US901477A - Electric-railway system. - Google Patents

Description

- w. nonmson. I ELECTRIC BLILWAY'BYSTEI. APPLIOATIOI rmzn oor.a,1so;. v

Patented 031;. 20, 1908.

2 SHEETS-SHEET 1.

W. ROBINSON. ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED 00T.5,1904.

Patented Oct. 20, 1908.

2 SHEETS-SHEET 2.

INVENIOR l WITNESSES:

To all whom it may concern:

drawing, wliich forms a UNITED STATES. PATENT, OFFICE. I

Winn-AM ROBINSON, or BROOKLYN, 'NEW YORK.

7 ELECTRIC-RAILWAY SYSTEM.

me ee-1,477.

Patented Oct. 20,1908.

Original application filed J'u1y ",:1 904 Seria.1 Nth-217,297. Divided and this application 'filed October 5, 1904. SerialNo.227,180. w

lle t known that I, NVinmA ROBINSON, a citizen of .the United States, resid ng n Brooklyn, in the county of Kings'and State.

of; New York, have inveiited a new and Im- 1 n'oved, Electric-Railway System, of which the following is a specification.

My invention has reference to an electric railway safoty system in which the third rail or contact conductor 'is,.divided into insulated sections normally disconnected from the source of workingcurrent;

proved block signal system.

j The nature of my invention will be understood from the description which follows, reference being had to the accompanying part of this speci- 'fica tion', in which Figurel is adiagram, showing the circuit instruu'ients in, elevation, partly in; section, illustrating-my invention; Fig. 2 is a. sectiou through the line at, m, Fig. 1, showing a fluid pressure valve with its magnetic cou- .trol; Fig. 3 1s a LlOtHClICQl VlGW'OiI a circuit closer actuated by compressed air, \vlth sig nals operatively col'ineeted theretoellig. 4t

.1; Fig. 5 of one of section through the line y, y, Fig. shows n el 'evat1o.i 1 a modificat on. the circuit instruments llustrated in Fig, 1, and F152;; shows an asbestos box is a cross with a fuse inclosedtherein:

] poles of said generators, then'ega.

A, A represent the service rails of a railroad track, in which the rail line A is contiiniousand serves'as a return for the electric currents, while the line A is divided into sections, a, 0,0, insulated from each other as 'vided into insulated sections fonsignaling pl1IpOS(-3 S ,jtS hereinafter fully described.

13, represents a working 'conductor,'0r thlrd rail, parallel to the serv ce ails and divided .nito sectlons d, e, f, .sep

from. each other, as shown at 0?, e, f.

C represents a high potential or WOIl(lIlg-' currentelectricgenerator, and D a feed wire proceeding therefrom,- While E represents another electric generator, of low potential current, and F a feed-Wire, proceeding there from. The generators O and E, respectively, have one terininal" connected by branch condoctors g, g, to the return rail A $1 stance, are-preferably, thus. coni'iec lever Z, coils of the magnet and wire n wire o to the rotating portio u w, of theconrated or insulated return A. The. high potential feed wire D is nominally disconnected from the thirdirail sections cl, 0, f,asillustrated. zit/15, l ig. v The low potential feed iw'irjeil ';-;110weve1-, is normally connected to the third railsection. f, for histance, through thewireharmatun A circuitinstrument G or G isconne cted to each thlrd l'itll section, as sho\v1'1.,"l hese instruments are connected bya valve to the compressed air service pipe LI, and said valves are controlled by the electro-lnagnets m, m." The valves shown are of the type known as, needle valves. The circuit instrumcut .l is connected to the third rail section f, 011 which there is no car or train shown,

consequently said instrument is in its'noras shown at 1 the 'valvefj; is closed at 25" by the springc, thus shutting o'fl' air'pressure from the cylindcr r and leaving the ivorlszingc-ircuit normally open at /b and K represents a motor car or truck provided with the motor L arranged'todrivethe same. Said motor has oneterminal connected to the axle or truck as shown at a, the circuit continues thencethroiiQh the wheels to the trackrail A forming the return circuit,

and the other tern'iinal "connected to the controller M by the wire t, both in the usual 14, supported by the truck andtravelingin contact w th -the working orth'nd rail conductor B,'1s. electrically connected by the roller M, also in the usual-way.

