US1218970A - Device for preventing collisions between trains. - Google Patents

Description

A. R. ANGUS. DEVICE For: PREVENTING COLLISIONS BETWEEN mms. APPLICATION FILED D5027, I909.

1,218,970, Patented Mar. 13, 1917.

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A.. R ANGUS. DEVICE FOR PREVENTING GOLLISIONS BETWEEN TRAINS.

APPLICATION FILED DEC.2I. I909. 1,21 8,970. Patented Mar. 13, 1917.

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APPLICATION FILED DEC.27,'I909. 1,218,970. Patented Mar. 13, 1917.

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A. R. ANGUS. DEVICE FOR PREVENTING COLLISIONS BETWEEN TRAINS.

Patented Mar. 13, 1917.

4 SHEETS-SHEET 4 APPLICATION FILED DEC.27. I909.

INF NWRRIS PETERS CO. PNOYOLITNOH WASHINGTON. l1 C. v

UNITED STATES PATENT OFFICE.

ARTHUR REGINALD ANGUS, OF SPIT ROAD MOSMAN, NEW SOUTH WALES, AUSTRALIA.

DEVICE FOR PREVENTING COLLISIONS BETWEEN TRAINS.

To all whom it may Eonoern:

Be it known that'l, ARTHUR REGINALD Anous, a subject of the King of Great Britain, residing at Spit Road Mosman, formerly of Barry Street Neutral Bay, in the State of New South VT ales and Commonwealth of Australia, solicitor, have invented new and useful Improvements in and Relating to Devices for Preventing Collisions Between Railway-Trains, of which the following is a specification.

This invention forms one of a series devised by the same inventor for the protection of trains and has for object to eliminate as far as practicable the risk of collision between railway trains.

The invention relates particularly to antomatic train protecting systems of the type in which a train, on effecting contact with certain track contacts (hereinafter called controlling track contacts), is enabled electrieally to render other track contacts, placed either ahead of it, or behind it, or both, operative to produce a danger indication on a conflicting train.

By means of apparatus according to the invention a train is automatically given a danger indication if, on effecting contact with a controlling contact, it fails to send out current sufficient for operating a switching instrument by which distant track contacts are rendered operative to produce a danger indication on a. conflicting train. By this means a train is prevented from proceeding if, due to failure of its own, or the track, apparatus, it is unable to set correctly track apparatus for securing its own safety while proceeding on its journey.

The various features of the invention are hereinafter set out in the claims appended hereto and in order to explain clearly how this invention is carried into effect the construction of train protecting appa 'atus according to this invention, of the type above referred to, and the operation thereof are hereinafter described with reference to the accompanying drawings H Figure 1 is a diagrammatic view of the apparatus carried by a train and of certain of the track contacts. Fig. 2 is a view showing a set of contact devices carried by a train. Fig. 3 is a diagrammatic view of the track contacts and appurtenant apparatus of a single railway track adapted to enable trains to run in both directions thereon. Fig. a is a diagrammatic view illustrating a modification of the apparatus shown in Fig.

Specification of Letters Patent. Pggtgnted 13 1917, Application filed December 27, 1909. Serial No. 534,936. 0

3 wherein the coils of switching instruments which are to be operated simultaneously from the same track contacts are connected in parallel with one another instead of in series. Fig. 5 is a diagrammatic view of the track contacts and appurtenant apparatus of double railway tracks on each of which trains only run in one direction, one track being for down trains only and the other for up trains only.

In the example ofapparatus shown in Figs. 1 and 2 of the drawings sets of contact devices (Fig. 2) corresponding to three separate sources of electricity are arranged beneath the locomotive and are illustrated diagrammatically at a, b, and 0 in Fig. 1. The contact devices 78, 79, 80, 81, 081, 080, O7 and 078 (Fig. 2) of each of these sets are carried in cylindrical casings, mounted on a bracket 77 attached firmly to the frame of the locomotive, and are provided at their lower ends with friction rollers (brushes or the like) to make contact with the track contacts arranged along the tracks, springs being provided to press the contact devices against the track contacts.

The contact devices 78 and 078 are connected respectively by wires 83 and 84: to corresponding contacts 85 and 86 of what is hereinafter called the commutator switch, the handle 96 of this switch being located in the cab 5 of the locomotive so as to be easily reached by the driver when necessary and for the purposes hereinafter mentioned.

