US1300080A - Signaling system for single-track railways. - Google Patents

Description

SPN. WIGHT.

SIGNALING SYSTEM FOR SINGLE TRACK RAILWAYS.

APFLICATION FILED DEC-1, I915.

- Patented Apr, 8,1919.

4 SHEETS-SHEET 1.

INVENTOR 'Br OZ fig/W A o/mar s. N. WIGHT. SIGNALING SYSTEM FOR SINGLE TRACK IIAILWAYS.

APPLICATION FILED DEC. 7, I915- Patented Apr. 8,1919.

4 SHEETS SHEET 2.

INVENTOR v 's. N. WIGHT. I SIGNALING SYSTEM FOR SINGLE TRACK RAILWAYS. APPLICATION FILED DEC- 7, I9I5.

1,3OO Q80, Patented Apr. 8,1919.

4 SHEETS-SHEET 3.

FIG-3.3.

INVENTOR $1.97 5W MTiN/VEY nu uwuus nrus'm, Pu'amuma. WASNINcvn-v S. N. WIGHT.

SIGNALiNG SYSTEM FOR SINGLE TRACK RAILWAYS. APPILJCATION FILED 050.1, I915.

Patented Apr. 8,1919.

4 sussrs-sncsr 4.

I 1t l l INVIENTOR l B 7 v A TTORIVEY m: "onus rxrns ca. mom-urns wasnmamu. a c.

13th, 1913. In this system the signals are V ITEDJ SEDGWICK nwrenr, or nociinsrnng iinw YOR lissrsiron ro Gniinmm .RAI'LwAY' SIGNfAL company, or GATES new Yonii, A coitronarroir or nnw YORK. n g;

.SIGNALiNfG SYSTEM; FOR um-saw;- Kim ie.

To all whom it may concern Be it known that I, SEDGWIOK N. WIGHT,

a citizen of the United States, and a resident of the city of Rochester, in the county of Monroe and State'of New York," have in atecbsignaling systems for governing rail way traflic, and more particularly to block signaling systems for single trackrailways;

Signaling systems for single track rail ways have been devised which afiord adequate protection and facility for the move-' ment of trains, such as, for instance," the system which is disclosed in my prior ap-'.

plication, Serial -No. 753,892, filed M'arch controlled so as to protect properly trains traveling in opposite directions trains traveling. in the same direction, the character of protection in these cases being di-fiferent. in accordance With the principle that the space interval necessary for safety must be greater between two trainstraveling toward each other than between two trains traveling in the same direction. While such a system satisfies practically all the requirements of safety and facility, there is one unusual trali ic condition which trains are not as fully protected as *theymightzbe, namely, the condition where a'train having entered a stretch of single track between passing s-idings, changes the directionof'its movement for "some reason and attein-ptsEto return'to the siding from whence it came; and this invention particularly dealswith this unusual traffic condition.

One of the objects of this invention is to devise a signalingsystem' for single track railways which a ifords adequateprotection for a train making a reverse movement of the kind abovementioned. Other objects and advantages will appear as the description of the invention progresses, and the novel features of theinvention will'be particularly pointed outin the appended claims.

Generally, stated, the invention consists Specification 6f Iiettets Patent. I

e clear adaaaaag 5e53,;

. P awar-i91 ApplicationfiledDecemher 7,1915. sieii rnmsaisa nature and Y utility of this inventionj 'upart" oi a'completesignaling system forzsingle a track railways is illnstratedirr/the accom-fl pa nying drawing, the oircui-ts' andcontrol ling devices with which thlsinventionj deals more. particularly being added tothis sys tem but itis to be understood that the par; ticular .'app-l.ication shown lillust atesonly one physical embodiment of-the means con ternplatedaby this invention, and that this cuitsand controlling. devices. j In the accompanying drawing-whereinis illustrated the preferred physical embodiinvntionmay be applied-to other signaling systems of appropriate arrangementof cirments of theinvention and wherein-like reference characters designate correspond ng parts '111' the 'several views, Figure -1 is a schematic 'view. of a portion of a stretch of single track adjacentto one passing siding,

with the. signals, controlling devices and contical signalin'g' system suitable for this portrollingcir'cuits thereforconstituting a prac in heavy lines; the circuits-constituting the impnovementx embodying this invention;

Zisa similar view showing amodifi'edl arrangement of devices and controll ng c r campai n; Fig. 3 is asimilar view show-g I ing a ffurtlier modified arrangement; and

Fig. iisa siniila'rviewshowinga still tur ther modified arrangement;

' Referring -.to F g. '11 of the accompanying; ClI'aW111g', tlie two track rails l and 2 of'the stretch ofsingle track adjacent to the pass mg siding S Faredivid'ed byinsnlatingjoints .3 intofaseriesoif track sections, A, *B, C QD and 13,0 1 which there are shown three: com-,

plete track sections, B, C, and" D,- fwith ithe endportions ot'the two adjacent track sections A andE. Eaohof thesetraclr sections has a trackibatt'ery connected across the. track rails land 2 at one. end of sai'desecat the other ends of said sections traclt relayslO, 11*,12 and 13 are connected? Thetrac'k battery 4 andthe track relays' ot each'of sai'd traek sections, togethenwiththe track rails thereoflv'constitute the well known normally closed track circuit, the operations understood by those ti on or which will be clearly skilled'fin the art Wit 0ut-furthen descrip erning tr'aflie in the same direction.

