in combination, a section of track, and a calling on signal adjacentthe rear end of the section, said signal being adapted to be capable of operation when said section is occupied.

2. In a railway automatic signal system,

nal adjacent the rear end of said section, said signal being adapted vto be capable of .op' eration when said overlap section' is occupied.

3. In a railway automatic signal system, in combination, a section of track, a home signal, a calling on signal adjacent the rear end of said se'ction, said home signal being adapted to display a "stop indication when said section is occupied, and said calling on signal being adapted to be capable of operation whensaid home signal indicates stop. 4. In a railway automatic signal system, in combination, a track section, a calling on signal adj acentl the rear end of said track section, and a releasing section, said 'signal being adapted to operateupon said releasing y section becoming occupied whenl saidtrack sectionfis occupied. I

5. In a railway automatic signalsystem, in combination, a tracksection, a calling on signal adjacent the rear of the track section', an overlap section for' said track section, and a releasing section,l said signal beingadapted to operate upon said'releasing section becoming occupied when said .overlap section yis occupied.

6,. In a railway automatic signal'system, .130

in combination, a track section, a calling ico signal adjacent the rear end of said section, a trackcircuit releasingsection, the circuit of said section comprising a relay back contact, adapted to operate when said releasing section is occupied, said signalbeing adapted to be capable of operation when said track section is occupied and to be operated upon the o eration of said back contact.

7. n a railway automatic signal system, in combination, a track section, acalling on signal adjacent the rear end or said section, and a' track circuit releasing section, the circuit of said releasing section comprising a relay front contact adapted to operate when said releasing section is occupied, saidsignal being adapted to be capable of operation when said track section is occupied and to be operated upon the operation of said contact.

8. In a railway automatic signal system, in combination, a track circuit section, a relay contact controlled by the circuit of said section, an automatic train control device located in advance of said section, and

adapted to be released upon .the operation of said relay, and a second control device adapted to become operative upon the release of said iirst control device.

9. In a railway automatic signal system in combination, a track circuit section, a relay contact controlled by the circuit of said section, an automatic train control device located in advance of said section, and adapted to be released upon the o eration of said contact, a second control evice, and a signal 1n the rear of said section control device belng adapted to becomeoperative and said signal to be operated upon the release of said iirst control device.

10. In a railway automatic signal system, in combination, a track. circuit section, a relaycontact controlled by the circuit of said section and adapted to be operated when-said section is occupied, an automatic train control device located in advance of said section and adapted to be releasedy upon the operation of said contact, and a second train control device adapted to' become operative upon the release of said first controldevi'ce.

11. In a railway automatic signal system, in combination, a track circuit section, a relay contactconitrolled by the circuit'oil said section and adapted to be operated when said section is occupied, an -automatic train control device located in advance ofsaid section operated upon the release of said first control device.

12. In a railway automatic signal system,

in combination, a track section, a calling on signal,'a releasing track section, and an 'automatic control devlce located-1n advance of said releasing section and in rear of said sec-- tion, said si nal being adapted to operate and said controI leased upon said releasing section becoming occupied when said track section is occupied.

13. In a railway automatic signal system,

in combination, a track section, a calling von to be releasedcupon said releasing section becoming occupied when said overlap section is occupied. 1

14. In a railway automatic signal system, in combination, a -tracksection, a calling on signal, a track circuit releasing section, the circuit of said releasing section comprising a relay contact adapted to operate when said releasing section 1s occupied, and an automatic control device located in advance of said releasing section and in rear of said track section, said signal being adapted to be capable of operation and to be'operated and sald control device to be released upon the operation of said contact when'said track section is occupied.

15. In a railway automatic signal system, in combination, atrack section,`a calling on signal, an overlap section for said track section, a track circuit releasing section, the circuit of said releasing section comprising a relay contact adapted to operate when said releasing section is occupied, and an automatic control device located lin advance of said releasing section and in rear ofy said track section, said signal being adapted to be capable of operation and said control device to be in an operative condition when said overlap section is occupied, 'and said signal being adapted to be operated and said control device to be released upon the operation of said contact.

16. In a railway automatic signal system, in combination, a block track section comprising a track circuit section, and a second track circuit section in the rear of said first section, an 'automatic train control device in the rear of and adapted to be in an operative position when said first track circuit section is occupied, a'calling onsignal ada ted to be capable of operation when said b ock section is occupied, a releasing track circuit section in the rear of said train control device, said signal being adapted to beroperated and said 'control device to be released upon said releasing Asection becoming oc-V device being adapted to be rein combination, a track circuit section, an

overlap section for said track section, an automatic train control devicelocated on said track circuit section adapted to be in an 50 release of said first control evice.

operative condition when said overlap sec-5 tion is occu ied, a calli-ng on signal adapted to be capab e of operation when said overlap section is occupied, a releasing section in the rear of said track section, said control device being adapted to be released and said'signal to be operated when said releasing section-is occupied, anda second control device in the rear of said first control device adapted to be utfin a-n operative condition upon the reease of said first control device.