The circuit lnstruluentl-lr 'is ot pre isely the same construction as the instrument (l -#1.

'or'truck' K enters upon the/section c the. clos- 'ing of the circuit by the controller M, car

ried by the car, closes circuittln'ou'gh :the .collecting shoe u, wire v,.wire t, andlmotor L, to the axle and thence to the return rail A. p This also closes circuit throughthe third rail section 0-,:vvire n, magnet m, armature ilever Z, 0 which one terminal, a, of the ,rnagnet m connected, and the wire 7c, 1to the low poin] feed wire F. Thus the'magnetm, at-

avayl The contact shoe or collecting brush tracting its armature, opensfcircuit at hf,- thus switching. oil", the low potential branch conductor is, and closes circuit at'i, through the high potential branch is, "whereby the:- high potential or working current is substi tuted in the magnet on for, the initialor ;low' current from the feeder F. lThe object of switching'ofi the branch wire'k at.lz,-, is to avoid the possibility of the high potential current; crossing and dominating the low po-' tential or controlling current in the feeder To better insure this result,'"the circuit in .strdment G is adjusted in such a ,Way that the circuit is slightlyopened at h before be-' ing closed at i. This would tend to demag neti-ze the magnet m for aninstant; thus interfering with the continuous magnetization of said magnetm and the desired result. :Tfo obviate this, however, Iput additional spools 's" on the cores of the magnet m, and usean additlonal magnet o" anranged to attract an additional armature t on the lever l. The

coils of the magnetr and the coils 8 form one continuous closedcircuit. Now when thecircuit is opened at h through the-Imagnet m, a counter current in the reverse direction is induced through the coils, s, 1", which lat-4 ter attracts its armature 25, thus keeping the lever Z in the position shown in the circuit. instrument G long-enough to secure the remagnetization of the magnetm by. the high potential current before the attractive force of the magnet r lias'wholly' died away. By

the above means, it is evident, the possible crossing of'the higha'nd 1W current conductors, in operation, is obviated. I

.VVhenthe magnet m attracts its armature, as shown in the instrument G, it carries the valve-stem q .downward, this opening the valve p at p and closing the exhaust port. at 16'." This admits the com ressed air to i the cylinder-1", forcing the piston? downward, and, through the lever 6 actuates the knife blade switch h, closing the same. A heavy resistance 1/, is put in the branch is as it is onlynecessary to have sufficient currefit pass through this branch to actuate the :magnetm. In like manner a light resistance w 1sput inthe branch d 'in order to prevent the complete short'circuiting of the current from the branch is and the magnet-m.

It will be seen from the foregoing that the opening of the circuit by the controller M not only opens circuit "through the motor L but also through the magnet m, thus instantly reversing the valve .12, s'huttingofl the compressed air'from the cylinder r,,and' opening the exhaust u, and, simultaneously, the switch it. lVhen the exhaust u is opened, the counter-weight c" on the knife blade 0? instantly forces the air out of the cylinder 1', and swings said blade on its pivot d, openingthe switch it. Thus the Working current is cut off from the section e.

When, therefore, a motor car is coasting, or

[stopped at a station, there is 110, working current in t h e third rail or contact section with which 1t ,1 s connected. When, however, the motor car asses from one section to another,

to the section. 1'", for instance, with the cir-' cuit through the controller M closed, the cir-' instrument G is instantly brought. into action hi the manner'jjust described in. connectionwith the circuit instrument G, The

circuit instrumentG is, in sueh case, brought into action 7 before 4 thefahstrmnent G s thrown out of action. The latter-does not occur, in thiscase until the collecting shoe a has wholly passedofi} the section 'e.'

In Fig; 5 a lever/'1' is shown in addition to [thearmaturelever-l and .is pivotally connected thereto by the insulated connection a-.

