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Патент USA US2107680

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Feb. ‘8,1938. ' I
p_ H, CRAGQ
2,107,680
RAILWAY S IGNALING
Filed Sept. 1a, 1936
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INVENTOR
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PaulH.
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ATTORNEY
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' Feb.38, 1938'.
'
‘ P. H. CRAGO
' 2,107,680
RAILWAY SIGNALING
Filed Sept. 18, 1936
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INVENTOR
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Paul
raga.
BY
HIS
ATTORNEY
Feb.‘ s, 1938.
2,107,680
P. H. CRAGO
RAILWAY SIGNALING
Filed Sept. 18, 1936
s Sheets-.Sheei :5
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Fig. 2.
INVENTOR
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Paul [I
- BY
H16‘
ATTORNEY
Patented Feb. 8, 1938
' 2,107,680
UNITED STATES PATENT OFFICE
2,107,680
RAILWAY SIGNALING
Paul H. Crago, Wilkinsburg, Pa., assignor to The
Union Switch & Signal Company, Swissvale,
Pa., a corporation of Pennsylvania
Application September 18, 1936, Serial No. 101,469
12 Claims. (Cl. 246-46)
My invention relates to railway signaling, and
particularly to signaling involving wayside sig
nals located along a trackway for governing the
passage of trains.
A feature of my invention is the provision of
5
novel and improved apparatus for establishing
a distinctive control for each of three sections
in the rear of an occupied section. Each dis
tinctive control is effective to cause a correspond
ing aspect of the associated wayside signal
whereby there is produced a three-block, four
indication, system of signaling.
The present invention is an improvement on
the apparatus disclosed and claimed in an ap
15 plication, Serial No. 101,467, for Letters Patent
of the United States, ?led September 18, 1936,
by Howard A. Thompson, for Railway signaling,
as well as on the apparatus disclosed and claimed
in an application, Serial No. 101,468, for Letters
Patent of the United States, ?led September 18,
1936, by Ralph R. Kemmerer, for Railway sig
n'aling.
I will describe two forms of apparatus embody
ing my invention, and will then point out the
(C u: novel features thereof in claims.
In the accompanying drawings, Figs. 1A and
1B are diagrammatic views which when placed
end to end in the order named illustrate one
form of apparatus embodying my invention.
30
Fig. 2 is a diagrammatic view illustrating a modi
?cation of a portion of the apparatus shown in
Fig. 1A and also embodying my invention.
Similar reference characters refer to similar
parts in each of the several views.
Referring to the drawings, the reference char
acters ‘l and 8 designate the rails of a stretch of
railway track along which traffic normally moves
in the direction indicated by the arrows. These
rails are divided by insulated joints 9 into a plu
rality of track sections W-—X, X—.Y, and Y—Z.
As here shown, each track section is divided
by insulated joints 9 into at least two subsec
tions IT, 2T, 3T, 4T, etc. Each subsection is
provided with a track circuit which includes a
track battery l0 connected across the rails at
one end of the subsection and a track relay, des
ignated by the reference character TR with a
pre?x the same as the numerical pre?x in the
reference character of the associated subsection,
connected across the rails at the other end of
the subsection.
To govern the passage of trains through the
stretch of railway, a wayside signal, designated
by a suitable distinguishing reference character,
5 is provided for each track section. Each of
these signals includes an upper unit U and a
lower unit L. These units may take any one of
several forms of signal mechanism such as sema
phore, color light, searchlight, or position light.
As here shown, each upper unit U is a semaphore 5
arm capable of assuming a horizontal or “stop”
position, a 45° or “caution” position, and a ver
tical or “proceed” position; and each lower unit
L is a caution lamp Y capable of displaying a
yellow light.
10
Operatively connected with each semaphore
arm U are contacts l1, l8, I9, 20, 2|, and 22.