"1 direction indicatedby the arrow'X, and. at the left hand end of the track section E-is located anotlierisignal =8 governing traffic in the-same direction. The-signal? at theentranceto the stretch of single track forgoverning :traflic: in the direction indicated by the arrow Y is ofthetype commonly known as an absolute signal, whereas :the other signals 5, 6 and'8 are of the-type commonly known as permissive signals. The characteristics ofthese difierentkindsof sig 'nals' are well knowni-inthe art, and i't-is deemed unnecessary to-further discuss the significance of these different signals, or describe-'in-deta il the mode of causing. these signals to-assume difi'erentaspects, so as to enable the engineer to V difierentiate between them, since it isobvious-thatthis invention is in nowise-dependent-uponthe particular character of signals used, which maybe lights as well as semaphores;

The signals illustrated are of any well known or suitabletypeof semaphore signal, adaptedfor use either in single or double track signaling systems- This type=of signal primarily comprises anoperatingimotor of appropriateconstruction for moving the semaphore from a biased position, which maybe termed the stop: or vdangerposition, and furtherrcomprises means to retain the semaphore in its operated position or positionsf In the particular embodiment of the invention illustrated, the semaphore signals are assumed to be three-position signals, that is, these signals have a' vertical or 90 degree position, indicating-full clear on proceed at unlimited speed, an inclined or. 45 degree position indicating "caution" or proceed at limited speed, and a horizontal or-zzero degree position indicating stop or danger. Howeverg this invention is fundamentally in riowise dependent upon three-position signals,: and may be used without? material change OP'mOdifiatiOH. with two' two-posi-' tion signals arranged as home :and distant signals, instead-of three-position signals. Associated with each of the signals 5, 6, 7 and-8 is. a relay, hereinafter termed a line relay, saidrelays for said signals being des-' ignated-14i,15, l6 andw17 respectively. Associ-ated with each of the signals 5, 6: and-7 is suitable source of electric current, as a battery, said batteries being designated 21, 22, 23 and 24. Also associated with each of the signals'5, ,6 and 7 is a pole changing circuit controlleigwhich is arranged to be operated in any suitable way by the movement of the corresponding signal, saidpole changing circuit controllers being designated 25, 26 and 27; These pole changing circuit controllers 25, 26- and 27 are inthe position shown in the drawing when the corresponding signals are in their 90 degree or proceed positions, and said circuit controllers remain in this position even after the respective signals-move to their 45 *degree or caution position, but shift quickly to their other position (indicated by dotted lines'on the drawing) when the corresponding signal moves from its caution position to its stop position, said circuit controllersremaining in their other position so long as'thecorresponding signal remains in its stop position. Associated with each of thesignals 5, 6 and 7 is another circuit controller; which is represented according to established convention, said circuit controllers being designated 28, 29 and 30, respeotively. These'circuit controllers are closed during the movement of the corresponding signal from'its vertical proceed position to a position near its caution position, the exact extent of the angular movement of the corresponding signal during-which said circuit controller is closed,- being dependent upon the-operating characteristics of the signal and its controlling relays, the purpose of these circuit controllers being more clearly set forth hereinafter.

Associated with thesignal 8 is a circuit controller 31, which: is closed while said signal 8 is in its 90 degrecor 45 degree position or any intermediate position,-'but which is open while said signal is in its stop position.

Althoughcertain relays are herein designated as track relays, certain others as linc relays and certain others stick relays, these designations are chosen merely for the sakeof convenience; and it is to be understood th at there is no essential difference in reality between the relays so designated, since each of these relays are of any of the well? known or ordinary types used for signalingpurposes; and any distinction betweenthese relays is due, not to differences in their construction, but rather to the different uses to which they are put.

Extending'the full length of the trackway protected by the signaling system, is a common wire, designated K, and for convenience certain of the circuits hereinafter traced will be traced from the common wire at one point back to the-"common wire at another point, it being obvious that this common wire acts to complete these cir cuits.

