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Патент USA US2124660

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July‘ 26, 1938.
J. .LVANHCRN
2,124,660
RAILWAY SIGNALING
Original Filed June 15, 1935
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RAILWAY SIGNALING
2,124,660
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INVENTOR
James
BY
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ATTORNEY '
July 26, 1938.
J. J. VANHORN
2,124,660 ‘
RAILWAY SIGNALING
Original Filed June 15, 1935
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July 26, 1938.
J. J. VANHORN
RAILWAY SIGNALING‘
Original Filed June 15, 1935
2,124,660
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July 26, 1938.
J. J. VANHORN
2,124,660
RAILJWAY SIGNALING ‘
Original Filed June 15, 1935
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33
R
INVENTOR
James J. Kmlzozn.
BY
HIS
ATTORNEY
2,124,660
Patented July 26, 1938
UNITED STATES PATENT OFFICE
2,124,660
RAILWAY SIGNALING
James‘yJ. Vanhorn, Swissvale, Pa., assignor to The
Union Switch & Signal Company, Swissvale,
Pa., a. corporation of Pennsylvania
Application June 15, 1935, Serial No. 26,784
Renewed October 30, 1936
(Cl. 246—38)
My invention relates to railway signaling, and current track relay R for thenext section in ad
30 Claims.
particularly to signaling involving wayside signals
located along a trackway for governing the pas
sage of trains.
A feature of my invention is the provision of
novel and improved apparatus for establishing -a
vance. For example, when the track relay RW is
energized the track battery 50f the section V-—W
is connected with the track rails 2 and 2A over
the front points of the neutral contacts I0 and I I UT
of the track relay RW to supply current of one
distinctive control for each of four track sections
in the rear of an occupied section without the
use of line control wires. Each distinctive con
10 trol is effective to cause a corresponding aspect
of the wayside‘signals, whereby there is produced
a four block, ?ve indication system of signaling.
A further feature of my invention is the provision
of apparatus, utilizing a direct current and an
15 alternating current source of power, for control
ling wayside signals in such a manner that trains
are kept moving by signal indication in the event‘
of failure of the alternating current‘ source of
power. Other features and advantages of my in
20 vention will appear as the speci?cation progresses.
I will describe several forms of apparatus em
bodying my invention, and will then point out the
novel features thereof in claims.
In the accompanying drawings, Figs. 1A, 1B and
1C are diagrammatic views which, when placed
end to end in the order named, illustrate one form
of apparatus embodying my invention. Fig. 2 is
a diagrammatic view illustrating a modi?cation of
a portion of the apparatus'shown in Figs. 1A,
1B and 10. Figs. 3A, 3B and 3C are diagram
matic views which, when placed end to end in the
order named, illustrate another form of appa
ratus embodying my invention.
Similar reference characters refer to similar
~13 parts in each of the several views.
Referring ?rst to Figs. 1A, 1B and 10, the ref
erence characters 2 and 2A designate the track
rails of a stretch of railway track along which
tra?ic normally moves in the direction indicated
by
the arrows. These rails are dividedby the
40
usual insulated joints 3 into a plurality of track 7
l
sections V-W, W——X, X-Y, Y—Z, etc.
Each track section is provided with a direct
current track circuit which includes the track
rails in series, a track battery 5 connected across
the rails at one end of the section in series with
a limiting resistor 6, and a polarized direct cur
rent track relay R (with a suf?x corresponding to
the location) connected across the rails at the
other end of the section. The winding of each
track relay R is connected directly with the track
rails as will be readily understood by an inspec
tion of Figs. 1A, 1B and 1C. The trackbattery
5 for each section is reversibly connected with the
55
track rails by pole-changing contacts of the direct
polarity, and which polarity I shall refer to in the
following description as being of normal polarity.
At such time as the track relay RW is deenergized,
the connection of the battery 5 with the track 10
rails is reversed at the back points of contacts l0
and l l to supply current of the opposite polarity,
and which polarity I shall refer to as being of re
verse polarity. The track relay RV for the sec
tion V—W, when energized with current of nor 15
mal polarity, will shift its polar contacts l2 and
13 into engagement with their respective left-,
hand contacts, that is, to the position shown in
Fig. 1A. When the relay RV is energized with
current of reverse polarity, the polar contacts I2
and I3 will be shifted to their right-hand posi
tions, that is, to the positions opposite that shown
0
in Fig. 1A. Each of the remaining track batteries
of my system is connected with the rails of the
associated section in the same manner as battery 25
5 of section V—W, and each of the remaining
.direct current track relays responds to the po
larity of the direct current supplied to the asso
ciated track section in the same manner as the
track relay RV.
'
It will be noted that the relay contacts are not
in all instances directly under the relay actuating
such contacts.
Each such contact, however, is
provided with the same reference character as
that applied to the actuating relay.
35
Each track section is also provided with an
alternating current track circuit which comprises
the track rails in series and ‘which includes a sec
ondary M of a track transformer, designated by
the reference character F with a suitable su?ix,
connected across the rails'at one end of the sec
tion and a polarized alternatingcurrent track re
lay, designated by the reference character A with
a suitable su?ix, receiving energy from the rails
at the other end of the section. An impedance 1 .
for regulating the flow of alternating current in
the track circuit is connected inv series with the
secondary l4. The track winding of each relay A
is connected, in series with a condenser 8, directly
across the rails of the associated section.
The
condenser 8 prevents the flow of direct current in
the alternating current relay A, and the high im
pedance of the direct current relay R prevents the
?ow of alternating current in that relay. The
relays R and A, therefore, although connected to 55
2..
72,124,660
the'same rails, respond only to direct and alter
nating current is supplied to the transformers F,
nating current, respectively. Each alternating
and thus to the track windings of the relays as
sociated with the adjacent signals in the rear,
current track relay A‘is provided with a local
winding 9 which is connected to a suitable source
of alternating current, the terminals of which are '
designated by the reference characters BX
and CX.
.
Associated with each alternating current track
relay is a relay having aslow release characteristic
10 and designated by the reference character E with
a distinguishing sumx. .The relays E, as will be
explained more in detail hereinafter, are provided
to prevent certain undesirable ?ashing and
tumbling-down of the signals during the time the
15 polar contacts of the alternating current track
relays are moving between their normal and re
verse positions.
I
The primary I5 of the transformerF for each
section is vconnected to terminals BX and CK of
20
the source of alternating current by pole-chang
ing contacts-of the relay-E associated with the
section next in advance,'provided that the direct
current track relay R for such next section in
advancevis energized by current ofv normal p04
2-5 larity.‘ For example, the primary l5 of the trans
former
of the section V—W_is normally con
To sum up thus far, each track section is pro
vided with two track circuits, a direct current
circuit and an alternating current circuit which
operate independently of each other. The direct
current track circuit is energized at all times,
and is supplied with direct current of one p0
larity or the other depending upon whether the 15
direct current track relay for the section next
in advance is energized or deenergized. The al
ternating current track circuit is energized only
when the direct current track relay for the sec
tion next in advance is energized with current 20
of normal polarity, and is then supplied with al
ternating current of one polarity or the other
‘depending upon whether the slow releasingrelay
repeating the alternating current relay for the
section next in advance- is energized or deener
gized.