The contact devices 79 and 079 are similarly connected by wires 88 and .89 respectively to corresponding contacts 90 and 91. The contacts 85, 8G, 90, 01 have corresponding contact arms 92, 93, 9%, and 95 respectively which are all connected to a common handle 96 so as to be adapted to be simultaneously moved thereby. The contact arms 92 and 93 are connected by wires 98 and 99 respectively to the spring contacts 100 and 101 respectively of what is hereafter called the reversing gear switch the movable part 1 of which has a connection 2 with the reversing gear 3 of the locomotive so as to be moved thereby. Similarly the contact arms 94; and 95 are connected by wires 103 and 10% to spring contacts 105and 106 of the reversing gear switch. The contact plates 111 and 112 are carried by but insulated from the movable part of this switch and are adapted to effect contact with either the corresponding contacts 100 and 101, or the corresponding contacts 105 and 106,

is moved into one or other of its extreme positions.

There are three contacts and and 111 insulated from one another. The three contact blocks 111 are connected to a dynamo 118, accumulators 126 and a primary battery 127 by wires 116, 12 1, and respectively while the three contact blocks 100 and 105 are connected through the commutator switch either to the contact devices 78 shown at a, b, and 0 respectively or to the contact devices 79 shown at a, I) and 0 respcctiveiy.

he contact 112 is connected by wire 117 to the dynamo 118, and by wire 117 and corresponding wires 128 and 129 to the accunnilators 126, and the primary battery 127 respectively.

If the dynamo generates current the elec tromagnet 121 included in the wire 116 is energized and attracts its ari'nature 123 thus breaking at the contacts 133 and the circuits of the wires 12-1- and 125 and so disconnects the accumulators 126 and primary battery 127 respectively from their corresponding contacts 111.

If the dynamo, which may be driven in any desired manner such as by a belt or the like from an axle of the locomotive or by an auxiliary steam engine, fails to generate current the accumulators 126 come into action, the electromagnet 130 included in the wire 124 attracting its armature. 122 and breaking the circuit of the wire 125 from the primary battery 127 at contacts 131 and the electromagnet 131 breaking the circuit of wire 116 connected to the dynamo 118 at contacts 119.

Similarly if both the dynamo 118 and the accumulator 126 fail to generate current required the primary battery 127 comes into operation, the electromagnets 136 and 137 included in the. wire 125, breaking the circuits of the aocun'iulators 126 at the contacts 132 and of the dynamo 118 at the contacts 119 respectively.

The contact device 81 is connected by wire 14-1, electromagnet 112-3, solenoid 1H, battery 1&5 to contact device" 081. The electromagnet 1 13 when energized by the bridging of the contact devices 81 and 081 attracts its armature 14-6 and thereby operates a miniature signal 118, while the solenoid 144 when energized attracts its plunger and operates the rod 1&7 so as to cause the whistle to be blown.

The signal 14:8 when set to danger bridges the contacts 152 and 153 and so completes the circuit 15st of an electric bell 155 and battery 156.

The contact device 80 is connected by wires 157, 162, electromagnet 163, wire 162, battery 145, wire 1&1, solenoid 172, solenoid 171, wire and'wire 158, to contact device 080. When the solenoid 172 is energized by the bridging of the contact devices 80 and 080 its plunger 174: is attracted and moves the steam throttle lever 176 to shut off steam from the. locomotive, while the solenoid 171 when energized attracts its plunger 173 and operates the brake lever to apply the brakes. The electromagnet 163, when energized, attracts its armature 161 so as to bridge, with its contact piece 165, the contacts 160 and 161, connected to the wires 157 and 158 and thereby to maintain the circuit of the solenoids 171 and 172 closed atter circuit has been broken at the contact devices 80 and 080. In this manner a stopping operation is maintained on the train after the train itself has passed out of contact with the track contact which originally produced the stopping operations. The armature 16 1 is provided with a handle located in the cab 5 of the locomotive so as to break contact at the contacts 160 and 161 and thereby to prevent the continuance of the stopping operations when desired.

The functions of the reversing gear switch and the commutator switch are to connect the generator (either dynamo 118, accumuniulato'rs 126, or battery 127) to either the inner contact devices 79, 079 or the outer contact devices 78, 078 according to the direction in which the train is running, trains running on the down journey always having their generators connected to the contact devices 7 8, 078 and trains running on the up journey always having their generators connected to the contact devices 79, 079.