,By this arrangement of compound levers a greater opening'of the circuit at the contact points i is secured than when a single lever is used. 'I use a slightly yielding spring 6 back of one of the contactpoints '11, which will allow a perfect electrical connection be- -tion with the section e they are located near the feed wires]? and F. These fuses'are intended to protect the car or train from burning in case 0 'shor circuiting, for instance when a car 1 aves t e rails, making a short circuiting connection between thethird rail section and the 'returnrail. Such a short circuit will blow out the fuse connected with that section, thus. cutting 011 all current therefrom and from the car or train on said section. WVhilethese fuses may be located at any\con venient point, I preferto place themsome distance from the track, for-instance near or at a station, but preferably on an isolated post, 7 6, or at a point somewhat remote from the track, by which means. a'

.short circuit on the-track will cut ofi'th.

workingcurrent from the working-section without even. a flash or a flame of. consequence in the vicinity of thecar or train pro ducing the short circuit, thus'insuring safety to thetrain from fire,- and to thepassengers from shock, and without interfering. with the proper Working-of other sections of the 'track. a The fuses a" b are inclosed in as-.

bestos boxes 0", inorder to prevent the blowing outof' the fuse from setting fire to any surrounding combustible material.

The block slgnal system herem disclosed isan embodlment'of the Robinson electropneumatic system, embodying the closed circuit rail 'system'for which a basic U.' pat- 2280, the su cut was granted to me on August 20, 1872-, No. 130,661, (reissued. July 7, 18741), the electro-pneumatic signal, system disclosed in my British atent of August 30, 1871, No. ject matter of both of which patents" is disclosed in my Frenchpatent of February '29, 1872,-,No.. 94,393. The electropneumatic signal system disclosed in the I above named patents is'also disclosed in my United. States patent-"dated November 7, 1882, No. 267,259. As above indicated the block signal system herein described comprises thesystem described in my above;

named patents, but modified and improved in a way adapting it for reliable and efficient use in connection with electric railroads of the sectional contact or third-rail type. I j The signalcireuits and connections will be understood from the following description: 1 represents an electric-generator of suflicient strength to; operate'the signal-com trolling magnets with which it is connccted. One ter1n1nal, the positive, 1s connected by the wire 2, to the return rail A, while the opposite terminal, the negative, is connected by the wire 3 to the feed wire 4. The signals 5 and. 6 are of the compressed air or fluid-pressure type and identical in construction.

is, represented as in its operative or danger position. Thesignals 5, 6, are actuated by compressed air derived from the compressed air pipe 7, through the needle valves 8, which control the admission of compressed air to the actuating mechanism of said signals. Said valves are controlled by the elect'ro-magnets 9. "Vhen the magnet 9 is magnetized, as shown in connection'with the signal 5, it attracts its ari'nat-ure 40, wh1ch is connected to the valve stern 11, thus carrying said valve stem downward, closing the exhaust port as shown at 12,, and opening the valve at 13, thus admitting the compressed air from the pipe 7 through the valve 8, to the cylinder 11- The compressed air entering said cylinder instantly forces the piston- 1t) downward, thus turning the lever 16, connected thereto, on its pivot 22.

This f rcesv upward the rod 17, which connected to the signal mechanism at 18,

thus turning the signal on its pivot 19, and

forcing it into the, safety position as illustrated in the signal 5. When the magnet '9 :is demagnetized the sprin 23 closes the valve at 13 and opens the ex 'aust at 12, thus allowingthe compressedair to escape from the cylinder 1 1. The counter-weight 21 of the signal nowswin the signal blade 20 into a, horizontal poslt-ion', the danger posltion,'.as shown in connection with the signal 6.

It will he understood that-the motive power is used tokeep the signal ina position The signal5 is illustrated as in its. normal or safety position, 'WhllC the signal 6 a, b, c,- and the magnets of the signals 5,- 6 &c. Thus, from the conductor--21 connected to the feeder 4, the wire 25 leads to the track section a, and the wire 26:to the, 'signal inagnet 9 of the signal (t-*lThe resistanee27 is introduced between the conductor 24 and the track section a 1n= order to 'equal1ze, .or propdivided in multiple between-the. rail" sections erly difi'erentiate, the, eurrentbetween said track section and the said signal magnet. In