Associated with the signal 8 is a pole changer magnet 32 having two armature's 33, and 34: arranged with'contacts and con nections to-reverse'the polarity of the 'con nection between the battery 24 and a'certain circuit hereinafter traced. i L L In order to enable'a clear understanding or the nature and utility of this invention,

Without, however, attempting to describe in detail thecircuits and operation of the single track signaling systemshown, since that signalingsystem is fully shown and described in my prior application hereinbefore-mentioned, a brief'general description ofthe operation of this system will be given, the circuits which have special significance with regards to this invention being set forth in detail. I

0pemti0n. -Disregarding for the present the particular. improvement embodying this invention assume that a train enters the stretch of single track from the passing Sid-- ing 8 traveling in the direction indicated by" the arrow Y. When the train enters the track section 1),12116 track relay 12 will be deenergized, as will be clearly understood by those skilled in the/art ofwrailway sig naling, and its armature 37 will drop and interrupt the circuit which normally energizesthe line-relay 16, said-circuit being as follows: i

I Circuit number one.

Commencing at the common wire K, con ductor 35, line relay 16, conductor 36,;armature 37 of the track relay 12 in its upper position, conductor 38,1 armature39 ofthe track relay 117 511 its upper position, con duetor 10, armature 41 0f the stick relay 19 in its lower position, conductors 42 and 43-, armature '44 of the track relay 14; in its upper'position, conductor-s45, 46 and 47, upper" conducting 'arm 48 of" the ,pole

changer 25, conductors 49, 50 and 51," bat- Commencin at the battery 23', conduc tors 56 and 57, armature 58 of the line re l;

lay 16 inits upper position, conductors 159 and 60, signal 7; conductors-61; 6 3 backjto the battery 23. r

The deenergization Ofthe. mick relay 12 also de'ne-rgizes the line relay 15 associated with the signal 6, the normallyfclosedfc-ircuitjor said line relay l5being as follow Circuit number thnec J Commencing at the co1n1non wire K iconduetor 64, .linerelay 15, conductor 65,"ar

mature 66 0f the *trackrelay 1-1 iinlits upe per position,iconductor 67, armature 68;of v

changer ma'gnetfiQfi conductors '71 and 72; battery 24:, conductorsi73 and 74, armature 3t,"and- conductors 75 and 76 back tojthe commonwireK." l J The de'e' nergization of 'tlielinel 'relay causes the-"signal 6 to assumefits stop posi -j ti on, the circuit for this signal 6 zbeingisub'Q1 stantially the same as thecircuit number two for the signal 7, vexcepting;for certain differences" which willbe more .fully dis closed "hereinafter." Also, when the "line relay 15 iis'deenergized itsarmature 87 drops. and interrupts a cirr'zuit 1 for energiz-i the track relayl2in its upperpositioni conk 'ductors 69 and170, armature 8301f the'fpole mg the line relay corresponding tothe line relay 15 for the'neXt signalfito the. left "of the signal 6 which governs traffic innthe direction indicated by the arrow ;-X,"the' cir cuit for the aforesaid other line relay being incomplete in the drawing but being easily traced as-iollows commencing at the common wire K; oo-nduct or 7 7 lower con ducting 78 10f the-pole changer 26,0011 ductors 7 9 and 80, battery 22;conductors;81,' 82 and =83; upper conducting arm 84 of the pole changer 26, conducto-rs85 and :86, ar mature '87 of the line relay--15, conductors 88 and 89; armature 90 of the'stick relayf18 in its lower position,- conductor 91,:a'rmature 920 f the track relay 10 in its" upper position; and thenceih a similar way as in circuit number three throughthe track re? lay for the trackisection' A" and through said other li11e'.1-elayi"-"This other line relay; in

turn, in the same way denergizesthe "line relay for the next :signal to the left ,of the .otherisigrial controlled by-fit which gov;

erns traiiic in the directionindicated the arrow X g and so on until the v left hand end of thestrtchof single track reached, a and including the absolute startlngsignal at that'left-hand end of 'said' stretch'ofsin gle track. .1 I The signal 8' at thetime when theitrainin questionenters the track section Die in its biased danger positiomsince this signal is controlleclby the line relay .17, and since the circuit'for this line relay l7=,-is controlled-xby the armature 96 of the track relay-13ml the track section E. iOnlypart ofthe controlling circuit: for thei'line relay 17 is shown,

it? beingunderstoodth at the control for :thisline 'r'elay t is taken from ahead; at th'ezright, from the next adjacent track :1?elay,=thepart of the circuit-for the line relay 17 which is shown being as; follows: from the common wire K, conductors'76,'93 and 94 line-relay 17 conductor-e53: armature- 96 of the track relay-113 in upper position; conductor 97 and thence to then'ext track relay ahead;