The reversing gear switch serves to change the connections of the generator from 78, 078 to 79, 079 or from 79, 079 to 78, 078, when the direction of motion of the train is reversed by moving the reversing gear of the locomotive, while the commutator switch, when operated by the driver, performs the same operation when the direction of running of the train is changed by turning the locomotive around.

It will be noticed that when the reversing gear and the commutator switches have both been operated and the train is therefore running in the original direction the connections of the generator to the contact devices 78, 078 or 79, 079, as the case may be, remain unaltered.

In Fig. 3 is shown a section of single track and the track contacts and appurtenant apparatus thereof. At intervals along the track are arranged sets of track contacts, each set consisting of outer con trolling contacts +10, 0 10, inner controlling contacts 41, Oil, stop contacts 42, 0 12 and warning contacts 43, 043. Each set of contacts is provided with a switch 14: the mov ing part 54 of which is operated by electromagnets 55 and 56 connected with and energized by contact of a train with outer controlling contacts 40, 040, and with a similar switch 044 connected with and operated by contact of a train with inner controlling contacts 41, 041. Each set is also provided with a switch 45, the moving part of which is operated by two solenoids which are connected respectively to the outer and to the inner controlling contacts of the set. Each of these switches 44, 044 and is adapted electrically to connect or disconnect from each other the warning contacts 43, 043 and the stopping contacts 42, 042 of the set. The switch 45 normally connects, by means of its contact 71, the contacts of each pair through wire 180, wire 192, contact 72, contact 78, wire 193, and wire 181 for stopping contacts 42, 042, and through wire 186, wire 192, contact 72, contact 73, wire 198, and wire 187 for warning contacts 43, 043, and disconnects them only when energized. The switch 44, when moved into a position in which its armature 54 contacts with contacts 58 and 59 connects stopping contacts 42, 042 together through wire 180, wire 192, contact 58, contact 59, wire 193 and wire 181, and connects warning contacts 43, 048 together through wire 186, wire 192, Contact 58, contact 59, wire 193, and wire 187. The switch 044 operates in a manner similar to the switch 44.

Other sets of track contacts (hereinafter referred to as rear sets) are located alternately with the sets mentioned above, each of these sets consisting of stop contacts 46 and 046 and warning contacts 47, 047, which are adapted to be electrically connected with or disconnected from each other by corresponding switches 48 and 048 as hereinafter described by way of example in regard to a train effecting contact with the outer controlling contacts 40 and 040 at C.

It will be seen that when a train equipped with the apparatus described with reference to Figs. 1 and 2 comes into contact with a pair of warning or stopping contacts which are electrically connected together by a corresponding switch the circuit of the battery 145 on the train is completed through either warning apparatus, or stopping apparatus, on the train, so that warning, or stopping, operations are brought about on the train as hereinbefore described. If, however, the warning, or stopping, contacts are not electrically connected. together the circuits of the apparatus on the train will not be com pleted by contact of the train with these track contacts and consequently warning or stopping operations will not be brought about on the train. It will also be seen that a train, on coming into contact with controlling track contacts 40, 040 or 41, 041, will send current through either the one pair or the other pair of contacts according to the direc tion in which the train is traveling, so that a train performing a journey in one direction is enabled to operate one set of switching instruments say 44, 48 while a train performing a journey in the opposite direction is. en abled to operate the other set of switching instruments 044, 048.

When a train performing say a down journey, that is to say, in the direction A B C D E, effects contact by means of its con tact- devices 78, 078 with outer controlling contacts 40 and 040 at C, and current flows from the generator on the train (which may be either the dynamo 118, the accumulator 126, or the battery 127) it will pass as hereinbefore described through the apparatus on the train, controlling contact 40 at C, wire 178, electro-magnet 56 of switch 44 at C, electro-magnet of switch 44 at E and wire 17 9 back to the train through contact 040. Current will also pass from contact 40 by wire 182, electro-magnet 55 of switch 48 between B and C, electro-magnet of switch 48 (not shown) just before A and back to the train through contact 040. Current moreover also passes from contact 40, wire 17 8, coil of switch 45, and back to the train through contact '040.