Contact H is in engagement with contact 23
whenever the semaphore arm U is in the 30°
position or the 89° position or at any point be- 15
tween these positions. Contacts [8, l9, and 2!
are in engagement with contacts 24, 25, and 26,
respectively, whenever the semaphore arm is in
its 60° position or in its vertical position or at
any point between these two positions, and are 20
in engagement with contacts 21, 28, and 29, re
spectively, whenever the semaphore arm is at any
point below the 60° position. Contact 20 is in
engagement with contact 30 whenever the sema
phore arm is in its 60° or in its vertical position
or at any point between these two positions.
5
Contact 22 is in engagement with contact 3|
whenever the semaphore arm is in its 43° po
sition or in its vertical position or at any point
between these two positions and is in engage
ment with contact 32 whenever the semaphore
arm is below the 43° position.
Each semaphore arm U is provided with a
lamp E which when lighted provides supplemen
tary color light indications corresponding to the 15 U!
positions of the associated semaphore arm.
'
For controlling the associated signal, each sec
tion is provided with a polarized signal control
relay, a neutral signal control relay, and an aux
iliary relay designated by the reference charac- 40
ters DR, HR, and DP, respectively, each with a
pre?x the same as the reference character of
the associated signal.
For controlling the associated relays DR and
HR, each section is provided with a pair of con
ductors each of which extends to the signal next
in advance and each of which includes a front
contact of each of the associated track relays.
Each section is provided with an operating bat
tery the terminals of which are designated by
the reference characters B0 and CO and each
section is provided with a line battery designated
by the reference character H. Each line bat
tery II is provided with a low voltage positive
terminal, a high voltage positive terminal, and 55
12,107,680
a common return terminal designated by the ref
erence characters Bl, B2, and C, respectively.
Each relay DR is connected to the associated
pair of conductors by signal contact l'l-23 of
to indicate “approach next signal at medium
speed”. When relay DR becomes energized in the
normal direction (see signal l2 and assume for the
moment that its semaphore arm U is in the
the associated signal. Each relay HR is con
caution position), relay’ IZDP will also be ener
nected to the associated pair of conductors gized so that the caution circuit for the upper
through a back contact l6 of the associated re
semaphore arm U will remain closed over front
lay DP and contact l8—2‘l of the associated contact 36 of relay DP, and a proceed circuit for
signal. Each relay DP is governed by the asso
the semaphore arm U will be closed over a path
10 ciated relay DR. For example, relay i213? is
which passes from terminal BO over front con~ 10
governed by a circuit which includes front con
tact 36 of relay IZDP, front point of contact 42
tact 34 of relay EZDR, so that relay iZDP will be of relay IZDR, normal polar contact 38-50 of
energized or deenergized when relay lZDR is en
relay IZDR, semaphore arm U, and contact l9-28
ergized or deenergized. As will be explained of signal IE to terminal CO. When the sema
15 more in detail hereinafter, the pair of conductors
phore arm U reaches its 60° position, contact
for each section is at times supplied with energyv Iii-28 will become opened and contact l9—25 15
of a relatively low value and at other times is will become closed so that the proceed circuit will
supplied with energy of a relatively high value. then include the front point of contact 43 of relay
The pickup value of the relays HR is such that
lZDP. Signal I‘! will, therefore, display its sema
these relays will become picked up upon receiv
phore arm in the vertical position, as shown in the 20
ing energy of either value whereas the pickup drawings, to indicate “proceed at normal speed”.
value of the relays DR is such that these relays When the semaphore arm U of signal l2 at
will become picked up only upon receiving en
tained its proceed position, signal contact |'l—23
ergy of the higher value.
became opened so that relay IZDR and conse
25 The signal contacts 26, 2i, and 22 and the re quently relay l2DP are both released. The cau 2-5
lays HR and DP control the magnitude and di
tion and clear circuits for upper semaphore arm
rection of the energy supplied to the line con
U, therefore, are disconnected from the terminals
ductors for the section next in the rear.