18. In a railway automatic 'signal system, in combination, a track circuit section, an overlap section for said track section, van automatic train control device located on said track section adapted to bein an operative position when said overla section is occu ied, a calling on. signal a apted to be capa le of operation when said overlap section is occupied, a releasing track circuit section in the rear of's'aid track circuit section, i

the circuit of said releasing section comprising a relay back' contact adapted to operate when the section is occupied, said control device being yadapted to be released and said signal to be operated upon the operation of.

said back contact and a second control device in the rear of said first control device adapted tobe put in an operative condition upon the release of said iirst control device.

19. In a railway automatic signal system,

in combination7 a track circuit'section, an overlap section for said track sect1on, an

automatic train controlv device located on saidtrack section adapted to be in an opera-v tive position when said overlap section is oc cupied, a calling on signal adapted to be 'capable of operationwhen said overlap section is occupied, ajreleasing track circuitsec-J tion in the rear of said track circuit section, the' circuit of said releasing section comprising a relay back contact adapted to operate when the section is occupied, said control device being adapted to be released` and said signal to be operated upon the operation etA said back contact, a second control device and a signal inthe rear of said first control device, said second control device being adapted to be put -in an operativeconditio'n and saidrearsignal Ito b e o erated uponthe 20. In a railway automatic signal s stem,- in combination, a track section, a calling Von signal and an automatic train control device', said signal being adapted to be capable'of operation onlywhen said control device` has been releasedwlien said section is occupied..

21. In a railway automatic signal' system,

in combiiiation', 'a track-section, an overlap section for said track section, a calling on 'signal and an automatic train control de-j vice, said signal being adaptedto be ca vable ofc erationonl Whenvsaid control evice n release when Said-overlap. section is occupied.

22. In a railway automatic signal system, in combination, a calling on signal, an auto- -matic train control device, and a releasing track section in the rearof saidsignal and said control device, said signal being adapted to be operated only when saidcontrol device has been released when said releasing section isoccu ied.-

23. n a railwayy automatic signal system,

in combination, a track section, a calling on signal, a train control device, landa releasing section in the rear oi said signal and said control device, said. signal being ada ted to be v operatedonly whensaid control device has been releasedwliensaid track section and said releasing section areoccupied.

.24.' Ina railway automatic signal system, in combination., a'calling. on signal, a train control device, a ytrack circuit releasing section in the rearI of said signal and said controlde'vice, and a relay back contact controlled by said releasing section, said signal being adapted toAbe capable of o eration only when'said control device has een reh leased and to be operated upon the operation of lsaid relay back contact. 25. In a railwayautomatic signal lystem, in combinatiom'a track section, a ca y ing on iii combination, a track section, a releasing section,'a calling on si end of vsaidi'irack section, said signal being adapted to operate upon said releasin section lbecoming occupied when said trac seetion is occupied, and atrain control device Alocated in advance of said releasing section section lbeing occupied y a train, said .re ease being adapted to be eiiected at such remain'operative to controlv said train should it pass over. said releasing section at a 'speed greater tliarifa predetermined speed.'

injcombination, a track section, an overlap 'section for' said track section, a releasing section, a calling on signal 'adj acent. the. rear end of saidy track section, said signalbeing al adjacent 'the rear iic and adaptedzto lbe released u on said release j a-rate off speed that said control device will 27'.V In arailway automatic signal system ias and adapted to Abe released -upoii releasing y section being occupied by a train, said release bei Aadapted to be eec'ted atsuch a rate' of speel that said control device will remain j operative to control said train should it pass over said releasin vsection at a speed greater than a redetermined speed.

28. n a railway automatic signal system in combination, a track section, a track cir- .cuit releasing section the circuit 'ofsaid releasing section! comprising a relay back contact, a calling on signal adjacent the rear end of said track section, said signal beingadapted to operate upon the operation of said back contact, when said track section is voccu ied, and ya train control device located in a` vanceoi said releasingv 1 sectionl and ada ted to ,be released upon the operation oi sai back contact by a train arriving. on said .releasin section, said release being adapted to be e ected .at such a rate of speed that said control device vwill remain operativeto control said train should it pass over said releasing section at a speed greater than ay redetermined speed.

29. n a railway automatic signal system in combination, a track section, an overla -section for said'track section, -a trac-k' circuit releasing section thelcircuit of said releasing section comprising a relay back contact, a

calling on signal adjacent the rear .end of said track section, said signal being adapted to operate upon the operation of said back contact when said overlap section is occupied,

.and a train control device' located in advanceo'l, said releasing section and adapted to be released upon the operation of said back contact by a train arriving on said releasing cuit current.

section, said release being adapted to be eil.

' fected at such ,a rate of speed that said con` trol deviceV will remain operative to control saidtrainv should 1t pass'over said releasing sectiini at a speed greaterthan a predetermined speed.