The contact of a train with a pair of controlling contacts 40, 040 thus produces, if current flows from the train, (1) the attraction of the armature 54 of 44 at E by the electro-inagnet 55 and the consequent connection together of the warning contacts 43, 043 and the stopping contacts 42, 042 at E thus preventing another train traveling in the opposite direction from passing E; (2) the attraction of the armature 54 of 44 at C by the electromagnet 56'and the consequent disconnection there of the warning contacts 43, 043 and of the stopping contacts 42, 042 at C; (3) the attraction of the armature of 48 between B and C by the electro-magnet into such a position that the corresponding warning and stopping contacts are rendered operative to produce warning and. stopping operations respectively on a following train coming into contact therewith; (4) the attraction of the armature of a switch 48 (not shown), just before A, by an electro-magnet 56 into such a position that the corresponding warning and stopping contacts are rendered inoperative to produce warning and stopping operations respectively on a following train coming into contact therewith; and the attraction of the plunger of the switch 45 and so breaks the electrical connections there between the corresponding warning contacts 43, 043 and stopping contacts 42, 042.

The operation set forth of the switches 44 and 45 at C which are effected just beforecontact of the train with the warning contacts 43, 048 prevent warning and stopping operations from being effected on the train on contact with the contacts 43, 043 and 42, 042 of the same set.

It will therefore be seen that a train, on effecting contact with controlling track contacts, sets a distant instrument ahead and a near instrumentbehind it into danger positions for a conflicting train and at the same time sets a more remote instrument behind it into the clear position and instruments, relating to a set of contacts comprising the controlling contacts with which it is in contact, into clear positions.

The train is enabled to proceed only if it passes current through controlling contacts with which it is in contact and thereby energizes the switch 45 and if the corresponding switch t-lhas been set into the clear positionthat to say, if current for setting a distant switch a ahead of the train into the danger position for another train has been sent into the controlling contacts and through he circuit corresponding to the switching instruments to be operated. It,

' therefore, all the generators on the train for operating trackinstruments should fail or if the train for any other reason fails to through a controlling track contact current sufficient for operating the corresponding instruments the train will be automatically prevented from proceeding on its journey.

Similar perations to those above described take place when a train comes into contact with other controlling contacts at A, B, D, and E on the down o-urney.

On the up journey the operations performed are also similar to those above described with the differences that the train sends outcurrent through the contact de vices 79, 079 and the inner controlling track contacts ll, 04:1 and operates switching instruments 044C and 0&8 instead of ll, 48.

The arrangement shown in Fig. 4 is similar to that shown in Fig. 3 with the eXception that instead of connecting the coils of the switching instruments 41'- or 04-1 which are to be operated simultaneously, in series, they are connected in parallel, the operation of the apparatus being substantially the same in both cases.

Each train should be fitted with some continuous automatic brake.

The distance apart of any two nearest stop contacts, say stop contacts 42 and 042 at B (Fig. l) and stop contacts 42 and 04:2 at C (Fig. 3), should be such that any two trains running at their limits of speed permitted may be stopped before colliding if steam be shut off and brakes applied by each when one train is passing over stop contacts 40 and 040 at B and the other train 40 and 04:0 at C and so on throughout the journey.

A 'ain the stop contacts 46 and 046 should also be a similar safe distance away from the controlling track contacts 40, 040 or tl, 041 from which they are rendered operative so that when one train is on say the outer controlling contacts 40, 040 at C a following train may be stopped after passing over the stop contacts 46 and 046 between B and C before arriving at the position occupied by the train it is following.

What I claim is 1. In a railway signaling system, a series of block sections, in each of said block sections track controlling means, a first signaling means, means for enabling said first signaling means to be rendered operative by means of a said controlling means located in the next but one of said block sections behind, means for enabling said first signaling means to be rendered inoperative by means of a said controlling means'in its own section, a second signaling means located behind the last mentioned controlling means, means for enabling said second signaling means to be rendered operative by means of the last mentioned controlling means, and means for enabling said second signaling means to be rendered inoperative by means of a said controlling means located in front of the last mentioned controlling means, and on a train, dangerindicating means, signal transmitting means adapted to cooperate with said signaling means on the track and to operate said danger-indicating means when cooperating with a said signaling means located on the track and rendered operative as aforesaid, and controlling means adapted to cooperate with said track controlling means to render said signaling means operative and inoperative as aforesaid.