Also; at the time the in questidn err-K ters the track- 1 section 19," the signal 6 is in its 45 degree or caution position, since the signal 6 is controlled bytheline relay 15, and thecontrolling circuit number three for thex line relay'15. is controlled by the pole changer magnet 32, which pole changer mag-v net is controlled in part by the circuit controller' 3]; actuated by the signal 8, the portion of the circuit shown for the pole changer magnet 32 being as follows: commencing at thecommon wire K, conductors 7 6, 93, and

'98, pole changer'magnet 32, conductor 99,

circuit controller 31 and conductor 100. The circuit controller 31 is so constructed as to open this partial circuit when the signal 8 assumes its biased stop position, whereby the deenergization of the pole changer magnet 82 reverses the polarity of the circuit number three for the line relay 15 and causes its polar 'armature 200 to open the following circuitfor controlling the 90 degree or proceed pOSitiOnof the'signal 6.

Circuit number fo'um.

Commencing at the battery 22, conductors 81, 82 and 117, armature 118 of the line relay 15 in its upper position, conductors 119 and 201, polarvarmature 200 of the line relay 15, conductor--202, signal 6, conductors 121 and 127, armature 128 of the'stick relay 18 and conductors 129, 125, 126 and '80 back to the battery 22;

When the train in question enters the track section 0 the track relay 11 is deenergized' and its armature 39 drops and.

opens another'breakf in the circuit number one for 'the'line relay 16, and thereby holds the signal? in its stopposition. Also, when the'track relay 11 is deenergized, its arma- 'ture '66 opens another break in the circuit number vthree for the line relay 15, thereby holding the signal 6 in its stop position.

As the train in question proceeds farther and enters the track section B it causes the deenergi'zati'on of the track relay 10, and the armature 37 of said track relay 10 drops and opens the circuit for energizing the line relay 14, said circuit being analogous Circuit number five.

Commencing at the battery 21, conductors 51 and 101, circuit controller 28 associated with the signal 5,- conductor 102, armature 103 of the track relay 10 in its lower position, conductors 104 and 105, stick relay 18, conductors 10,6, 107 and. 52lback to the bat- Oz'rcm't number six.

Commencing at the battery 21, conductors 51, 50 and 108, armature 109 of the line relay 14 in its lower position, conductor 110, armature 111 of the stick relay 18 in its upper position, conductors 112 and 105, stick relay 18, conductors 106, 107 and 52 back to the battery 21. The armature 114 of the stick relay 18 being raised by the energization of said stick relay closes the shunt including conductors 113 and 115 for the armature 44 and its contacts included in the circuit number one for the line relay 16, so that although the line relay 14 is deenergized and would, except for the armature 114 of the stick relay 18, interrupt this circuit number one, this circuit number one is nevertheless complete and the line relay 16 reenergized to cause the signal 7 to assume its 45 degree or caution position,the 45 degree position of said signal 7 resulting from the movement of the pole changer 25 by the si al 5.

From the above brief description of the operation of the system of signaling for single track railways which is disclosed in my prior application hereinbefore mentioned and to which the improvement embodying this invention is shown applied, it can be seen that when a train has moved in the direction indicated by the arrow Y entirely into the track section B, the signal 7 will be in its 45 degree or caution position. It can also be seen that the signal 6, even though a following train occupies the track section E, is in its 45 degree or caution position. Consequently, if the first train in the track section B wishes to make a reverse movement back to the siding S, it is only protected by a caution aspect at the signal 7; and if the first train accepts the signal 6 in its caution position and the following train accepts the signal 7 in its caution position, two trains will be entering the same block. To obviate this dangerous condition it is contemplated according to this invention to make the control of the signal 6 dependent upon the track relay of the track section E or of'other track sections ahead of it at the right in Fig. 1, whenever a train passes the signal 6 traveling in the direction indicated by the arrow Y. The signa1'8 is controlled in the same way as it would be if the train in the track section B did not attempt to make a reverse move, since the orderly operation of the system entitles a fol; lowing train to enter the track sectionlland proceed up to the signal 5;, I

Fig. 1 shows onearrangement of circuits] and controlling devices for accomplishing this result and in this arrangement the control of the signal 6 is so formulated that said signal 6 cannot movefrom its stopposif tionunless itccan move to its full clear position, providing a train has passed the slgnal 6 traveling in the direction indicatedby' the arrow Y and occupies the track sectionsl A or The controllingcircuit for thersignal ,6 is drawn in heavylines an d is as followsz await mmtb eriseo'en. f I Commencing at the battery'22 conductors lay 15 in its upper position, conductors 119 and 120,- signal 6, conductor; 121, andthence along either one or two paths,-one path-being along conductor 122,[polararmature 123 of the line relay 15, conductors 1 24, 125,126 and 80 back to the battery 22, and the other path being along conductor 127, armature 128 of the stick relay 18in its lower. posi- -tion, rcon ductors 129, 125, 126, and 80 back to the battery22. i I v This circuitjust tracedis for the control of the 45 degree or caution position of the signal 6, but, as can be seen from circuit number four, hereinbeforetraced, the degreeor proceed position is also controlled through the polar armature 1230f the line relay 15' in parallel with the armature 128 of the stick relay 18. t a