30. In a railwayautomatic signal system,

in combination a track circuit section, a calling on signal adjacent the rear end of said section., and a track circuitreleasing section, saidv signal being adapted to lbe operated' u on said releasing section being occupied w en said track section is occupied, one rail in each of said sectionsbeing `adaptedfor use for the signal track circuit of said section only, and' the second railineach section be;y ing adapted for commonuse for the power current -return and return of signal 'track cir ycuit current. l

31. In a railway automatic signal system,

in combination, a track circuit section, a callingl on signal adjacent the rear end fof said section, an overlap section for saadsection,

and .a track circuit releasing sectionfsaidisignal beingadapted to be operatedu on said i'eIeaSingsfectiOn being occupied w en' said. overlap section isoccupied, one rail my v 4eacliao said sections v beingadapted for use for -tlie signal track'.circuit of said section only, andthe 'second rail in eaclisectionbd ling adapted for common use-for the power back contact when said track section is occupied, vone rail in each ofsaid sections being ada ted for use for the signal track circuit of sai section only, and the second rail in eachsection being vadapted for common use for the power current return andreturn 'of signal track circuit current.

33V. In a railway 'automatic signal system in combination,.a vtrack section, a calling on 85 signal adjacent the rear end of said track section, an overlap vsectionfor said track section, and a track circuit. releasing section, the circuit of said releasing section comprising 'a relay back contact adapted to operate upon said releasing'section being occupied, said calling oiiv signal being .adaptedto operate upon the operation of said back contact when 'saidoverlap section is occupied, one rail inI each of said sections being `adaptedlfor use for 4the signal track circuit of said section only, and the second rail in each-section being adaptedfor common use for the, power current return and return `of signal. track circuit current.

34.- In a railway automatic signal system, in combination, a track circuit section, a calling ori/ signal adjacent the rear end of said track section, a' track circuit releasing section, and a ltrain control device locatedin 10.54.l advance 'of said releasing section, said calling on signal being adaptedto be operated and said control de vice to be released u on said releasing "sectionbeing occupied w en said tracksection is occupied, one rail in each of 110,.

said sections being adapted vfor use. for the signal trackciicuit'of said section onl ,and the second rail in. each section being :a apted for common use for the powercurrent return and 4return of'signal'track circuit current. 1v1-5 35. lIn a railway automatic signal system," in combination, a track circuit section, a call#v ing on signal adjacent the rear end of said track section, an overlapjsection for said j l'track scction,a .track circuit releasing sc c-v 120 jtion, and a train control devicelocated in advance ofv said 'releasing section, said calling kon signal beinlgadapted'to be operated and .said control; device to be. released upon said -releasingsection being occupied w overl'sp section-*is occu ied', one railv in each i "of s'ai s. y 'signalftra'ckcircuit'of sai section only, and

en said ectionsbeing a a, tedfor use for the in combination, a track circuit section,'a calling on signal adjacent the rear end' of said section, and a track circuit releasing section, said signal being adapted to be operated uplon said releasing section being occu ied w en said track section is occupied, oth rails in each of said sections'of track being adapted for use lfor the signal track circuit current of said section only and for common use for the power current return.

37. In a railway automatic signal system in combination, a track circuit section, a calling on signal adjacentthe rear end of said track section, an overla section for said track section, and a trac ,circuit releasing al being adapted to be oper section, said si ated u on sai releasing sectlon being occuied w en said overlap section is occupied, oth rails in each of said sections of track being adapted for use for the signal track circuit current of said section only and for common use for the power current return.

38. In a railway automatic signal system in combination, a track circuit section, a calling on signal adjacent the rear end of said track section, and a track, circuit releasing section, the circuit of said releasing section comprising a relay back contactadapted to operate upon said releasing section being loccupied, said calling on signal being adapted in combination, al track circuit section, a callto be operated upon the o eration of said back contact when said trac section is occupied, both rails -in each of said sections of track being adapted for use for the signal track'circult current of said section only and for common use for'the power current return.

39. In a'railway automatic signal system ing on signal adjacent the rear end of said track section, anv overla section tor said track section, and a trac circuitreleasing section, the circuit of said releasing section comprising a relay back contact adapted to operate upon saldreleasing section bein occupied, said calling on signal being adapte to be operated upon the operation of said back contact whenl said4 overlap section is occupied, both rails in each of'said sections of track being adapted for use for the signal track circuit current of said section only and for common use for the power current return. 40. vIn a railway automatic signal system, in combination, a track circuit section, a calling on 'signal adjacent the rear end of said track section, a track circuit releasing section, and a train control device located in advance of said releasing section, said callin on signal being adapte to be operated an said control device to be released u on said s releasing'section being occupied w en said track section is occupled, both rails in each .of said sections of track being adaptedfor use for the signal track circuit current of said section only and for common use for the 'power current return.'

41. In a railway automatic signalsystem, in combination, a track circuit section, a calling on signal adjacent the rear end of said track section, an overlap section for said track section, a track circuit releasing section, and a train control device located in advance of said releasin section, said callin on signal being adapte to be operated an said control device to be released u on said releasing section beingoccupied w en said overla section is occupied, both rails in each of sai sections of track being adapted Jfor use for the signal track circuit current of said section only and for common use for the power current return.

42. In a railway automatic signal system combination, a track section, a calling on signal adjacent the rear end of said section, v

T. E. HARDENBUGH, JR.

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