2. In a railway signaling system, a series of block sections, in each of said block sections track controlling means, a first fixed signaling means, means for enabling said first signaling means to be rendered operative by means of a said controlling means located in the next but one of said block sections behind, means for enabling said first signaling means to be rendered inoperative by means of a said controlling means in its own section, a second fixed signaling means located behind the last mentioned controlling means, means for enabling said second signaling means to be rendered operative by means of the last mentioned controlling means, and means for enabling said second signaling means to be rendered inoperative by means of a second controlling means located in front of the last mentioned controlling means, and on a train, danger-indicating means, signal transmitting means adapted to cooperate with said signaling means on the track and to operate said danger-indicating means when cooperating with a said signaling means located on the track and rendered operative as aforesaid, and controlling means adapted to cooperate with said track controlling means to render said signaling means operative and inoperative as aforesaid.

3. irain protecting apparatus comprising in each block section a pair of controlling track contacts, a pair of indicating track contacts, electro-magnetic means adapted when energized to connect together electrically the contacts of said pair of indicating track contacts, electrical connections permanently connecting said electromagnetic means between the contacts of a said pair of controlling contacts located in the next but one block section in the rear, a second electromagnetic means adapted when energized to disconnect the contacts of said pair of indicating track contacts, electrical connections permanently connecting said second electromagnetic means between the contacts of the first mentioned pair of controlling contacts, a second pair of indicating track contacts, a third electromagnetic means adapted when energized to connect together electrically the contacts of said second pair of indicating track contacts, electrical connections permanently connecting said third electromagnetic means between the contacts of a said pair of controlling contacts located in a block section in advance, a fourth electromagnetic means adapted when energized to disconnect the contacts of said second pair of indicating track contacts, and electrical connections permanently connecting said fourth electromagnetic means between the contacts of a said pair of controlling contacts located farther in advance than thelast mentioned pair of controlling contacts, and on a train contacting means adapted to come into contact with each pair of said controlling contacts and thereby to complete electrical circuits through the aforesaid electromagnetic means connected thereto and located in the block section in question and in block sections in the rear and in advance thereof, a danger indicating device adapted to come into contact with each pair of said indicating contacts and thereby to complete an electric circuit and produce a danger indication when the indicating contacts with which said indicating device is in contact are connected together by the corresponding electromagnetic means.

4. Train protecting apparatus comprising in each block section a pair of controlling track contacts, signaling means, electromag netic means adapted when energized to render operative said signaling-means, electrical connections permanently connecting said electromagnetic means between the contacts of a said pair of controlling contacts located in the next but one block section in the rear, a second electromagnetic means adapted when energized to render inoperative said signaling means, electrical connections permanently connecting said second electromagnetic means between the contacts of the first mentioned pair of controlling contacts, a

second signaling means, a third electromagnetic means adapted when energized to render operative said second signaling means, electrical connections permanently connecting said third electromagnetic means between the contacts of a said pair of controlling contacts located in a block section in advance, a fourth electromagnetic means adapted when energized to render inoperative said second signaling means, and electrical connections permanently connecting said fourth electromagnetic means between the contacts of a said pair of controlling contacts located farther in advance than the last mentioned pair of controlling contacts, and on a train contacting means adapted to come into contact with each pair of said controlling contacts and thereby to complete electrical circuits through the aforesaid electromagnetic means connected thereto and located in the block section in question and in block sections in the rear and in advance thereof, and a danger indicating device adapted to come into contact with and be operated by each of said signaling means rendered operative as aforesaid.

5. Train protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contact-s located remote from said controlling contacts, a generator of electricity, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by a train and adapted to effect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said. electromagnetic device and thereby to render said indicating contacts operative, a second pair of indicating track contacts, contacting means carried by said train and adapted to come into contact with said second pair immediately after the aforesaid contacting means efiects contact with said controlling contacts, and a second electromagnetic device included in said circuit in series with the first mentioned electromag netic device and adapted to be energized by the current sent through said circuit and'to be operated by such cur'ent so as to render the last mentioned pair of indicating contacts inoperative only when such current is sufficient for operating the first mentioned electromagnetic device.