7 Hence, when the track sectlon occupied and the signal 8-is in its stop position,

and, for the reason, hereinbefore described,

the pole changer, magnet 32 isdeenergized, the direction of flow o-f curent in the 011011113 number three for the line relay 15 is such thatthe polar armature .123 will'be. in its open position, andtsince the stick i'elay' 18 is energized. and its armature 123 isfin its upper position, the supplyof current to the motor for operatin' the signal 6 is interrupted, .Consequent y, when a train travels in Y the direction indicated by the arrow i as insithe case first assumed, the armature 128 of the stick relay 18 breaks the shunt around the polar armature 123 and makes thesignal 6 entirely subservient to the control of the pole changer magnet 32. l a

It is essential, however, that the signal 16 should be able to assume its caution position, although a train occupies the track. section E, when the train has passedsaid signal 6 traveling in the direction indicated the arrow X, in order that the signal 6 may {perform its properfunction as a distanceindication for the signal 8; This result is accom plished in the arrangement shown in Fig. 1 by providing the shunt for the polar armature 123 of the line relay 15, which shunt is armature 1230f the line relay 15 so that the v signalgfimay assumei'its e15degree or,.cau'- p isvoccupied; 81, 82 and 117, armature 118 of thehne recontrolled by the armature 128 of thetstickr relay '18, Consequently, when a' traintrav (fi i g in} uieaireeaen indicated by the arrow Xfentersthe track section' B, the signal '51is already in its stop position by reason of the presence of the train in the track section A;

and circuit number live for energizing the sticli relayf18 is. broken at the circuit controller 28 of the signal 5,;and the armature lQS'fOfSZLld stick relay remains in its lower positio This armature 128 true stick it;

lay )18 in; its lower position shunts .the polar tion; pqsiaon' although thegtrack' section Fig 2 shows another wayof controlling the signal 6'so that the undesirable conditi fi, 1 1" above'mentioned cannot occur. In this arv85 rangement,thecontrolof the-signal6, when ever a train passes said signal 6 itraveling inthel direction indicated by, the arrow ,Y, is placed-inthetrack-relay 13 of thetracllz sect1onE,or, if'desired, in other trackjse 90 tions "at the right of the track section'Ef Both. the :stop and caution positions of the signal 6 are controlled by the line relaylo, and the controlling. circuit for the line relay 15 is asf ollows z commencing at the common wire conductor '64, line relay .15, con ductorf65, armature 66 of the track relay :1 in its upper position, conductor '67',arrhatu're 'x 6 8ofthetrackrelay12 in its upper posi- 131011", conductors 69 and '70, armature'33 of 1 the polelchan'ger magnet 32, cohduCtors'il and72, battery- 24, conductors 73 and 7-1, armature 3%1fofthe pole changer'ma'gnet 32, conductors 75am, 76, from whence there are. two paths to thec'ominon wire K, (s eer these paths being. along conductor 133, arrha- 'ture,128 :of the stick relay 18 in its lower position and conductors ,135 and 136, the other. path being along conductor. 130, armature131'of thetrackrel'ay 1-3 in its" upper 9 .positionand conductor "13 2 to the common Fig. 3 shows astill further sli htly u a b ferent arrangement of cllclllts and controllingvdevices foraccompli'shin'g the'same 1'2 s ult;'and1n thisarrangement, an additlonal relay 137 is used, said relay hav ng'an. ar-

-mature 138 included; in4series' in ,the con,-

trolling circuit for the linerelay 15, said armature 'belng shunted by the armature 128 70 .denergization of the-line relay l4jby the V Of'the stick relay 18. The relay 137 is controlled by the armature 131 of the track relay 13, the controlling circuit for said relay 137 being asfollows: commencing at the common wireK, conductors 64 and 1&7, relay 137, conductor 148, armature 131, of

the track relay 13, conductors 150, 69 and 70, armature33'of the pole changer magnet 32, conductors 71' and 72, battery 24:, conductors 7 3"and'74, armature 34 of the pole changer magnet32 and conductors 7 5 and 76 to the common wire K. From this last traced circuititcan be seen .that when a train occupies the track section E the auxiliary relay137 will be deenergized. The controlling circuit for "the line relay 15 in the arrangementshown in Fig. 3 is as follows:

commencing at the common wire K, con-- ductors 64c and 64 line relay 15, conductor 65, armature 66 of the track relay 11 in its 7 upper position, conductors 67 and 140, armature 138 of the auxiliary relay 137, con- Tductors 141 and 14:2, armature 68 of the it can be seen that when a train passes the signal 6 traveling in the direction indicated by thearrow Y and the st ck relay 18 is energized, the line relay 15 1s placed under the control of the auxiliary relay 137, which in turn is controlled by the track relay 13 of thetrack section E, so that if a train occupiessaidtrack section E the auxiliary relay 137 will be deenergized, the line-relay 15 will -als0 be deenergized, and thesignal 6 willassume its stop position.