like manner the feeder 41 is connected to the track section 6 through theconductor 28 and the Wire 29, and to the signal magnet 9 of the signal 5, by the wire 30'." Theresistance. 31 is inserted in the, wire 29, betweenthe conductor 28 and the track section ln likemanner also the feeder 4 is connected to 'the rail section 0 through the conductor 32 and the-wire 33 and to a signal magnet not shown, by the wire 31- The resistancesfil' and 35 are introduced in the wires 29 and 33 to regulate the strength, of current delivered, respectively, to the rail seetions'lb' and c, as already explained in connection with the rail section a. 1 Y Referring now to the track section 0." The current from the feeder 4 passes through the wire 33, the rail section-0, the relay magnet 36, the wire 37, return rail A, and the ,wire I 2 to the generator 1', thus completing: ;t-he' circuit. There is no car or obstruction shown on the section 0, thereforethe relay 30 remains magnetized, attracting its armature 38 and keeping the circuitof the magnet ,9 of the signal '5 closed'atmthe contact points 48, whereby said Slglltllalb kept by-its motive power normally in a )osit-ion indicating safety, as already'descr bed. Thet'rai'n or car K, however, has entered ruponthe track section I. The current,therefore, passingnormally through the wire 29 and the rail section b to the relay magnetAO is short,- circuitod from said magnet byfithe' wheels and axles of the car K. Therelay magnet- %0 being thus demagnetized,releases its .armature 419, thus opening circuitthrough the magnet 9 of the'signal 6 whereby the .signal 6 is swung into a positionof dangeigas already described. That is, the signal comes a perfect block signal for theproteo- 'tion of the train "or car K while it is on the block. or section b.

When an electric tra n 1S 0I1 a section or block, as described, and not using working current,'- it must be either at a standstill-or coasting. i In either case the whwls and axles .short circuit the current fromthe relay and the signals'operate perfectly, as described. When, however, a heavy electric train is running over a section undera pressure of perhaps eight or ten hundred volts it is conceivable that a leakage .from this heavy working current might, under some circumstances, reach the relays 36 or 40, magnetizing the same and thus displaying a false or safety signal while the section was actually blocked by the presence of the train. I obviate such a possibility" in a simple manner.

Referring to Figs. 1 and 4: -It has been pointed out that the circuit instrument G, which controls the admission of working current to the third rail section f, is shown in its normal inert condition, with'its armature lever l released. The insulating plug 45, secured to said lever, is thus brought 9 of the signal 6. At the same time the redown upon. the spring clip 44 (see Fig. 4), pressing it down upon the contact post 43,

thus closing circuit between the wires 41 and 42 of the circuit throughsthesignal mag: net 9 of the signal 5. That is, the circuit of said magnet is now normally closed at two independent contact vpoints, and by two independent instruments, namely, at the contact points 47 just described, by the inert circuit instrument G, and at the .contact points 48 by the energized relay magnet 36.

Thus the signal magnet 9 is energized and the signal 5 kept in a position indicating safety while the section or block 0, f, is clear and in a safe condition for the reception ofa train. When, however, a car or train K occupies the section b and-is using working current, the magnet m of the circuit instrument G is. necessarily energized, as described, and, attracting its armature Z, opens circuit at the contact points 47 between the wires 41 and'42 of'the circuit of the magnet lay 40, being. deenergized bythe short-circuiting action of the wheels and axles of the .car or tra'in,'opens circuit at the'contact points 48 in the circuit of the same signal magnet 9.. Thus the circuit of said magnet 9 is open at the two points 47 and 48, and the signal 6 is swung into the danger position by itscounter-Weight 21, and remains there, as illustrated. Now, suppose that an 47. 'Itis evident, "therefore, that while the car or train K-occupies a section or block,

and is using working current, it is immaterial whether the relay magnet 40 1s magnetized or not, since lts magnetization cannot remove the signal 6 from the dangerposition.