6. Train protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator of electricity located on a train, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by said train and adapted to effect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device and thereby to render said indicating contacts operative, a second pair of indicating track contacts, contacting means carried by said train and adapted to come into contact with said second pair im mediately after, and to be in contact therewith while, the aforesaid contacting means e'tlects contact with said controlling con tacts, a switch adapted to be set in two positions in one of which it is and in the other of which it is not, adapted to render operative said second pair of indicating contacts, a second switch adapted normally to be in a posi tion in which it is adapted to render said second pair of indicating contacts operative, a second electromagnetic device included in the aforesaid circuit and adapted to be energized by current sent through said circuit and to be thereby caused, only when said current is sufficient for operating the first mentioned electromagnetic device, to set the first mentioned switch in the position in which it is not adapted to render said second pair of indicatingcontacts operative, and a third electromagnetic device directly connected between said controlling contacts and adapted to be energized by current sent therethrough and while so energized to hold said second switch in a position in which it is not adapt ed to render said second pair of indicating contacts operative,

7. Train protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator of electricity, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by a train and adapted to efiect contact with said controlling contacts, an elec tric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device and thereby render said indicating contacts operative, a second pair of indicating track contacts, contacting means carried by said train and adapted to come into contact with said second pair, electromagnetic danger indicating apparatus carried by said train and adapted to be connected, by the secondly mentioned contacting means, in circuit with said second pair of indicating track contacts, and electromagnetic means included in said circuit in series with said electromag netic device and adapted to render said second pair inoperative if, when said train is in contact with said controlling contacts, current suflicient for operating said electromagnetic device passes through said circuit, said electromagnetic means being adapted to come into operation to render said second pair inoperative before said electromagnetic danger indicating apparatus is adapted to become operated by said second pair rendered operative.

8. T 'ain protecting apparatus comprising a pair of controlling track contacts, a pair of indicating t'ack contacts located remote from said controlling contacts, a generator of electricity, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by a train and adapted to elfect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device and thereby to render said indicating contacts operative, a second pair of indicating track contacts, a second electromagnetic device included in said circuit in series with the first mentioned electromagnetic device and adapted to be energized by the current sent through said circuit and to be operated by such current so as to disconnect electrically the last mentioned pair of indicating contacts from each other only when such current is suiiicient for operating the first mentioned electromagnetic device, electromagnetic means carried by, and controlling the production of danger indications on, said train, and contacting means carried by said train and adapted to come into contact with said second pair of indicating contact-s immediately after the aforesaid contacting means effects contact with said controlling track contacts and thereby to efiect connection between said electromagnetic means and said second pair of indicating contacts, said electromagnetic means being adapted to produce a danger indication on said train, when the last mentioned indicating contacts are electrically connected with each other.

9. Train protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generatorof electricity, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by a train and adapted to effect contact with said controlling contacts, an electric circuit, including saidgenerator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device and thereby to render said indicating contacts operative, a second pair of indicating track contacts, a second electromagnetic device included in said circuit in series with the first mentioned electromagnetic device and adapted to be energized by the current sent through said circuit and to be operated by such current so as to disconnect electrically the last mentioned pair of indicating contacts from each other only when such current is suilicient for operating the first mentioned electromagnetic device, electromagnetic means carried by, and controlling the production of danger indications on, said train, and contacting means carried by said train and adapted to come into contact with said second pair of indicating contacts immediately after the aforesaid contacting means efi'ects contact with said controlling track contacts and thereby to efiect connection between said electromagnetic. means and said second pair of indicating contacts, said electromagnetic means being adapted to produce a danger indication on said train when the last mentioned indicating contacts are electrically connected with each other and to maintain said danger indication when said train has passed out of contact with said indicating contacts.-

10. irain protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator of electricity located on a train, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by said train and adapted to eitect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic de ice and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device and thereby to render said indicating contacts operative, a second pair of indicating track contacts, a switch adapted to be set in two positions in one of which it is adapted to complete an electrical connection between said second pair of indicating contacts and in the other of which it interrupts said electrical connection, a second switch adapted normally to be in a position .in which it is adapted to complete a s cond electrical conection between said second pair of indicating contacts, a second electromagnetic device included in the aforesaid circuit and adapted to be energized by current sent through said circuit and to be thereby caused, only when said current is suflicient for operating the first mentioned electroma netic derice, to set the first mentioned swnch in the position in which it interrupts the first mentioned electrical connection, a third electromagnetic device directly con nected between said controlling contacts and adapted to be energized by current sent therethrough and while so energized to hold said second switch in a position in which it interrupts said second electrical connection, electromagnetic means carried by, and controlling the production of danger indications on, said train, and contacting means carried by said train and adapted to come into contact with said second pair of inclicatin g contacts immediately after, and to be in contact therewith while the aforesaid contacting means effects contact with said controlling track contacts and thereby to effect connection between said electromagnetic means and said second pair of indicating contacts, said electromagnetic means being adapted to produce a danger indication on said train, when the last mentioned indicating contacts are electrically connected with each other.