'
' The track relays R are preferably but not
which includes normal polar contact 2| and front
neutral contact l6 ofthe'rela‘y RW, and front
necessarily of the retained-neutral polarized type.
That is,
when relay RW is’ energized in its normal posi
tion, alternating ‘current ofnormal polarity is
‘supplied to relay AV when EW?i's energized and
current .of reverse polarity is supplied to relay
AV when relay EW isdeenergized. When re
lay RW is deenergized or energized in its re
verse position the supply of alternating current
fornrelay‘ AVis disconnected.’ Whenvv relay AV
is energized with current ofunormal polarity its
contacts l9_and Z?will come into’ engagement
‘with their respective left-hand contacts, and
when energized with current of reverse polarity
will come into, engagement with their respective
‘right-hand contacts." When relay AV is_ener
‘gized so that either its normal polar contact
|_9u—w| I 9 or'its reverse polarlcontact l9—l20 be
’comes closed, the relay EV will be energized’, and
'whenboth such 'cointactsi are opened the relay
'EV will be deenergized, The relay EV, therefore,
will become energized or deenergized to close the
front or back points, respectively, of its contacts
22, 23,24 and ‘25 in accordance with the corre
. 'sponding energization, orvdeenergization of the
relay
55
lays will be properly synchronized.
nected with terminals BX and 0X by‘ a circuit
30 contacts I‘! and I8 of the relay EW.
40
are supplied with alternating current from a com
mon source so that the instantaneous polarity of
the current supplied to the local and track wind
ings of each of the alternating current track re
AV.
H
__V
V
H
,
.
.
V'I‘Vhe alternating current relays A are of a type
in which when the track windings of the relays
are deenergized, theimovable contacts thereof are
‘moved to their intermediateor open positions, in
which they do not engage either of the stationary
contacts associated therewith.
V
‘ Each of, the remaining transformers F of my
system is connected with the rails of the .asso
ciated section and with the terminalsBX and
CX in. a manner similar to transformer FW of
65 the section V—W, and each ofv the remaining
alternating'current track relays responds to the
a’ polarity of the alternating current supplied to
the associated section in the same manner as
the track relay AV and the relay EV.
.
. The terminals BX and CX at the various sig
fn'al locations throughout ‘the track stretch'and
from which alternating current is supplied to
the local windings! of the alternating current
relays ‘A, and the terminals identi?ed by the
75 same reference characters and from ‘which alter
v .To govern the passage of trains through the
stretch of vrailway, a wayside signal designated 30
' rb'yr'the reference character H with ‘an appropri
ate s'u?‘ix is located at the entrance of each track
section. Each of these signals comprises a top
unit T and a lower unit L. These units may
take any one of vseveral forms of signal mech
anism such: as the semaphore, color light, search
light, or position light. 'As here illustrated, each
unit isa color light signal capable of displaying
a green light G,'a yellow light Y and a red
light R.
'
‘
’
‘
' The manner in which the lamps of'these sig- _
nals are controlled will bestbe understood by
tracing the circuits and explaining the operation
of the apparatus simultaneously.
, i
A train designated by the reference "character
K is shown in the section immediately to the
,‘right of location Z. The shunt of the Wheels
and‘ axles of train K will deenergize the track
relays RZ and AZ in the usual manner.
'7 RelayRZ being deenergized, current will flow
from the terminal'B of a suitable source‘ of direct
50
current through the back point of contact 21
‘of relay RZ and lamp R of the top unit T of
signal HZ to the terminal C of the same source
of direct current; so that the lamp R of that
“unit will be illuminated. Current will also ?ow
from the terminal B of the direct current source
through the back point of contact 28 of relay
'RZ and the lamp R of the lower unit L of signal
E2 to the terminal C; so that the lamp R of that 60
unit will be illuminated. It follows that the sig
‘nal HZ will display the lamp R of each or its
two units.
That is to say, as long as the train
K occupies the section immediately in advance
of the signal HZ, the aspect of that signal will 65
be av red light above a red light to indicate
'us'top I)
The connection for the direct‘ current track cir~ ’
cuit of the section’ Y—Z next in the rear of the
section occupied by the train K will be over the
back points of contacts 30 and SI of the direct
current track relay RZ, and hence the track
‘relay RY will now be energized with direct cur
rent of- reverse polarity to shift its polar ‘contact
'36 into engagement with its right-hand ?xed 75
2,124,660
contact 31. Since the alternating current track
circuit for the section Y--Z is open at the front
contact 32 of the track relay RZ, the track relay
AY will be deenergized as illustrated in Fig. 13'.
Consequently, at the location Y, the track relay
RY will be energized in the reverse direction, the
track relay AY will be deenergized, and the relay
EY will be deenergized.
‘Therefore, current will ?ow from the terminal
10 B through front point of contact 33 of track relay
RY, back point of contact 34 of relay EY and
lamp Y of the top unit T of signal HY to terminal
C; so that lamp Y of that unit will be illuminated.
Current will also flow from terminal B through
15 front point of contact 35 of relay RY, polar con
tact 36-3‘! of relay RY and lamp R of the lower
unit L of signal HY to terminal C; so that lamp
R of that unit will be illuminated. The aspect of
the signal HY, therefore, will be a yellow light
20 above a red light to indicate “prepare to stop at
next signal.”
‘
Considering next the condition of the track cir
cuits for the section X-Y, which is the second
3
minated. Current will also flow from the ter-'
minal B of the current source through the front
point of contact 54 of relay RW, left-hand polar
contact 55-56 of relay RW, front point ofcon
tact 51 of relay EW, right-hand polar contact
58—-—59 of relay AW, and lamp Y of the lower
unit L of signal I-IW to terminal C; so that the
lamp Y of that unit will be illuminated. It follows
that the aspect of the signal HW will be a green
light above a yellow light to indicate to a train 10
approaching the location “approach next signal
at not exceeding medium speed.”
'
Considering next the condition of the track
circuits for the section V—-W, the fourth section
to the rear of the section occupied by the train K, 15
the track relay RW is energized in the normal
direction so that the connection of the track bat~
tery 5 with the track rails of the section V——W is
over the front points of contacts In and II of the
relay RW, and the track relay RV is energized 20
with current of normal polarity. The track relay
AW being energized so that the relay EW is en
ergized, the current supplied to the alternating
section in rear of the section occupied by the
25 train, the direct current track circuit for the sec
current track circuit for the section V—-W is of
normal polarity‘and the track relay AV is ener
gized in its normal position. Hence, at the loca
tion V, both the track relays RV and AV are
in their normal positions, and the relay EV is en
point of contact 44 of track relay RX, back point
RV, left~hand polar contact 13-432 of relay RV,
tion X--Y will be supplied with current of normal
polarity because the front points of contacts 40
and Ill of relay RY are closed, and the alternating
ergized.
current track circuit for this section will be de
Current therefore ?ows from the terminal B 30
energized
because
the
normal
polar
contact
30
through
the front point of contact 69 of relay
42-43 of relay RY is opened.v Consequently, the
relay RX will be energized with current of nor ’ RV, front point of contact 23 of relay EV, and
mal polarity and . the relays AX and EX will lamp G of the top unit T of signal HV to terminal
C; so that lamp G of that unit will be illuminated.
both be deenergized.