B0 and C0 of the operating battery and are con
For controlling the signal lamps E and Y, each nected directly to the line conductors for the sec
section is provided with an approach lighting re
tion W-X. The path connecting the proceed
lay designated by the reference character ER circuit to the line conductors for section W-—X 30
with a pre?x the same as the reference character
includes back point of contact 42 of relay lZDR,
of the associated signal. The relays ER are con
back point of contact 46 of relay IQHR, back point
nected in series with the line conductors for the of contact 35 of relay IZDP, signal contact Iii-24,
35 section next in rear and therefore are energized as well as back point of contact 43 ofv relay EZDP
at all times except when that line circuit is open. and signal contact l9—-25.
That is, the approach lighting relays ER become
As here shown, a train K is indicated diagram
released to energize the associated lamp E and matically in the section immediately to the right
the control circuit for the associated lamp Y only of location Z so that the signal l5 and associated
40 when the section immediately to the rear of the relays are all deenergized.
40
signalwith which such lamps are associated be
When signal l5 and associated apparatus is in
comes occupied by a train.
this condition, relay HlI-IR is energized in the re
The relays HR, DR, and DP control the upper verse direction by energy of a relatively low
unit U and the lower unit L of the associated value over a path which passes from terminal Bi
45 signal in the following manner: When all relays
of battery ! l at signal l5, through signal contact
are deenergized (see signal 15), both semaphore 22-32 of signal l5, front contact 45 of relay GTR, 45
arm U and lamp Y are deenergize-d so that sig
nal i5 is displaying its semaphore arm in the
horizontal position to indicate “stop”. When only
50 the relay HR is energized (see signal I 4), a cau
tion circuit for the semaphore arm U of that
signal is closed over a path which passes from
terminal BO over front’ contact 35 of relay MHR,
semaphore arm U, and contact l9—28 of signal
I4 to terminal CO. Semaphore arm U of signal l4
therefore is in the caution position to indicate
“approach next signal prepared to stop”. When
relay DR is energized in the reverse direction (see
signal 2 3) , relay l BDP is energized over front con
tact 34 of relay itDR so that relay l3HR becomes
deenergized and so that another caution circuit
for semaphore arm U is closed over front contact
36 of relay i 3DP. A circuit also is established for
the lamp Y of the low-er unit L of that signal.
This circuit passes from terminal BO over front
point of contact 3% of relay l3DP, front point of
contact 31 of relay ISDR, reverse polar contact
38-39 of relay itDR, lamp Y, and back contact
4| of relay ISER to terminal CO. Signal l3,
70 therefore, is displaying its upper semaphore arm
U in the caution position and a circuit for lamp
Y is established so that when relay i3ER becomes
released by a train approaching signal I3 in sec
tion W-X, this signal will display its semaphore
75 arm in the caution position over a yellow light
front contact d6 of relay STR, relay MHR, back
contact it of relay MDP, contact |8_—-21 of sig
nal I4, front contact 41 of relay ETR, front con~
tact 48 of relay ?TR, back point of contact 49 50
of relay I5DP, signal contact Zl-ZQ of signal
l5, and relay ISER to terminal 0.
When relay vlliI-IR is energized so that sema
phore arm U of signal i4 is in the caution posi
tion, relay I3DR is energized in the reverse di
rection by energy of relatively high value over a
path which passes from terminal B2 of battery
I! at signal l5, through front contact 56 of relay
MHR, back point of contact 5! of relay léDP,
contact 22—3i of signal M, front contact 52 of 60
relay 4TB, front contact 53 of relay BTR, relay
l BDR, contact l1-—23 of signal l3, front contact
54 of relay 3TR, front contact 55 of relay 4TH,
back point of contact 56 of relay MDP, contact
2l—29 of signal l4, and relay MER to ter
minal C.