11. Train protecting apparatus comprising' a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator o1": electricity located on a train, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by said train and adapted to effect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device and thereby to render said indicating contacts operative, a second pair of indicating track contacts, a switch adapted to be set in two positions in one of which it is adapted to complete an electrical connection between said second pair of indicating contacts and in the other of which it interrupts said electrical connection, a second switch adapted normally to be in a position in which it is adapted to complete a second electrical connection between said second pair of indicating contacts, a second electromagnetic device included in the aforesaid circuit and adapted to be energized by current sent through said circuit and to be thereby caused, only when. said current is suflicient for operating the first mentioned electromagnetic device, to set the first mentioned switch in the position in which it interrupts the first mentioned electrical connection, a third electromagnetic device directly connected between said controlling contacts and adapted to be energized by current sent therethrough and while so energized to hold said second switch in a position in which it interrupts said second electrical connection, electromagnetic means carried by, and controlling the production-of danger indica tions on, said train, and contacting means carried by said train and adapted to come into contact with said second pair of vinclicating contacts immediately after, and to be in contact therewith while, the aforesaid contacting means effects contact with said controlling track contacts and thereby to effect connection between said electromagnetic means and said second pair of inclicating contacts, said electromagnetic means being adapted to produce a danger indication on said train, when the last mentioned indicating contacts are electrically connected with each other.

12. Train protecting apparatus con1prising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator of electricity located on a train, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by said train and adapted to effect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device, a second pair of normally operative indicating track contacts, contacting means carried by said train and adapted to come into contact with said second pair immediately after, and to be in contact therewith while, the aforesaid contacting means effects contact with said controlling contacts, and an electromagnetic device electrically connected directly between said controlling contacts and adapted, when operated by current sent out from the generator of said train effecting contact with said controlling contacts, to render the last mentioned pair of indicating contacts inoperative during contact of said train with said second pair of indicating contacts.

13. Train protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator of electricity located on a train, an electromagnetic device adapted when operated to render said indicating contacts operative, contacting means carried by said train and adapted to effect contact with said con trolling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device, a second pair of indicating track contacts normally electrically connected together, an electromagnetic -device electrically connected directly between said controlling contacts and adapted, when operated by current sent out from said train efiecting contact with said controlling contacts, to disconnect electrically the last mentioned pair of indicating contacts from each other, electromagnetic means carried by and controlling the production of danger indications on, said train, and contacting means carried by said train and adapted to come into contact with sait second pair of indicating contacts immediately after, and to be in contact therewith while, the aforesaid contacting means effects contact with said controlling track contacts and thereby to effect connection between said electromagnetic means and said second pair of indicating contacts, said electromagnetic means being adapted to produce a danger indication on said train, when the last mentioned indicating contacts are electrically connected with each other.

1%. Train protecting apparatus comprising a pair of controlling track contacts, a pair of indicating track contacts located remote from said controlling contacts, a generator of electricity located on a train, an electromagnetic device adapted when operated to render said indicating contacts oper ativc, contacting means carried by said train and adapted to effect contact with said controlling contacts, an electric circuit including said generator and said electromagnetic device and adapted to be completed, by contact of said contacting means with said controlling contacts, so as to operate said electromagnetic device, a second pair of indicating track contacts normally electrically connected together, an electromagnetic device electrically connected directly between said controlling contacts and adapted, when operated by current sent out from said train effecting contact with said controlling contacts, to disconnect electrically the last mentioned pair of indicating contacts from each other, electromagnetic means carried by and controlling the production of danger indications on said train, and contacting means carried by said train and adapted to come into contact with said second pair of inclicating contacts immediately after, and to be in contact therewith while, the aforesaid contacting means effect contact with said controlling track contacts and thereby to effect connection between said electromagnetic means and said second pair of indieating contacts, said electromagnetic means being adapted to produce a danger indication on said train, when the last mentioned indicating contacts are electrically connected with each other, and to maintain said danger indication whensaid train has passed out of contact with said indicating contacts.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

ARTHUR REGINALD ANGUS.

Witnesses M. J. OANDRICK, I. EASTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. 0.

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