Current will also flow from battery terminal B 35
Current
now
flows
from
terminal
B
of
the
35
direct current source at location X through front through the front point of contact 6| of relay
of contact 1&5. of the relay EX, and lamp Y of the
top unit T of signal HX to terminal C; so that the
40 lamp Y of that unit will be illuminated. At the
same time, current will flow from the terminal B
through front point of contact 46 of relay RX,
polar contact 41-48 of relay RX, back point of
front point of contact 22 of relay EV, left-hand
contact ZED-453 of relay AV, and lamp G of the
lower unit L to battery terminal C; so that the 40
lamp G of that unit will be illuminated. The
aspect of the signal HV, therefore, will be a green
light above a green light to indicate “proceed at
'
contact ‘is of relay EX and lamp Y of the lower normal speed.”
From the foregoing description, it is evident 45
unit of signal HX to terminal C; so that the lamp
45
Y of that unit will be illuminated. The aspect of that a distinctive control condition is provided
the signal HX, therefore, will be a yellow light for each of the four successive track sections to
above a yellow light to indicate “proceed at not . the rear of an occupied section. These control
conditions may be summed up as follows: Both
exceeding medium speed.”
‘
.
'
i
track circuits for the section occupied are shunt 50
I shall next consider the condition of the ap
50 paratus for the section W—-X, the third section ed in the usual manner to open both the track
to the rear of the section occupied by the train relays of that section. The ?rst section to the
rear of the occupied section has its direct cur
K. The direct currect track relay RX is ener
rent track circuit supplied with current of re
gized in the normal direction so that the connec
verse polarity and its alternating current track 55
tion
of
the
track
battery
5
at
the
location
X
is
55
over the front contacts 58 and 5! of the relay RX, circuit deenergized. The second section has its
and hence the track relay RW is energized with direct current track circuit supplied with cur
rent of normal polarity and its alternating cur
current of normal polarity to shift its polar con
tacts to the left-hand position. The track relay rent track circuit deenergized. The third sec
tion‘has'its direct currenttrack circuit supplied
60 RX being energized in the normal direction and
the relay EX being deenergized,the alternating with current of normal polarity, and its alternat
current track circuit‘ forthe section W-X is ing current track circuit with current of reverse
supplied with alternating current of reverse polarity. The fourth section has both its track
polarity, so that the track relay AW shifts its circuits supplied with current of normal polarity. 65
polar
contacts to the right-hand position. Hence, From these different control conditions, ?ve dif
65
at location W, the track relay RW is energized in ferent signal aspects are obtained, namely, a red
light above a red light at the ?rst signal to the
the normal direction, the track relay AW is en
ergized in the reverse direction, and the relay‘ rear of a train to indicate “stop”, a yellow light
above a red light at the second signal to the rear
EW is energized.
of
a train to indicate “prepare to stop at the next 70
Current will therefore flow from the terminal
70
signal”,
a yellow light above a yellow light at the.
B of the direct current source at location W
through front point of contact 52 of relay RW, third signal to the rear of a train to‘indicate
front point of contact 53 of relay EW, and lamp “proceed at not exceeding mediumv speed,” a green
light above a yellow light at the fourth signal to
G of the top unit T of signal HW to terminal C;
indicate “approach next signal at not exceeding 75
so that the lamp G of that unit will be illu
4
2,124,660
medium speed,” and a green light above 3a green
light at the ?fth signal to the rear'ofa train to
indicate “proceed at normal speed.” I shall term
these ' aspects, “stop,” “approach,” “medium,”
of relay AW from its right-hand position, to its
left-hand position transfers the signal control
circuit from that for the lamp Y of the lower
unit of signal HW to that for the lamp G. r-The
slow release feature of‘ the relay EW prevents
the back point ofcontact .53 from being momene
“approach-medium" and “proceed,” respectively.
It should be observed that the direct current
track relay alone provides the '?rst three aspects
of the associated signal, and that the alternating '
current track relay jointly with the direct cur
thermore, the front points of contacts I‘! and [8
rent track relay provides the last two aspects.
That is, the alternating current track relay must
be energized only if the “approach-medium” and
“proceed” aspects are to be displayed. There
of the'relay EW being retained ‘closed, successive 10
tumble-down of the signal circuits to the rear of
location W is avoided.
fore, even if the alternating current is absent
to govern movements of tra?ic by a three aspect
system,
providing '
“medium,” “ap—
proach” and “stop” aspects. '
V
,
The function of the retained-neutral feature
.20 of the direct current track relays and the slow to
release feature of the E relays will now be point
ed out. The signal HY displays a yellow light
above a red light to a train in the section X—Y
as long as the train K occupies the section to
the right of location Z. I‘ shall nowassume that
while a following train is approachingthe signal
HY, ‘the train K moves on out of the section to
the right of location Z. Under these conditions,
the picking up of the direct current track relay
RZ pole changes the direct current track circuit
for the section Y-—Z, and the track relay RY is
deenergized and‘then reenergized in its normal
direction causing its polar contacts to be shifted
from the right-hand position to the left-hand
position. The position of the alternating current
track relay AY is not changed at this time, and,
consequently, the position of the-relay EY is not
changed. Shifting the polar contact 36 of the
.
'
Referring next to Fig. 2, which illustrates'an
15 the signal system will continue to be operative
signaling
tarily closedto ?ash the lamp Y of the top unit '
T; that is, false signal ?ashing is avoided. Furs
alternative method for supplying direct and alter
nating current to the track circuits shown in Figs.