‘
When relay l3DR is energized in the reverse
direction, semaphore arm U remains in its cau
tion positiomrelay IBDP becomes energized and
relay IEHR becomes deenergized. When signal
13 and associated apparatus is in this condition
and assuming for the moment that semaphore
arm U of signal I2 is in the caution position,
relay IZDR will be energized in the normal direc
tion by energy of relatively high value over a 75
3
2,107,680
‘path which passes from terminal 132 of battery
Il'at signal [3, through front point of contact
51 of relay I3DP, front contact 58 of relay 2TB,
front contact 59 of relay I'I'R, contact I‘l-23 of
signal 12, relay IZ‘DR, front contact 6i) of relay
ITR, front contact iii of relay 2TB, contact 22--3l
of signal l3, front point of contact 62 of relay
I3DP, and relay HER to terminal C.
As a result semaphore arm U of signal I2 is
10 caused to assume the “proceed” position, so that
conductors are momentarily disconnected from
the source of energy so that the associated relay
DR will be certain to release. For example, if
the section Y--Z becomes occupied by the train
K so that the energization of the line conductors
for the section X-—Y is changed from the high
value to the low value, front contact 50 of relay
[4BR will become opened to disconnect energy
from the line conductors for the section X--Y
and such line conductors will remain deenergized 1O
the line conductors for the section next in rear
of location W are supplied with energy of the high
value in the normal direction over contacts 2ii-3B,
until such time as the semaphore arm U of sig
22—3I, and 2l-26 of signal l2. Consequently,
occupied either by a train making a reverse move
or by a train entering section Y-—Z from a spur
15 the signal (not shown) associated with such con
ductors in the rear Will be in position to display
the normal proceed indication.
Summing up then for the system illustrated in
Figs. 1A and 13, it will be seen that, when a block
is occupied by a train, the signal for that block
will display its semaphore arm in the horizontal
position to indicate “stop”; the signal for the
section ?rst in rear of such occupied section will
display its semaphore arm in the 45° position to
indicate “approach next signal prepared to stop”;
the signal for the section second in rear of such
occupied section Will display its semaphore arm
in the 45° position over a yellow light to indicate
“approach next signal at medium speed”; and the
3O signal for the section third in rear of such occu
pied section will display its semaphore arm in
the vertical position to indicate “proceed at nor
mal speed”.
'
The relays DP are provided with a slow releas
ing characteristic so that the caution circuit for
the associated semaphore arm U will remain
closed and so that the energization of the line
conductors to the rear will not be disturbed dur
ing pole changing periods.
For example, when
40 the train K vacates the section to the right of
the location Z so that the energization of relay
I3DR is changed from the reverse direction to
the normal direction to cause signal is to display
the normal proceed indication, front contact 34
45 of relay i3DR will become momentarily opened.
Due to the slow release characteristic of relay
ISDP, however, front points of contacts 36, 51,
and 62 of this relay remain closed so that the
energization of the circuits controlled by these
50 contacts will not be disturbed during this period.
The relays HR are provided with a slow release
characteristic so that both the caution circuit
for the associated semaphore arm U and the cir
cuit for the line conductors in the rear will re
55 main closed during the open circuit periods when
contact 22 forthe signal in advance _is moving
from contact 32 to contact 3!. For example,
when the train K vacates the section to the right
of location Z so that relay I5HR becomes ener
60 gized to cause semaphore arm U of signal 15 to
assume the 45° position to indicate “approach
next signal prepared to stop”, contact 22 will
become disengaged from contact 32 and will be
come engaged to contact 3! to supply energy of
65 high value to relay liiDR. Due to the slow release
characteristic of relay Nil-IR, however, front point
of contact 35 and front contact
of this relay
will remain closed during the time that contact
22 is in engagement with neither contact 32 nor
70 3| so that the energization of the circuits con
trolled by these contacts will not be disturbed
during such open circuit periods.