Let us assume now that the circuit is openedthrough the controller M. This not only cuts off the current from the motor L,

but also from the magnet m of the circuit instrument G, as already described, thus leaving the car K on the section 1; without workreaching the relay 40. The wheelsand axles of the car K, therefore, under these conditions, short-circuit the current from therelay 40 with'certainty',.thus demagnetizing the same and keeping the magnet -9 of the signal 6 demagnetized and said signal in a position 10f danger. Thus, it is evident'that the block signal 6 will remain exposed in a position of danger-as long as there is-a car, or train, or-a 'single pair of wheels with their axle, or a short-circuiting connection of any kind, between the section' I) and the return'rail A, whether said car or train be using working current or not. i

I prefer tomake the main circuit closing part of the circuit instrument G itself in the form of a danger signal to indicate at a glance to all'conce'rned whether the worln'ng current is actually connected to the third rail.

section controlled by said instrument or not. This, construction is shown in Fig. 3 in which G? represents" the apparatus illustrated, in which the blade 0 is enlarged and its coun ter-weight 0". provided with a colored signal glass 50 which when'the working circuit is closed at h, 1s swung into position 1n front of the lamp. glass 51. Thus at night the colored lightwill indicate that'the working current is actually connected ,to the third rail section, and that the same is therefore dangerous tobetouched. The white light 51 :will indicate positively that there is no working current in the third rail section, since the light cannot show white if the working circuit is closed at h,"and the colored glass150 thusmoved in front of'the white light at 51. l'n'the' day-time the position of the blade 0 or of the counter-weight 0 will indicate to .ing current, and therefore, of course, withfout possibility of any wandering current workmen. and bthers whether the third rail section is actuallyin a dangerous/condition 'or not. The cross -section,,Fig. 3, shows the blade '0 of the circuit instrumentinsulated by the insulator 52 from its supporting shaft d, and, in like manner, the connecting rod- 53. is

insulated by the insulation 54'from the lever Zi -(see. Fig. 1-) Thus the blade 0* is fully 1 insulated from its'sup'porting post or stand 55, and consequently, when the blade 0 closes. circuit between the spring clips at h the cur-' rent therefrom cannot escape beyond said.

insulation. I i It s ev1dent.that the particular form of the circuit closer shown in Fig- 3, so far-as closing circuit isconcerned, is not material so long it is arranged to properly open and close the circuit described. In Fig. .the counter-weight is provided with. the insulating plug 57, which, when the main circuit is opened at h, presses the spring clip 58 down upon:- thepost 59, thus closing circuit between sald clip and post. Thus thelever 60, constituting the signal bladeand its counter-weight, may, in its normal inert con: 'dition, close the signal circuit between the wires 41, 42, already describedhs closed by the armature lever-Z; or said lever 60 may open and-close circuit at 58, 59, as illustrated,

from the feeder F, through, the wires68, 69, the magnet 70, the Wire 74, and 3 the return rail A, thus-closingcircuit and controlling an additional or special signal 71, at a station or elsewhere, in advance or rearwardly, to

indicate at distant points the exact open position of the lever 60, and consequently the safe condition of thecontact section with which the circuit instrument G is connected. In like manner also, it will be understood that when the lever 60 is in position, closing the-working circuit at h,-it may also be made to close a supplementary circuit to indicate at a distant point the positive dangerposition of said lever 60. When the circuit at his thus closed theinsulating plug 62-,

with which said lever 60 is provided, presses the spring clip 63 against thefixture 64, thus closing the supplemental circuit from the feeder F throughthe wires 68, 6-5 an'd66,

the. signal-controlling magnet 72 and the wire to the return rail A,thus completing the circuit and bringingthe signal 73 into a position indicating danger.

" It --will be understood that the magnet 72 actuates and controlsthesign'tl 73, located at any desired point, in a station or else- "where, in any direction from said circuit.

closer, thus indicating positively at a distance the closed or danger positionof the leverGO, and consequently the live and dangerous condition of the contact section with which it is connected.