1A, 1B and 1C, I have therein shown the sec
ondary M of the track transformer FZ connected
in multiple with the direct current battery 5
rather than in series. A condenser 64 is pro-
15,
vided in series with-secondary M to prevent the 20
flow of direct current in the secondary winding
and an impedance 65 is provided in series with
the battery 5' to prevent the ?ow ofalternating
current in the battery 5. Otherwise, the appa
ratus shown in Fig. 2 operates in a manner simi 25
lar in all respects to' the apparatus embodying
my invention shown in Figs. 1A,.1Band 1C. ‘
_
Referring now to Figs. 3A, 3B and 30' which
illustrate another form of four block, ?ve indica
tion automatic signaling system displaying the
same indications as those described for the sys
30v
tem shown in Figs. 1A, 1B and 1C, the principal
difference in the apparatus shown in. Figs. 3A,
3B and 30 from the apparatus shown in Figs. 1A,
1B and 1C being in the manner in Which the di
rect current and alternating current energy. is
supplied to the rails of a given section. The form
of apparatus illustrated in Figs. 1A, 1B and 1C
track relay RY shifts the signal control circuit- ' permits direct current energy and alternating
from that for the lamp R of the bottom unit L current energy to- be supplied simulta'neously'to»,
of signal HY to the circuit for the lamp Y of the
the rails of a given section, whereas with the form
bottom unit L. The circuit for the lamp Y of of apparatus shown in Figs. 3A, 3B and 30, either
the upper unit T is not changed inasmuch as no
change takes place in the position of the relays alternating current or direct current, but never
both at the same time, is supplied to the rails of
AY and EY. 'It follows that the aspect of the a given section.
_
signal HY is changed from that of a yellow light
Associated
with
each
section
is
a
relay
having a
' above arred light to that of a yellow light above a
slow
release
characteristic
and
designated
by the
yellow light. The “retained-neutral” feature of '
reference character D-With a distinguishing suf
the track relay RY prevents the back contact fix. The relay D when energized is effectiverto
33 of relay RY from becoming momentarily closed prevent direct current energy from being supplied
to give a momentary ?ash of the lamp R of the
to the direct current track circuits for the section
top unit T. , That is, false signal ?ashing of the
next in rear, and when deenergized is effective to
signal I-IY is avoided. Furthermore, the retained
prevent alternating current energy from being Y
neutral feature of relay RY prevents the front
supplied to the alternating current track circuit
contacts 40 and 4| from momentarily opening the for
such next section in rear.
circuit for the direct current track relay RX dur
ing the pole changing of the'track circuit for
section Y-Z. The energization of the. direct
current track relays for the remaining sections
60
not being disturbed, successive tumble-down of
the signal circuits for the sections to the rear of
location
Y is
avoided.
'
r
.
It has been pointed out hereinbefore that the
signal HW displays -_a: green light. above a yellow
65 light during the time the train K occupies the
section illustrated in Fig. 1C. Ishall now assume
that while a following trainris approachingthe
signal HW, the train K moves on and vacates the
section to the right of location Z. Under these
70
conditions,the'energization of the alternating cur-_
rent track relay AW is changed from'reverse to
normal. - The direct current track relay RX‘ does
not change its position at this time and hence no
change takes place in the direct current'track
75
relay RW. The shifting of the polarecontactjg
For example, when *
the front point of contact 66 of relay DW of the
section W-X is closed, alternating current ener
gy will be supplied to the rails of section V-W,
and when the back point of contact 66 is closed
' direct current energy'vvill be supplied to the rails 60
of section V-W. The relay DW is provided with
tWo pick-up circuits. One circuit passes from '
one output terminal of the'recti?er JW through
the back point of contact 61 of the direct cur
rent track relay RW, front point of contact 68 of 65
the relay EW, and'relay DW to the other output‘
terminal of the recti?er JW. The other circuit
passes from one output terminal of the recti?er
JW through the front point of contact 6'! of 'the
' relay RW, normal polar contact 69—'l0 of the 70
relay RW, back point of contact 68 of relay EW,
and relay DW to the other output terminal of the
recti?er JW. The input terminals of the recti
?er JW are directly connected to the terminals
BX and CK of the alternating current source of
2,124,660
energy. The relay DW, therefore, may be ener
gized when the relay RW is released provided the
relay EW is energized, or when the relay RW
is energized with current of normal polarity pro
vided the relay EW is deenergized. Since the
relay EW may be energized only when the alter
nating current track relay AW is energized, the
relay DW will be energized when the track relay
AW is energized and the track relay RW is deen
ergized, or when the track relay AW is deener
gized and the track relay RW is energized in its
normal position. It is obvious from the fore
going description that either alternating current
or direct current but not both simultaneously
15 may be supplied to the section V—-W.
Each of the remaining track sections of the
modi?cation of my invention illustrated in Figs.
3A, 3B and 3C is provided with a relay W and
with a recti?er J, each identi?ed by a distinguish
20 ing suffix, and each functioning in the same man
ner as the relay DW and the recti?er JW.
The alternating current relays A employed in
the system shown in Figs. 3A, 3B and 3C of the
drawings are of the type which are employed in
25 the system shown in Figs. 1A, 1B and 1C, and
have local windings and track windings. The 10
cal windings are energized from a source at the
signal location, while the track windings are sup
plied with current from the track rails. The
30 terminals BX and CX at the various signal loca
tions from which alternating current is supplied
to the local windings of the alternating current
track relays and to the track transformers, and
thereby to the track rails and to the track wind
35 ings of the alternating current track relays, are
all supplied with alternating current from a com
mon source so that the instantaneous polarity of
the current supplied to the local and track wind
ings of the track relays will be properly synchro
40 nized.
The manner in which the lamps of the signals
illustrated in Figs. 3A, 3B and 3C are controlled
will best be understood by tracing the circuits and
explaining the operation of the apparatus simul
taneously.
~"~
The train K is shown in the section immediate
ly to the right of location Z. The shunt of the
wheels and axles of the train K will release the
track relays R2 and AZ in the usual manner.
50
Both track relays R2 and AZ being deener
gized, current will flow from the terminal B of
the direct current source of energy through the
back point of contact ‘H of relay RZ, back point
of contact 18 of relay EZ and lamp R of the top
55 unit T of signal HZ to the terminal C; so that
the lamp R of that unit Will be illuminated. C‘ur
rent will also ?ow from the terminal B through
the back point of contact 12 of relay RZ, back
point of contact 13 of relay EZ and the lamp
R of the lower unit L of signal HZ to the termi
nal C; so that the lamp R of that unit will be
illuminated. The aspect of signal HZ, therefore,
will be a red light above a red light to indicate
“stop.”
The connection for the direct current track
circuit of the section Y—Z next in rear of the
section occupied by the train K will be over a
circuit including the back points of contacts
14 and 15 of the track relay RZ and back point
70 of contact 15 of relay DZ so that track relay RY
will be energized with direct current of reverse
polarity to shift its polar contacts into engage
ment with its right-hand ?xed contacts. Since
the alternating current track circuit for the sec75 tion Y—Z is open at the front point of contact
5
'18 of relay DZ, the track relay AY will be deener
gized so that relay EY will also be deenergized.
The relay DY will be deenergized because polar
contact B5-86 of track relay RY is opened.
Current will therefore flow from the terminal
B through front point of contact 11 of track relay
RY, and lamp Y of the top unit T of signal HY
to terminal C; so that lamp Y of that unit will
be illuminated. Current will also flow from ter
minal B over front point of contact l9 of track 10
relay RY, polar contact 8!l—8@l of relay RY and
lamp R of the bottom. unit L of signal HY to: ter
minal C; so that lamp R of that unit will be
illuminated. Thus, the aspect of signal HY will
be a yellow light above a red light to indicate 15
“prepare to stop at next signal.”