When the energization'of the line conductors
is changed from the high value to the low value
75 to provide a more restrictive indication, such line
nal l4 drops below its 43° position
Under this condition, that is, with section Y-—Z
track (not shown), relay I3DR will become re
leased so that the circuit for the caution lamp
Y of ‘signal l3 cannot be established. A short
time thereafter, relay ltDP will become released
so that relay [3H3 will become energized over
the line conductors for section X-—Y to maintain
the energization of the caution circuit for sema
phore arm U of signal i3. Upon the releasing
of relay I3DP and the picking up of relay I3HR,
the line conductors for section W-X will be sup
plied With energy of high value in‘ the reverse
direction so that semaphore arm U for signal l2,
which is being energised in the normal direction
by the line conductors for section W—X, will
become released. The releasing of semaphore
arm U for signal 22 will cause contact |'|—.23
of that signal to become. closed so that relay
SEER will become energized in the reverse direc
tion. This energization of relay I‘ZDR will cause
relay iZDP to become energized so that both Ll
the caution circuit for semaphore arm U of sig
nal i2 and a circuit for lamp Y of signal l2 will
become established. When semaphore arm U
reaches its 45° position, it will be held in that
position by the caution circuit so that signal l2 40
will be in condition to indicate “approach next
signal at medium speed” to an approaching train.
The energization of the line circuit to the rear
of location W will not be disturbed, since relay
I‘ZDP will become energized to close its front con 45
tacts to supply energy of the high value in the
normal direction to such rear line circuit before
semaphore arm U of signal l2 reaches its 60° po
sition to open signal contacts 20-39 and 2I—26.
It will be seen, therefore, that tumble-down of ,
the signal control circuits to the rear Will be
avoided even though a section becomes occupied
by a train moving in the reverse direction or by
a train from a spur track.
Referring now to Fig. 2, I have shown herein ,
one signal and associated apparatus which, when
included in a system with wires 10 and ‘H at
the right connected with wires 12 and "I3, respec
tively, at the left, will provide a three-block, four
indication system similar to that described for 60
the system illustrated in Figs. 1A and 1B.
The principal difference between the appara
tus illustrated in Fig. 2 and that illustrated in
Figs. 1A and 1B is that in the latter the sema
phore arm U, when in the normal proceed posi
tion, is directly connected to the line conductors
for the forward section, whereas in Fig. 2, the
semaphore arm never receives energy from the
line conductors.
Semaphore arm U is provided with a contact 70
l4—-'|5 which is closed at all times except when
the semaphore arm is in the vertical or “pro
ceed” position, and with a contact 76-17 which
is closed whenever the semaphore arm is in the
30° position or vertical position or at any point .
4
2,107,680
, between these two positions, as well as with con
the relay DP is energized, the line conductors
tacts ‘I8 and 18 which are in engagement with
for the rear section are connected in the nor
contacts 80 and SI, respectively, when the sema
mal direction to terminals B2 and C of battery
ll through front points of contacts 95 and 86
of relay DP and signal contacts ‘it-J!) and
phore arm is in the 43° position or in the ver
C11 tical position or at any point between these two
positions, and are in engagement with contacts
82 and 63, respectively, when the semaphore arm
is at any point below the 43° position.
_
Relay DR is connected to the conductors for
10 the forward section over contact ‘IS-11 and relay
DP is controlled by front contact 84 of relay DR.
Relay HR is connected to the line conductors
for the forward section over back contact 85 or"
relay DP so that, when relay DP is energized,
15 relay'I-IR will be deenergized to conserve energy
as well as to avoid the possibility that the wind
ing of relay HR. might act as a shunt path across
relay DR thereby decreasing its release time. A
resistor 86 is provided forlimiting the current
?owing in the relay DR and a shunt path, includ
79--8|.
The line conductors for the rear sec
tion, therefore, are supplied with energy of rela
tively low value in the reverse direction when the
signal and associated apparatus is in condition
to indicate “stop”, or with energy of relatively
high value in the reverse direction when the sig
nal and associated apparatus is in condition to
indicate “approach next signal prepared to stop”,
or with energy of relatively high value in the
normal direction when the signal and associated
apparatus is in condition to indicate, either “ap—
proaoh next signal at medium speed” or “proceed
at normal speed”.