F shows a still further slightly different arrangement of circuits and controlling devices for accomplishing the same result; and in this arrangement, an additional neutral relay 156 for controlling the 90 degree or proceed position'of the signal 6 is provided, said relay having an armature 158 included in the controlling circuit for the proceed position of the signal 6. The circuit forcontrolling the auxiliary relay 156 is as follows: commencing at the common wire K, conductors 64B and 155, relay 156, conduct-or 157, circuit 'controller31 of the signal 8, conductor 100.and thence to the line relay associated with the next signal to the right of the signal 8. V

The line relay 15 has the same neutral armature 118 as before and the same polar armature 200, but the polarity of the circuit for said line relay 15 is controlled, in the arrangement shown in Fig. l, by thetrack relay 13 of the track section E, the controlling circuit for said line relay 15 being as follows: commencing at the common wire K, conductors 641 and 64 line relay'15, COI- ductor 65, armature 66 of the track relay 11 in its upper position, conductor 67,- armature 68 of the track relay 12 in its upper position, conductors 69 and 160, armature 161 of thetrack relay 13, conductors 162 and 163,'battery 24, conductors 164 and 165, armature 166-of thetrack relay 13, and conductor 167 to the common wire K.

All supply of current to the operating motor of the signal 6,. both for moving the signal to its proceed.positionand for moving saidsignal to its caution position, is controlledby the neutral. armature 118 of the line relay 15 in series with thep'olar armature 200 of said line relay, the polar armature, however, being shunted by conductor 172,, armature 128 of. the stick relay 18 in its lower position and. conductors 171, 170 and 202. The circuit for operating the signal 6 to its 45 degree or caution position isas follows: commencing at the battery 22, conductors 81, 82 and 117, armaturellS ofthe line relay 15 inits upper position, conductor 119, polar armature 200, conductors 202 and 159, signal 6, and conductors 121, 126 and 80 back to the battery 22. c

The circuit for operating the-signal 6to its proceed or. 90 degree position follows the same path as the last, circuit traced through the polar armature 200 and thence by conductors 202 and 170, armature 1580f the auxiliary relay 156, conductor 16.9, signal 6 and conductors 121,126 and 80 back to the battery 22.

From these circuits it can be seen that the 90 degree or proceed position of the signal 6 is controlled in part by the auxiliary relay 156, which in turn is controlled bythe circuit controller 31 of the signal 8; and in this way the signal 6 is controlled to perform its function as a distant indication for the signal 8. The polar armature 200 of the. line relay 15, together with the armature 161 and 166 of the track relay 13, arranged as a pole changing device, serve to repeat the condition of the track section E at the signal 6; and this information is used to control the signal 6 in such a way that the train making a reverse move of the character described will be fully protected. To explain further, assume. that a train passes from the siding S over the stretch of single track in the direction indicated by the arrow Y and passing entirely into the track section B, and further assume that this train wishes to make a reverse move, and further assume means set into operation by the movement 'fonedirection; a circuit for controlling said.

of a train oversaid stretch of trackway in thedirection opposite to the direction of traffic governed: by said signals for opening I said shunt.

4. In a. signalingsystem for railways, in combination: a-stretch of trackwaydivided into electrically isolated track circuited sections; each; having a track relay; a signal for. governing the traffic over said stretch in signal; means governed by the trackrelay ofizusection succeeding-the portion of said trackway protected by said signal for open:

ing-and closing break. in the controlling,

circuit for: that; signal; means associated with said means, for nullifying the effect producedthereby; and means set into operation by the movement of a train in the-direction oppositeto the direction of traffic governed thereby for, rendering the corresponding last-mentionedmeans ineffective.

5. In a signaling system for railways, 1n

combination: a stretchof trackway divided into electrically isolated track circuited sections, each having a track'relay; a first and asecond signal for governing traffic over said. stretchyof trackway in one direction; a

circuit for controlling, said first signal; a circuit controller included in sald. c1rcu1t;

hieansgoverned bv thetrack relay of a section protected by said second signal for controlling saidcircuit controller; a normally closed: shunt. for said circuit controller; av

relay for opening said shunt when energized; zathird' signal for governing traffic ing; circuit for said last-mentioned means controlled jointly by said second circuit controller and by? the track relay of the section protectedby said third signal.