Considering next the condition of the apparatus
for the section. X-Y, which is the second section
in the rear of the section occupied by the train
K, the direct current track circuit for section
X-Y will be supplied with current of normal
polarity because the front points of contacts 82
and 83 of relay RY and the back point of contact
84 of relay DY will all be closed, and the alter
nating current track circuit for this section will
be deenergized because the front point of contact
84 of relay DY is opened. Consequently, the
direct current track relay RX will be energized
with current of normal polarity and the relays
AX and EX will both be deenergized. Therefore,
with the train occupying the section immediately
to the right of signal HZ, the direct current track
relay RX will be energized by current of normal
polarity and alternating current track relay AX
will be deenergized so that relay EX will also be
deenergized. The relay DX will be energized over
its control circuit including front point of contact
81 of track relay RX, polar contact 88—89 of re
lay RX and back point of contact 90 of relay EX.
20
25
30
35
Current now flows from terminal B at location .
X through front point of contact SI of track relay
RX, and lamp Y of the top unit T of signal HX to
terminal C; so that the lamp Y of that unit will
be illuminated. At the same time current will
?ow from terminal B through front point of con 45
tact 93 of track relay RX, polar contact 94—95
of relay RX and lamp Y of the lower unit L of
signal I-IX; so that the lamp Y of that unit will
be illuminated. The aspect of signal HX, there
fore, will be a yellow light above a yellow light 50
to indicate “proceed as not exceeding medium
speed.”
I shall next consider the condition of the ap
paratus for the section W—X, the third section
to the rear of the section occupied by the train 55
K. The relay DX being energized, the direct
current track circuit for the section W--X will
be deenergized so that the direct current track
relay RW will be released. The relay EX being
deenergized and the relay DX being energized, 60
the alternating current track circuit will be sup
plied with current of reverse polarity over the
back points of contacts. 96 and 9'! of relay EX and
the front point of contact 98 of relay DX so that
the alternating current track relay AW will be
energized by current of reverse polarity. Thus
the relay EW will be energized because polar
contact 9§—l00 of alternating current track relay
AW will be closed and relay DW will be energized
because its other control circuit including back
point of contact bl of relay RW and front point
of contact 68 of relay EW will be closed.
Current will therefore flow from terminal B at
location W, through back point of contact ill! of
direct current track relay RW, front point of con
6
2,124,666
.
t‘a‘ct ‘I 02 of" relay ‘uw‘andf the lamp Gfof the top
the‘scopel‘o'f the appended'claims' without departe
unit of signal HW to terminal C. ‘Current will
also ‘?ow from‘termi'nal Bvthroughback point of
contact 10.3 o‘fitrack' ‘relay RW, front point of
contact I04 of relay EW, reverse polar contact
[054-106 of alternating current track‘relay AW
'andlampj Y of the lower unit L of signal HW'to
ing from the spirit and scope of my'inventi'on.’ .
Having thus described my invention, what I
claim is:
‘
‘
‘
11.- A railway signal system comprising a stretch
' 5
of railway track divided into sections, a direct
current polarized track relay and an alternating
terminal C. The aspect of signal HW, therefore,
current polarized track relay for each section
each receiving current from the rails of the sec
,10 cate “approach next signal at not exceeding me
tion, said direct current relays 'each effective to
dium speed.”
'
Y 7
prevent the flow of ‘alternating current therein
Considering next the condition of theapparatus and said alternating ‘current relays each con-'
‘for the section V'—W, the fourth‘ section in rear . nected to the rails of'the associated section by
will be a green light above‘ a yellow light to indi
of the section occupied by the train K, the‘ direct
15 current track“ circuit will be deenergized because
the back point of contact 66 vof relay DW vis
opened, and ‘the alternating current track circuit
for the section V—‘W will’ be energized with alter
nating current of normal polarity over the front
points of contacts l_01_ and‘ilOB of relayEW be
cause the front point of v‘contact 66 of relay DW is
closed. Therefore, the direct current track relay
RV Willbe deenerg‘ized and the alternating cur
means effective to prevent'the ?ow of direct cur
rent therein, means controlled by each direct cur 15
rent track relay for supplying to the rails ‘of the
section next in the rear direct current of one
polarityfor of the other polarity, means controlled
jointly ‘by the direct current track relay and‘the
alternating current track ‘relay of each section
for supplying to the rails of‘the section next ‘in
the rear ‘alternating current of one polarity or of
the‘ other, ‘and tr‘a?ic ‘governing ' means for
rent track relay ‘AV will be energized by current governing the passage of trains along said stretch
as of ‘normal'polarity. The relay EV will be ener ‘controlled jointly by said direct current and said ,
gized because polar contact IMF-‘H0 of track 7 alternating current'trac‘k‘ relays.
relay AV is closed and relay DV'w‘ill be energized
‘2. A railway tra?ic controlling system compris
by a circuit including back point‘of contact Ill
oftrack relay RV and front point of’ contact I I2
of relay EV. '
‘
‘
i
'
Current will therefore ?ow from terminal B at
location V through bacli‘p‘oint ‘of contact H3 of
track relay RV, ‘front point of contact‘ I I4 of relay
TEV'and lamp'G of the top unit T of signal HV
to terminal'C. Current will also flow from ter
minal B through back'pointrof contact H5 of
track relay ‘RV, front point of‘ contact H6 of relay
EV,‘ normal polar contact Ill-(LL18 ‘of‘track relay
AV and lamp G of the lower unit of ‘signal HV to
40
an alternating current polarized track relay for ,
‘each section each receiving energy from the rails
of the section, said direct current relays ‘each
e?ective to prevent‘ the ?ow of alternating cur
rent therein and ‘said alternating current relays
each connected to the rails ofthe associated sec;
tion by means effective to prevent the ?ow of
direct current'therein, means controlled by the
track relays of each section‘for‘reversibly govern
ing the’ supply of currents to the rails‘ for the
section next in the rear, and tra?ic governing .
will be a green. light'above ‘a green light to indi
means for each section‘controlled jointly by‘said
cate f‘pro‘c‘eed‘at normal speedf’i
direct current track relay and said"v alternating
rent ‘track relay is released the direct current
track'relay provides three aspects, namely: “me
dium,” “approach” and"‘stop,”land that when the
direct currenttrackrelay i‘sreleasedlthealter
nating current track relay provides the other
two ‘aspects, namelyr “approach-medium” and
“clear.” ‘Thus the system embodying my‘v inven
tion as illustrated in Figs. 3A, 3B and 30 functions
in a manner similar toithe system shown in Figs.
1A, "1B and'lC when, theialternating‘ current is
absent.