The signals'fl, 73', are of 'any' suitable or conventional construction; and the term lever '60 is intended to indicate the mov- .a' ble'circuit-closing member, of any suitable, construction, of the circuit instrument Gr.v It is evident that the openposition of the lever 60 may, preferably, be caused to open circuit at 58,. 59, through the magnet: 70,

thus causing the counterweight of the signal 71 to'bring the same by gravity into a pos tion indicating the dead section condition'ofthe third rail. And, in like manner,

also, the closed position. of the -IeVer BO- nay be caused open circuitjat 63, 64, thus de-,

magnetizing the signal magnet 72, and bringing "the signal 73 into the ialivetsea tion? position, by gravity, These are details, the importance of which is readily understood by any one skilled in the art; The arn'iature levers Z are reversed in the usual way by the springs P, or' by the valve springs e, and the armature'levers 38, 49, are reversed bythe springs 61.

It will be understood that the signal circuits herein described are equally applicable to an electro-pneumatic or to an electro mechanical signal system, onto any system controlled or operated electrically, and in connection with any suitable switch or means arranged to control the connection of the working current to sectional contacts of an electric railway. i

Resista'nces 67 are inserted in the signal circuits as required by conditions.

relay magnet forming a part thereof, a secondarycircuit under control of said relay magnet, the combination therewith of an electric railway system comprising a working conductor formed in sections nsulated or separated from one another, a powercurrent feeder arranged for connection to,'.and

for opening and closing the signal circuit independently of said relay magnet. 2. The combination, with a railroadfsignal system comprising a continuously'closed rail circuit, a relay magnet connected thereto, and a signal controlled by a magnet ineluded in a circuit under control of said relay, in combination withan electric railway sy tem embodying a working conductor f0 med in sections insulated or separated fr In each other, a power current feeder norm disconnetted from said sections',:means 'fo; connectingjsaid feeder automatically to said sections, and means for opening and closing the signal circuit independently of said relay.

3. The combination with a railroad signal system comprising a continuously closed rail. circuit, a relaymagnet forming a partthere disconnection from, said sections, and means of, and a signal controlled by a magnet .in-

eluded in a circuit undercontrol of said re-. lay, of an electric railway system embodying a working conductor formed in independent sections, a powercurrent feeder power current feeder normally disconnected relay.

5. An electrically controlled signal systemnormally disconnected therefrom, means for connecting said feeder to said respective sections, and an add'itlonal magnet arranged to open and close the circuit-of said'signal' independently of said relay.

4; The combination, with a signal system for railroads, comprising a continuously closed ra l circult, a relay magnet included therein, and a signal actuated by fluid pres-' .sure controlled by a magnet included in a circuit under control of said relay, of means for automatically opening and closing said last named for railroads, embodying a closed track circult and arranged for operation and control by passmg' trams, 1n comblnatlon with-.an

electric railway system havingsectional Working conductors normally disconnected fromthe source of propulsion current supply, and'a return circuit common to the pro-. pulsion current and the'signal controlling current, means for operating said signal system automatically, and means for prevent.- ing the accession of operative propulsion current to the signal controlling magnetsf 6/ An electrically controlled signal systemfor railroads, embodying aclosed track circuit and arranged for operation and control by assing trains, in combination with an elect ing conductor made in sections, a power currentfeeder normally disconnected from said.

sections, a return circuit common to the pro": pulsion and the signal controlling currents,

and means for operating said signal system' automatically withoutliability to interference "from the power current. a i

7. An electrically controlled signal system for railroads, embot ying a'closed track circuit, a relay connected thereto, and a signal- .controlling circuit under control of said relay, in combinati n with an electric railway system compris}Z.g a working conductor formed in sections/ insulated or separated from one another, a power current feeder normally disconnected from said sections,

means for connecting the same thereto,

.m'eans for operating said signal system under electric trams, and means for prevent-mg the encroachment of operative power current uponithe signal controlling magnets.

. 8.- An-electrically controlled fluid pressure signal system for rail roads, arranged'for operation and control by passing trains and embodying a closed track circuit, in combination with an electric railway system hav ing a working conductor formed in sections separated or insulated from one another, a

from said sections, means for connecting said feeder to said sections and disconnecting the same therefron'i, a return conductor, means' for operating said signal system'a'utomat-.

c'ontrolling magnets.

circuit, independently of said ric railway system embodying a workically, and means for preventing the accessionof operative power current-to the signal t). An electrically controlled fluid pressure signal system for railroads, arranged for 1 operation and control by passing trains, and comprising a closed track c rcuit and a relay connected thereto, in combination with'an electric railway system comprising a working conductor formed in sectionsseparated or insulated from one another, a return rail circuit, a power current feeder normally disconnected from said sections, means for connecting said feeder thereto, means for operating said-signal system automatically, and means for preventing the encroachmentof said power current upon said-relay.