6. In a signaling system for railways, in

combination: ast-retch oftrackway divided into electrically isolated track circuited'sections, each having-a trackrelay; a signal for governing traffic in one direction over said stretch; a circuit for controlling said signal;'a circuit controller included in said circuit;:a normally closed shunt for said circuit controller, and means operated by the movement of a train past said signal in the direction opposite to the direction of traffic governed thereby for opening said shunt.

7; Ina signaling system for railways; in combination: a stretch of trackway divided into electrically isolated track circuited sections, ea ch.havin a track relay; a first and a second signal f hr governing traflic inopposite directions; a controlling circuit for said first signal having two branches in parallel; meansxcontrolled by the track relay of a track section at a distance in advance 1 ,soaoao:

of'the first signal for opening one of said branches when a train occupies said advance section; a circuiticontroller included in the other branch of said circuit; a second circuit controller operated by said second signal and closed during a' portion of the movement thereof from its normal position; a relay for operating said fiISt'Cll'Cllit controller and adapted-to open said first circuit controller when energized; and an energizing circuit for said relay controlled tjointly by saidsecond circuit controller and the track'relay ofthe section protected by said second signal.

8. In a signaling system for single track railroads, the combination with a signal for governing trafiic over a portion of the track, of controlling circuits and apparatus associated with said signal for causing it to indicate stop when said portion of the track is occupied, means capable'of exerting a controlling infiuence suitable for'causing said signal to also indicate stop and operated when another portion of the track in advance ofsaid first mentioned portion is occupied, and means set into operation by a train moving in the direction opposite to the direction of traffic governed by said signal for permitting said last mentioned means to exert its controlling influence on said signal effectively.

9. In a signalingsystem for single track railroads, the combination with a signal for governing trafiic over a portion of the track and having its stop aspect dependent on the presence or absence of a train on that portion, of means capable of exerting a controlling influence suitable for causing said signal to indicate stop and operated when another portion of the track in advance of said first mentioned portion is occupied, and means normally preventing the control of the signal by said means but adapted to be changed from its normal condition by a train moving in the direction opposite to the direction of traflic governed by the signal.

10. In a signaling system for single track railroads, the combination with a signal for governing traffic over a portion of the track and normally having its stop aspect dependent solely on the presence or absence of a train on that portion, of means rendered effective by a train moving in the direction opposite to the direction of traflic governed by said signal for causing the stop aspect thereof to be also dependent upon the presence or absence of a train on another portion of the track in advance of the first mentioned portion.

11. In a signaling system for single track railroads, the combination with a stretch of track comprising two successive portions of track, of a signal located at one end of said stretch, means for causingsaid signal to indicate stop when the adjacent portion of 1,300,0 0. f a f last mentioned means. i

12. In a signaling systemxfor a single" track railroad having a passing siding, the, combination with a signal located at .a dis-E tance from one end of the siding and v governingztratfictoward the siding,*of means end of the siding and including two,

for causing the signal to indicate stop when a train occupies the: portion of track between the signal and-the siding, and means render ed active 'byfa train moving in -the direction away from-the sidingtoward the or' absence of a train on a portion of the track between the ends [of thesiding.

13. In. a signaling. systemv for a single track railroad having a-passing siding, the

combinationvwith a signal located at a dis 'tance from one-endbf the siding and gov erning" traflic toward 'the'siding, of means responsive to the presence of a train on the track between the signal and the siding for normally governing the stop aspect of said signal, means tending to cause said signal I to indicate stop when a train occupies a por-i tion of the track between the ends of the siding, and meansnormally preventing the efiiective action of said last mentioned means but operated to permit such actionwhen a" train moves in the direction away from thef siding toward thesignal.

14:. In a signaling system track railroad having a passing sidingfthe combination with a signal located at a dis} tance from one end of the siding and gov' erningtraific toward the si'din g of controlling circuits and apparatus for"causing-the w limits of control f or the stop aspectof said signal to extend up to the adjacent-end of the siding when-a train moves in the direc': tion of traffic governed by saidsignal :and: to extend up to a farther point between the ends of the siding opposite direction. M y

15. In a signaling system for asingle track railroad provided with trackgcircuit sections and a passing siding, the combinawhen a train moves in the tion with a signal located atadistance' from" one end of the siding and governing trafiic toward the siding, of'a circuit for controlling the stop aspect of said signal, said circuit being controlled by the track circuit sec: tions between the signal and the ad acent branches in multiple, means governed by.