55
tions, a‘direct current polarized track relay and.
terminal C. The aspect of signal HV, therefore,
/
" It'will be noted that when the alternating cur
50
ing a stretch ‘of railway track divided into sec
‘
‘
'
r
'
'
Due to the retained neutral characteristics of ’
the‘ direct current track relays, and the slow'to
release characteristic of the relays 'D and E, it
"will be apparent that the system illustrated in
Figs; 3A, 3B and 3C is free from undesirable signal
?ashing and tumble-down of signals previously
pointed out for the system illustrated in Figs. 1A,
' 1B and 1C.
From the foregoing description ‘it is apparent
that each of the modi?cations embodying myin
‘vention provides a four-block, ?ve indication sig
naling system which requires no line control wires,
which is free from undesirable signal ?ashing.
and tumble-down of ‘signal controlyand which
will function to keep tramc moving ,by signal
70 indications even if the alternating current energy
is absent. .
Although I have herein‘ shown and described
only 'a few, forms of apparatus embodying my
invention, it is understood that various changes
and modi?cations may be made" therein within
current track relay of that section.
' 3. ‘A railway signal system comprising a stretch
of railway track divided into sections,ja direct
current and an alternating current track relay
for each section each receiving current from the
rails of the‘section, ‘a relay controlled jointly by ,
said direct current andsaid alternating current
track relays ‘of each section for governing the 50
supply of currents to the rails of. the section next
in'the rear, and signaling means for said stretch
controlled jointly by said direct current and ‘said
alternating current relays.
'
‘
‘
'
4; A railway signal system comprising a stretch 355
of railway track divided into sections, two track
relays for each section one direct current track
.relay and one alternating‘current track relay and
each receiving energy from the rails of the sec
tion, said direct current relays each effective to 560
prevent the flow of alternating current'therein
and said alternating current relays .each con
nected to the rails of the associated section by
means effective to prevent the flow of direct cur
;rent therein, two ‘sources of current one direct 65
current and one alternating current, means for
supplying the rails of’ each section with direct
current or with alternating current but not both
simultaneously, and signaling means for said
stretch controlled by' ‘said' track relays.
5. A railway signal system comprising, a stretch
of railway track divided intosections, two polar
izedtrack relays for each section one direct cur
rent and one alternating current and each receiv
ing energy from. the rails of the section, two
7
2,124,660
sources of current for each section one direct
current and one alternating current, means
including a relay governed by the direct current
track relay and‘ the alternating current track
relay of each section for supplying direct current
ternating current relays each connected to the
rails of the associated section by means effective
to prevent the flow of direct current therein,
means controlled by the direct current track relay
of one polarity or another or alternating current
of one polarity or the other but not both simul
taneously to the rails of the section next in rear,
and signaling means for said stretch controlled
for selectively supplying direct current of normal U!
or reverse polarity to the rails of the section next
in rear, means controlled jointly by both direct
and alternating current track relays for selec
tively supplying alternating current of normal
by said track relays.
6. A railway signal system comprising a plu
rality of successive sections of railway track, two
electroresponsive means for each section one di
rect current and one alternating current and each
selectively responsive to the polarity of the cur
rent supplied thereto, said direct current electro
responsive means each e?ective to prevent the
?ow of alternating current therein and said al
ternating current electroresponsive means each
20 effective to prevent the flow of direct current
therein, two track circuits for each section one
direct current for controlling the direct current
electroresponsive means and the other alternat
ing current for controlling the alternating cur
rent electroresponsive means, tra?ic governing
means for each section controlled jointly by the
two velectroresponsive means associated with that
[0 CA
section, a source of direct current and a source
of alternating current, and means governed by
the electroresponsive means of each section for
30
supplying to the track circuits for the section next
in the rear current from each source of one
polarity or of the other polarity.
'7. A railway signal system comprising; a ?rst,
a second and a third consecutive track section
over which traffic normally progresses in the
40
order named; a direct current polarized track
relay and an alternating current polarized track
relay for each section each receiving current from
the rails of the section, said direct current relays
each effective to prevent the flow of alternating
current therein and said alternating current re
lays each connected to the rails of the associated
section by means e?ective to prevent the flow of
direct current therein, means governed by the
direct current track relay for the third section
when deenergized by a train, occupying that sec
tion to supply direct current of reverse polarity
to the rails of the second section, means gov
erned by the direct current relay for the second
section when energized to supply direct current
of normal polarity to the rails of the ?rst sec
tion, means governed by the direct current track
relay of the third section when deenergized to
disconnect alternating current from the rails
of the second section, means governed by the di
rect current relay of the second section when
reversed to disconnect the alternating current
from the rails of the ?rst section, a signal for
60 the third section caused to indicate stop when
its direct current relay is deenergized, a signal
for the second section caused to indicate a re
strictive indication when its direct current track
relay is reversed and its alternating current relay
is deenergized, and a signal for the ?rst section
caused to indicate a less restrictive indication
when its direct current track relay is normal and
its alternating current track relay is deenergized'.
8, A railway signal system comprising a stretch
of railway track divided into sections, two polar
ized track relays one direct current and one al
ternating current for each section and each re
ceiving energy from the rails of the section, said
direct current relays each effective to prevent the
75 ?ow of alternating current therein and said al
or reverse polarity or no current to the rails of 10
such section next in rear; and a signal for each
section controlled by the two track relays of that
section and arranged to have a ?rst aspect when‘
the direct current track relay is deenergized, a
second aspect when the direct current track re
lay is energized reverse and the alternating cur
rent relay is deenergized, a third aspect when
the direct current track relay is energized normal
and the alternating current track relay is de- 7
energized, a fourth aspect when the direct cur
rent relay is energized normal and the alternat
20
ing current relay is energized reverse and a ?fth _,
aspect when both relays are energized normal.
9. In combination, a stretch of track having a
track section, a signal to govern traf?c through 25
said stretch and capable of assuming several dis
tinctive aspects, a polarized direct current track
relay and a polarized alternating current track
relay, each receiving energy from the rails of
said section, operating circuits including neutral 30
and polar contacts of both said relays-for selec
tively establishing the different aspects of said
signal, a ?rst pole-changer for reversibly sup
plying direct current to the rails of the section,
a ?rst tra?ic controlled means responsive to traf 35
?c conditions in advance of the section to govern
said ?rst ‘pole-changer, a second pole-changer for
reversibly supplying alternating current to the
rails of the section, and a second tra?ic controlled
means responsive to tra?ic conditions in advance
of the section for governing said second pole
changer.
10. A railway signal system comprising a
stretch of railway track divided into track sec
tions, a polarized direct current track relay and 45
an alternating current polarized track relay for
each section each receiving energy from the rails
of the section, a repeating relay for each alter
nating current track relay, contacts operated by
each direct current track relay to pole-change the 50
direct current supplied to the rails of the section
next in rear, contacts operated by each repeating
relay to pole-change the alternating current sup
plied to the rails of such section next in rear, a
signal for each section having several di?erent
aspects controlled by the track and repeating
relays of that section, and said direct current
track and repeating relay each characterized by
retaining said pole-changing contacts closed dur
ing periods of pole~changing whereby signal
?ashing is avoided.‘
11. A railway signal system comprising a
stretch of railway track divided into track sec
tions, a polarized direct current track relay and
a polarized alternating current track relay for '
each section each receiving energy from the rails
of the section, a repeating relay for each section
governed by the alternating current track relay
for that section, contacts of each direct current
track relay pole-changing the direct current sup 70
plied to the rails of the section next in the rear,
contacts of each repeating relay pole-changing
the alternating current supplied to the rails of
the section next in the rear, whereby a distinctive
control is effected for each of four consecutive 715.