10. An automatic, electrically controlled,

fluid pressure signal system for railroads,

embodying a closed track circuit, a relay connected thereto, an additionalfcircuit under control of said relay, and a magnet therein for controlling the operation of said signal, in combination with an electric railcircuits for actuating saidsignals, in combination with an electric railway system having sectional contact conductors, a power current feeder normally disconnected therefrom, a return rail circuit, means for operating said signal system automatically, and

means, for preventing the encroachment of power current upon the slgnal controlling magnets.

12. 'An' electrically controlled signal for railroads, arranged for operation and control by passing cars or trains, and comprising a closed track circuit, a relay connected thereto, a signal-controlling magnet 1n a 011'- cuitvunder control of said relay, in combination with an electric railway system having sectional contact conductors and a return rail circuit, and a circuit instrument under control of the car or train and arranged'to open the signal circuit when the car or trainis using propulsion current.

- 13., The combination, with a signal system for railroads, comprising a closed rail 'cir- 7 cuit, a relay magnet forminga part thereof,

a signal-controlling magnet included in a. circuit under control of said relay, of an electricrailway system comprising a 'sec- 1' tional worki conductor, a power current feeder norma 1y disconnected therefrom,

means for connecting said feeder to the respective sections of said working conductor, and means for opening andclosi the signal circuit at a plural ty of in ependent points, through independent instrumentalitles.

14. An electrically controlled signal system for railroads, embodying a; closed track circuit, a relay connected thereto, and a signail-controlling circuit under controlof said relay, in combination with an electric railway system comprising a working conductor formed in sections insulated or separated fromone another, a power current feeder normally disconnected from said sections, means for automatically connecting said feeder to said sections and disconnecting the same therefrom, an identical track return circuitfor both the signal relay current and the power current, and means for preventing the power current from interfering with the proper operation of the signal system.

15. In an electric railway and signal system, the combination with a working conductor, a feeder carrying working current and normally disconnected from said working conductor, a traction rail return for said working current,'and a circuit instrument actuated and controlled by current from a stationary source of current supply and arranged to connect said feeder to said working conductor and to disconnect the same :ment with reference to said therefrom, of a signal arranged to show the open or closed position of said circuit instruworking current feeder. v o

16. The combination, with an electric railway system embodying a working conductor formed in sections insulated or separated from each other, a working current feeder normally disconnected fromisaid sections, a traction rail return for said working current, and circuit instruments actuated by current from a stationary source of current supply and arranged to connect said feeder to the respective sections of said working conductor, and to disconnect the same there from, of electrically controlled visual or semaphore signals under control of said circuit instruments, and arranged to indicate whether said working current feederis or is not connected to the respective working sections with which said circuit instruments, respectively, are connected.

17. The combination with an electric railway system having a working conductor, a feeder carrying working current and normally disconnected from said working con ductor, a traction rail return for the working current, and a circuit instrumentfieriving operative current from a stationary source of currentsupply and arranged to connect said feeder to .said working con-. ductor and to disconnect the same therefrom, of an electrically controlled signal connected to said circuit instrument, and arranged to indicate safety when said circuit instrument is in its normal condition disconnecting said working current feeder from said working conductor. 4

18, The combination, with an electric railway system embodying a sectional working conductor, a working current feeder normally disconnected therefrom, 'a traction rail return for the working current, and a circuit instrument deriving o erative current from a stationary source 0 current supply and arranged to connect said feeder to said working conductor and to disconnect the same therefrom, of a signal connected to said circuit instrument and arranged to indicate the live and dangerous condition of the working conductor section with which it is connected, when said circuit instrument is in position connecting said working currentfeeder to said working conductor.

WVILLIAM ROBINSON. \VitneSses C. E. Ho'rALINc, G. C. Bnsxnnnonrr.

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