Although
'
have herein shown and described
only a few forms of apparatus embodying my in
ing signal contact 74—‘!5 is provided around re
sistor 8'6 so that whenever the semaphore arm U
vention, it isunderstood that various changes and
is in
scope of the appended claims without departing
position other than the normal proceed
position the relay DR will receive its normal cur
-. rent but, whenthe semaphore arm U is in the
proceed position, relay DR will receive a reduced
current which will insure a more positive release
of this relay when the energization of the line
conductors is changed from the high value to the
low value.
'
The relays DR, DP and HR. control the sema
phore arm U and lamp_Y in the following man
ner: When relay HR is energized, a caution cir
cuit for semaphore arm U becomes closed over
front contact 31 of relay HR so that the sema
phore arm is caused to assume the 45° position
20
modi?cations may be made therein Within the
from the spirit and scope of my invention.
Having thus described my invention, what I'
claim is:
a
U
1. In combination, a section of railway track,
a'pair of conductors for said section, means for
supplying said conductors with energy of a par
ticular magnitude or with’ energy of a l'ugher 30
magnitude
one direction or with energy of said
higher magnitude in the otherdirection in ac
cordance with tra?ic conditions in advance of
said section, a neutral relay responsive to energy
of said particular magnitude receiving current
from said conductors, a polarized relay responsive
to indicate v“approach next signal prepared to only to energy of said greater magnitude also re—
stop”. When relay DR becomes energized in the . ceiving current from said conductors, and traf?c
reverse direction, relay. DP also becomes’ ener
governing means for said section controlled by
gized to close another caution circuit for the said two relays.
,
.40
semaphore arm and to establish a circuit for the
In combination, a section of railway track,
lamp Y so that, when relay ER becomes released a pair of conductors for said section, means for
to close back contact 93, the signal will display supplying said pair of conductors with energy of
the semaphore arm in the 45° position over a a relatively low value or with energy of relatively
yellow light to indicate‘ “approach next signal
at medium speed”. The caution circuit for the
semaphore arm includes front contact 88 of the
relay DP and the circuit for lamp Y includes
front contact 88 of relay DP as well as front con
50 tact 89 and reverse polar contact 96-41! both
of relay DR. When relay DR is energized in the
normal direction, relay DP, of course, remains,
energize-d so that the caution circuit remains
closed and a proceed circuit is closed to cause the
semaphore arm U to assume the vertical position
to indicate “proceed at normal speed”. The pro
ceed circuit includes front contact 38 of relay
DP as well as front contact 39 and normal polar
contact 90-92 both of relay DR.
_
high value in the reverse ‘direction or with en
ergy of said relatively high value in. the normal
direction in accordance with tra?ic conditions inv
advance or" said section, a neutral relay respon
sive to energy of said low value receiving current
from said conductors, a polarized relay respon 50
sive only to energy of said high value also re
ceiving current from said conductors, and a sig
nal for said section caused to indicate “approach?
when said neutral relay is energized or to as
sume a condition to indicate “approachmediumf’
when said polarized relay is energized in the
reverse direction or to. indicate “proceed” when
said polarized relay is energizedin the normal
direction.’