8
2,124,660:
track sections to the rear of an occupied section,
and said direct current track relay as well as said
in series with each alternating current track re
lay and a‘ signal for each section governed jointly
repeating relay being characterized by retaining
said pole-changing contacts closed during pole
changing periods whereby successive tumble
by the track relays associated with such section.
16. In combination, a stretch of railway track
down of the track relays to the'rear is avoided.
12. A railway signal system comprising a
stretch of railway track, a signal located at the
entrance of the stretch to govern tra?ic entering
10 the stretch, said signal capable of displaying a
stop indication and four different proceed indi~
direct current for supplying energy'to the rails
cations having varying degrees of speed restric
tions, a direct current relay and an alternating
current relay, trafiic controlled means for gov
15 erning the direct current relay and the alternat
ing current relay, circuit means controlled joint
ly by said relays for selectively governing the
indications of said signal and arranged in such
a manner that the direct current relay is effec
20' tive to provide certain‘restrictive proceed indi
cations in the event the alternating current is
_ absent.
13. A railway signal system comprising; a ?rst,
a second, a third and a fourth track section over
. which tra?ic normally progresses in the order
named, two polarized track relays for each sec
tion one direct current and one alternating cur
rent and each receiving energy from the rails of
the section, means controlled by the direct cur
rent track relay of the fourth section for discon
tinuing the supply of alternating current to the
rails of the third and second sections when the
fourth section is occupied, means including a
back neutral contact of the direct current track
relay for the fourth section for supplying direct
current of reverse polarity to the rails of the
third section, means including a front neutral
contact of the direct current track relay for the
third section for supplying direct current of nor
mal polarity to the rails of the second section,
means including a normal polar contact of the
direct current track relay for the second section
for supplying alternating current' of reverse
polarity to the'rails of the ?rst section, a signal
for said ?rst section, and means including a re
verse polar contact of the alternating current
track relay for the ?rst section for'causing said
signal to indicate that the fourth. section is
occupied.
14. In combination, a stretch of railway track
divided into a plurality of sections, a source of
divided into. a plurality of sections, a source of
at one end of each section, ,a source of alternat~
ing current for supplying energy to the rails at
said one end of each section, said direct current
and said alternating current being in series, 10
means for governing both said direct current
source and said alternating current source in
accordance with trai?c conditions in said stretch,
a direct current track relay and an alternating
current track relay each receiving energy from 15
the rails at the other end of each section, and a ,
signal for each section governed jointly by the
track relays of that section.
17. In combination, a stretch of railway track
divided into a plurality of sections, a source of 20
direct current for supplying energy to the‘ rails
at one end of each section, a source of alternating
current for supplying energy to the rails at said
one end ‘of each section and in multiple with the
direct current source of that section, means for
governing both said direct current source and 25
said alternating current source in accordance
with trailic conditions in said stretch, a direct
currenttrack relay and an alternating current
track relay each receiving energy from the rails
at the other end of each section, and a‘signal for 30
each section governed'jointly by the track relays
of that section.
18. A railway signal system comprising a
stretch of railway track divided into sections,
two polarized track relays one direct current and
one alternating current for each section each '
receiving energy from the rails of the section,
said direct current relays each e?ective to pre
vent the fiow of alternating current therein and
said alternating current relays each connected
to the rails of the associated section by means
effective to prevent the flow of direct current
therein, means controlled jointly by the direct
current track relay and the alternating track
relay of each section for supplying either direct
47, i)
current or alternating current each of normal
or reverse polarity but not both simultaneously
to the rails of the section next in rear; and a
signal for each section controlled by the two
track relays of that section and arranged to have 50
direct current and a source of alternating cur
a ?rst aspect when both track relays are de
rent, means governed by tra?ic conditions in said energized, a second aspect when the direct cur
stretch for supplyingdirect current of normal .
rent track relay is energized reverse, a third as
or reversepolarity to the rails of each section and pect when the direct current track relay is ener
for supplying alternating current of normal or , gized normal,‘ a fourth aspect when the direct 55
reverse polarity to the rails of each section, a
current track relayis deenergized and the alter
direct"current polarized track relay connected
across the rails of each section, and an alternat
ing current polarized'track relay also receiving
current from the rails of each section, a cone
denser connected in series with each alternating
current track relay, and a signal for- each section
'7 governed jointly by the track relays receiving
65 energy from the rails of that section.
15. In combination, a stretch of railway track
divided into a plurality of sections, a source, of
direct current and a source of alternating cur
rent, means governed by tra?ic conditions in said
stretch for supplying direct current to the rails
of each section or for supplying alternating cur
rent to the rails of each'but not both simul
taneously, a direct current track relay and an
alternating current track relay connected across
75 the‘ rails of such section, a condenser connected
nating current track relay is energized reverse,
and a ?fth aspect when the direct current track
relay is deenergized and the alternating current
track relay is energized normal.
‘
19. A railway signal system comprising a
stretch of railway track divided into sections, two
polarized track relays one direct current and one
alternating current for each section eachreceiving
65
energy from the rails of the section, a relay for
each section controlled jointly by said .two track'
relays for that section for governing the supply
of current in such manner that’ either direct
current or alternating current each of normal.
or reverse polarity but not both simultaneously
is supplied to the rails of the section next in rear;
and a signal for each section controlled by the
two track relays of that section and arranged to
have a ?rst aspect when both track relays are 75
2,124,660,
deenergized, a second aspect when the direct
current track is energized reverse, a third aspect
when the direct current track relay is energized
normal, a fourth aspect when the direct cur
rent track relay is deenergized and the alternat
ing current track relay is energized reverse, and a
?fth aspect when the direct current track relay
is deenergized and the alternating current track
relay is energized normal.
'
20. A railway signal system comprising, a
stretch of railway track divided into track-sec
tions, a signal for each section capable of ,dis
playing a stop indication and four different pro
ceed indications having varying degrees of speed
10
restriction, a direct current track relay and an
alternating current track relay for each section
each receiving energy from the rails of the sec
tion, means responsive to traffic conditions in
advance of each section for supplying direct cur
20 rent or alternating current but not both simul—
taneously to the rails of that action, operating
means including neutral and polar contacts of
ing the stop and two most restrictive proceed
indications, another relay responsive ‘only to
energy of another character for governing the
least restrictive proceed indication jointly with
said polarized relay, a source of energy of said
one character and a source of energy .of said
other character, and means controlled by;traiiic
conditions in advance of the section effective when
said section is unoccupied to reversibly supply
energy from only the source of said one charac
ter to said polarized relay or to supply energy
from the source of said other character to said
other relay simultaneously with the supply of
energy from said one source to said polarized
relay.
tive proceed indications, a ?rst polarized relay
said operating means arranged in such a manner
that the direct current track relay is effective to
energy of said one character and a source of
tablishing the different indications of said signal,
control the stop and certain restrictive proceed
indications in the event of the absence of the
alternating current.