3. In combination, a section of railway track,
The magnitude and direction of the energy
supplied to the conductors for the rear section a pair of conductors for said section, means for
is controlled by the relays DP and HR and con~ ‘supplying said pair of conductors with energy of
tacts l8 and ‘I9 in‘the following manner: When a relatively low value or with energy of. relative
the semaphore arm is in its horizontal or “stop” ly high value in the reverse direction or with en
65 position, the line conductors for the rear section
ergy of said relatively high value in the normal
are connected in the reverse direction with ter
direction in accordance with tra?ic conditions
minals Bi and C of battery ll through signal in advance of said section, a neutral relay're
contacts 18-82 and 'l9—83. When the relay HR sponsive to» energy of said low value receiving
is energized and the semaphore arm is in the 45° current from said conductors,‘ a polarized relay
70 position, the line conductors for the rear section responsive only to energy of said high value also
are connected in the reverse direction‘ to ter
receiving current from said conductors, an auxil
minals B2 and C of battery ! I over front contact iary relay which becomes energized or. deener
94 of relay HR, back points of contacts. 95 and gized according as said polarized relay is ener
96 of relay DP and signai contacts 78—"8il and gized or deenergized, a signal for said section in
"Hr-Bl. When the relay DR, is energized so that cluding a ?rst indication unit and a second in
-75
60
2,107,680
5
dication unit, said ?rst indication unit being a
semaphore arm capable of assuming a stop and
for said section caused to display a proceed in
dication when either said repeating relay or said
a caution as well as a proceed position and said
second indication unit being a lamp, a caution
circuit for said semaphore arm including a front
neutral relay is energized, a pair of conductors for
contact of said neutral relay, another caution
circuit for said semaphore arm including a front
contact of said auxiliary relay, a proceed circuit
the rear section, a ?rst contact and a second
contact both of which are closed when said signal
is displaying a stop indication and a third contact
which is closed when said signal is displaying
said proceed indication, a pair of line conductors
for said semaphore arm including a front con—
10 tact of said auxiliary relay as weli as a front
for the rear section, a source of energy having a
neutral contact and a normal polar contact both
of said polarized relay, and a circuit for said lamp
including a front contact of said auxiliary relay
means including said ?rst contact and said sec
ond contact as Well as a back contact of vsaid
as well as a front neutral contact and a reverse
to said low voltage terminal, means including
said third contact and a front contact of said
neutral relay as well as a back contact of said
15 polar contact both of said polarized relay.
4. In combination, a forward and a rear sec
tion of railway track, a neutral relay and a po
larized relay for said forward section, means
effective when the forward section is unoccupied
20 to energize only said neutral relay or only said
polarized relay in one direction or only said po
larized relay in the other direction in accordance
with traffic conditions in advance of said forward
section, a pair of conductors for the rear section,
means effective to supply said conductors with
energy of a relatively low value when both said
relays are deenergized, means effective to supply
said conductors with energy of relatively high
value in one direction when said neutral relay
only is energized, means effective to supply said
conductors with energy of said relatively high
low voltage terminal and a high voltage terminal,
repeating relay for connecting said conductors
repeating relay for connecting said conductors to
said high voltage terminal in one direction, and
means including said third contact and a front
contact of said repeating relay for connecting 20
said conductors to said high voltage terminal in
the other direction.
7. In combination, a stretch of railway track
divided into sections, a pair of conductors for each
section, means effective when one section is oc
25
cupied to supply the conductors for the section
next in rear of such occupied section with energy
of a particular magnitude, means then effective
to supply the conductors for the section second
governing means for the rear section receiving
energy from said pair of conductors and selec
in rear of such occupied section with energy of
a different magnitude in one direction, means
then effective to supply the conductors for the
section third in rear of such occupied section with
energy of said different magnitude in the other
direction, and trahic governing means for each 35
tively responsive to the value and direction of the
section selectively responsive to the direction
current received therefrom.
and magnitude of the energy supplied to the asso
ciated conductors.
8. In combination, a stretch of railway track
divided into sections, a pair of conductors for
each section, means effective when one section is
occupied to supply the conductors for the section
value in the other direction when said polarized
relay is energized in either direction, and traffic
5. In combination, a forward and a rear sec
tion of railway track, a neutral relay and a po
40 larized relay for said forward section, means
effective when the forward section is unoccupied
to energize only said neutral relay or only said
polarized relay in one direction or only said po
larized relay in the other direction in accordance
45 with tra?ic conditions in advance of said for
ward section, a repeating relay which becomes
energized or deenergized according as said po
larized relay is energized or deenergized, a signal
for said section caused to display a proceed indi
50 ‘cation when either said repeating relay or said
neutral relay is energized, a pair of conductors for
the rear section, means effective to supply said
conductors with energy of a relatively low value
when said signal is in condition to indicate stop,
55 means effective to supply said conductors with
energy of a relatively high value in the reverse
direction when said neutral relay is energized
provided said repeating relay is deenergized and
said
60 ceed
said
high
signal is in condition to display said pro
indication, and means effective to supply
conductors with energy of said relatively
value in the normal direction when said re
next in rear of such occupied section with energy
of a relatively low value in one direction, means
then effective to supply the conductors for the 45
section second inrear of such occupied section
with energy of a relatively high value in said one
direction, means then effective to supply the con
ductcrs for the section third in rear of such oc
cupied section with energy of said relatively high 50
value in the other direction, and traffic governing
means for each section selectively responsive to
the direction and value of the energy supplied to
the associated conductors.