21. In combination, a section of railway track,
a signal for said section capable of displaying a
stop indication and three successively less re
strictive proceed indications, a polarized relay
responsive only to energy of one character for
' governing the stop and the two most restrictive
proceed indications, another relay responsive only
to energy of another character for governing the
least restrictive proceed indication, a source of
energy of one character and a source of energy
40 of said other character, and means effective when
energy of said other character, and means con
trolled by traflic conditions in advance of said
section effective when the section is unoccupied
to reversibly supply energy from only the source
of said one character to said ?rst polarized relay
or to reversibly supply energy from the source
of said other character to said second polarized
relay simultaneously with the supply of energy
from said one source to said ?rst relay.
35
25. In combination, a section of- railway track,
a signal for said section capable of displaying
a stop indication and three successively less re
strictive proceed indications, 'a polarized track
relay responsive only to energy of one character
the section is unoccupied to reversibly supply
connected across the rails at one end of the sec
energy from the source of said one character to
tion, another track relay responsive only to ener
said polarized relay or to supply energy from the
source of said other character to said other relay
in accordance with traffic conditions in advance
of said section, said means being automatically
effective to reversibly supply energy of said one
character when the source of energy of said other
character is absent.
22. In combination, a section of railway track,
a signal for said section capable of displaying a
stop indication and four successively less re
strictive proceed indications, a ?rst polarized
relay responsive only to energy of one character
for governing the stop and two most restrictive
proceed indications, a second polarized relay re
sponsive only to energy of another character for
governing the two least restrictive proceed indi
gy of another character also connected across
the rails at said one end, said polarized track
relay controlling the stop and two most restric- l
tive proceed indications and said other relay
controlling the least restrictive proceed indica
tion, a source of energy of, said one character
and a source of energy of said other character,
and means for reversibly supplying energy from
the source of said one character to the rails at
the other end of said section or for supplying
energy from the source of said other character
to the rails at said other end in accordance with
tra?ic conditions in advance of said section, said
means being automatically effective to reversibly
60 and a source of energy of said other character,
supply energy of said one character when the
energy of said other character is not available.
' 26. In combination, a section of railway track,
a signal for said section capable of displaying a
and means e?ective when the section is unoc
cupied to reversibly supply energy from the source
of said one character to said ?rst polarized relay
or to reversibly supply energy from the source of
stop indication and four successively less restric
tive proceed indications, a ?rst polarized track
relay responsive only to energy of one character
connected across the rails at one end of the sec—
said other character to said second polarized relay
in accordance with tra?ic conditions in advance
of said section, said means being automatically
eifective to reversibly supply energy of said one
tion, a second polarized relay responsive only to
energy of another character also connected
cations, a source of‘ energy of said one character
character when the source of energy of said other
character is absent.
23. In combination, a section of railway track,
a signal for said section capable of displaying a
stop indication and three successively less restric
tive proceed indications, a polarized relay respon
RT 01 sive only to energy of one character for govern
k,
15
24. In combination, a section of railway track,
a signal for said section capable of displaying a
stop indication and four successively less restric
responsve vonly to energy of one character for 20
governing the stop and two most restrictive pro
ceed indications, a second polarized relayrespon
sive only to energy of another character for gov
erning the two least restrictive proceed indica
tions jointly with said ?rst relay, a source of 25
each of the relays of a section for selectively es
30
9
across the rails at said one end, said ?rst relay
for controlling the stop and two most restrictive
proceed indications and said second relay for
controlling the two least restrictive proceed in
dications, a source of energy of said one char
acter and a source of energy of said other char
acter, and means for reversibly supplying the
rails at the other end of the section with energy
from said one source or for reversibly supplying
2,124,660
therails ‘at said? other» end. with energyffrom said '
‘ling' the two least restrictive proceed indications
other source in accordance with tra?ic condi
jointly-with said ?rst relay, a source of energy
of said one character and a source of energy of
tions in’ advance of said section, said means being
automatically e?ective to reversibly supply ener
gy of said one character when the energy of said
other character is not available.‘
1
27. In combination, a section of railway track,
-a signal .for said section capable of displaying
a stop indication and three successively'less re
10 strictive proceed indications, a polarized track
relay responsive only to energy of one character
connected across the rails at one end of the sec
tion, another track relay responsive only to ener
said other character, and 'means controlled by
tra?ic'conditions in ‘advance of said section for
reversibly supplying energy to the rails at the
other end of the section fromonly the, source
of said one character or to reversibly supply en
ergy to the rails at said other end from the
source of said other character simultaneously 1O
with the supply of energy'from said one source.
29. In combination, a section of railway track,
a pair of conductors for said section, a ?rst con
~gy of another character also connected across
trol means responsive only to energy of one char
15 the rails at said one end, said polarized relayfor
acter connected across said conductors, a sec
governing the stop and two most restrictive pro
ceedindications and said other relay governing
the least restrictive proceed indication jointly
with said polarized; relay, a source of energy of
20 said one character and a source of energy of said
25
other character, and means controlledby tra?ic
conditions in advance of the section for reversibly
supplying energy» to the rails ‘at the other end
‘of the section from only’ the source of said one
‘character or to supply energy to the rails at said
other end from said other source simultaneously
15
ond control means responsive only to energy of
another character, means connecting said second
control means in multiple with said ?rst con
trol means, means for supplying‘ said conductors
with only energy of said one character or with 20
energy of said other character simultaneously
‘with energy of said one character in accordance
"with'trai?c conditions in advance of said section,
and traiflc governing means for said section gov
erned by said two control means.
,
a
r
25'
30. In combination, a section of railway track,
with the supply of energy from said one source.
a pair'of conductors for said ‘section, a direct
28. In combination, a section of railway track,
a signal for said section capable of displaying
30 a stop and four successively less restrictive pro
ceed indications, a ?rst polarized track relay re
sponsive only to energy of one character con
current'relay connected across said conductors,
an alternating current relay connected in mul
tiple with said direct current relay, means for
supplying said conductors with only direct cur
rent or with alternating current simultaneously
nected across the rails at one end of said section,
with direct ' current in accordance with traffic
a second polarized track relay responsive only’ conditions in advance of said section, and a,
35 to energy-of, another character also connected signal for said section governed by said two 35
across the rails at said one end, said ?rst relay relays.
. V
.1
controlling the stop and two most restrictive pro
JAMES J. VANHORN.
ceed indications and said second relay control
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