9. In combination, a section of railway track,
a pair of conductors for said section, a ?rst sig
nal control relay and a second signal control re
lay, both receiving energy from said pair of con
ductcrs, means including said pair of conductors
effective when said section is unoccupied to en
ergize said ?rst signal control relay or to ener
gize said second signal control relay in accord
peating relay is energized provided said signal
ance with tra?ic conditions in advance of said
is in condition to display said proceed indication.
section, a signal for said section governed by said
6. In combination, a forward and a rear sec~
two relays and caused to assume one condition 65
tion of railway track, a neutral relay and a po
larized relay for said forward section, means
effective when the forward section is unoccupied
to energize only said neutral relay or only said
70 polarized relay in one direction or only_ said po
larized relay in the other direction in accord—
ance with traffic conditions in advance of said
forward section, a repeating relay which becomes
energized or deenergized according as said po
75 larized relay is energized or deenergized, a signal
when said ?rst signal control relay is energized
or another condition when said second signal
control relay is energized, means effective to de
energize said first signal control relay when said
second signal control relay is energized, means 70
effective to deenergize- said second signal control
relay when said signal is in such other condition,
65
and means including a back contact of each of
said two relays for then connecting said signal
direct to said pair of conductors.
75
6
2,107,680
10. In combination, a section of railway track,
a pair of conductors for said section, a ?rst sig
nal control relay and a second signal control re
lay both receiving energy from said pair of con
ductors, means including said pair of con
ductors effective when said section is unoccupied
to energizensaid ?rst signal control'relay or to
energize said second signal control relay in ac
cordance with trafiic conditions in advance
10 of said section, a signal for said section governed
by said two relays and caused to assume one con
dition when said ?rst signal control relay is en
ergized or another condition when said second
signal control relay is energized, means effective
tively high value in the same direction or with
energy of said high value in the other direction
in accordance with traf?c conditions in advance,
a neutral relay for each section responsive to en
ergy of said low value receiving current from the 5
associated conductors, a polarized relay for each
section responsive only to energy of said high
value also receiving current from the‘associated
conductors, and tra?ic governing means for each
section controlled by the associated neutral and
polarized relays.
V
I
12. A railway signal system comprising a
stretch of railway track divided into sections, a
pair of line conductors for each section, means
15 to deenergize said ?rst signal control relay when
for each section for supplying the conductorsfor
said second signal control relay is energized, the section next in rearlwith energy of relatively
means eifective to deenergize said second signalv low value in one direction or with energy of rel
control relay when said signal is in such other atively high value in the same direction or with
condition, and means including a contact oper
energy, of said high Value in the other direction
20 ably governed by said signal as ;well as a back in accordance with traf?c conditions in advance, 20
contact of said ?rst signal control relay and a back
contact of said second signal control relay for
then connecting *said signal to said pair of con~
ductors.
11. A railway signal system, comprising a
stretch of railway track divided into sections, a
pair of line conductors for each section, means
for each section for supplying the conductors for
the section next in rear with energy of relatively
low value in one direction or with energy of rela
a neutral relay for each section responsive to en
ergy of said low value receiving current from the
associated conductors, a polarized relay for each
section responsive only to energy of said high
value also receiving current from the associated
conductors, and a signal for each section gov
erned by the associated relays,’ each said signal
being capable of displaying at least three different
proceed indications.
'
'
‘
.
PAUL- H. CRAGO.
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