' a track circuit section-adjacent to the siding and between the ends thereof for opening one branch of said circuit when that section for a single;

isloccupijed, and means renderedvefiective g by a train moving-the direction away from E I:

H opening the other branch 'of said circuit.

the'sidingw-toward' said signal-lo 16.111 signalinghsystem for asingl track railroad provided with traok circuit' sectlons and ,a passing siding, the comblna- I fec'tively control said circuit whenopera'tedsimultaneously, one of said devices being operatedlwhen a tralnvoccupies a track sec-I tion adjacent ,to the siding and between the ends ithereof, and the other device being I V is operated when the-train'travels away from signal for causing the stop aspect of said," signal to be dependent also on thepresence the siding toward said signal.

' lnInwa signaling system for a single sis I track. rail-road provided" with track circuit sectionsanda, passing siding, the combination with a signal located at a distance from and openedwhen a train-occupies a track section adjaoentto the siding and between, V

- the ends thereof, a normally closed shunt for said circuit controller, and mea'nsifor opening saidshunt when a" train travels in the dir'ection away from said siding ,toward said" signal.

I18. signaling system a stretch .singletrack adjacent to a passing sidln'g,

the combination with two signals located at 7 thes direction 10f traflic -governed by {that a distance from one end ofthe siding-and, governing traflic in opposite directions, a. circuit controlling device associatedfwith. each signal and'a'dapted ,to'be changed from its normal condition when atrain travels in signal, acircui-t tor controlling the stop a's-I pect 5 of the signal governing trafiic toward the siding, a circuit controller opened when; a/portion ofthet'rackbetween; the endso'f 4 the siding is .occupiedyandmeans for ren-p I vdering said? circuit-controller effective to control said-:circuit when the circuit controlling device, associated with the other signal governing traiiioaway from the Sid-J ing is changed from its normal condition. a

I I 19. In a signaling'systemifora stretch of single track adjacent to a passing siding, the combination with a signal; located; at .,a- I

distance from one end of the siding-and governing trafiic toward thesiding, aqcircuit controlling device ada pted to, be; changed from its: normal condition i'whenan train travels ln the directlon away 1 from the sid-v ing and :to .be"maintained'inqits changed" condition until such train has advanced-a predetermined distance from the siding. and

i'n'e'ans rendered cfiective, when said circuitcontrolling device is changed from its nornal condition. for causlng the stop aspect said signal, a line circuit including said line relay and controlled by the track relays of the track sections between the signal'and the adjacent end of the siding, an electrically operable pole changing. device con trolling the polarityof the line circuit and governed by the track relays of a predetermined portion of the track in advance of the signal and beyond the adjacent end of the siding, a circuit controller included in said line circuit and open when a train occupies a track section ad acent'to the sldmg and-between the ends thereof, a normally closed shunt for said circuit controller, and

means operated when a train travels in the direction away from the siding for opening said shunt and for maintaining it opened until such train has advanced a predetermined distance from the siding.

21. In a' signaling system for railroads,

the combination with a stretch of single track provided with track circuit sections and a passing siding, of a signal located at a distance from one end of the siding and governing traflic toward the siding, a circuit for controlling the stop aspect of said signal and governed by the track relays of the track sections between the signal and the adjacent end of the siding, a circuit con troller' included in said circuit and opened when a tItLlllOCCllPlGS a track sectlon adacent to the siding and between the ends thereof, a normally closed shunt for said cir- -Ctlll) controller, and means operated when a train travels in the direction away from the siding for opening said shunt and for maintalning it opened until such train has advanced a' predetermined distance from the s dmg;

22. In a signaling system for railroads,

the combination with astretch of single track dlvlded into'track c1rcu1t sections and located adjacent to a passing siding, of a signal located at a distance from one end of [the siding and governing traflic toward the sidlng, a polarlzed l ne relay for controlling said signal, a line circuit including said line relay and controlled bythe track relays of the track sections between the signal and the adjacent end of the siding, a pole chang- 'ing device controlling the polarity-ofsaid lllle c1rcu1t and responsive to the presence of a train on a particular track section. lo-

cated adjacent to the siding and between the ends thereof, means including a c1rcu1t controller governed by said particular track section for controlling the continuity of said line circuit, a normally closed shunt for said circuit controller, and means set into operation when a train'travels in the direction away from the siding for opening said shunt and for maintaining it' opened until such train has advanced a predetermined distance from the siding.

23. In signaling system for railroads, the combination with a stretch of track between passing sidings and divided into track circuit sections, of signals located at intervals along the stretch for governing traiiic in both directions, a signal circuit for each signal, controlling circuits and apparatus for governing said signal circuits and adapted to cause the opposing signals to indicate stop when a train enters said stretch and to remain at stop until such train has successively passed these signals, and means for controlling the signal at a distance from the adjacent end of each corresponding siding and governing trafiic toward that siding, said means being adapted to cause the stop control of said signal to extend to the siding when a train travels toward said siding and to extend to a point between the ends of that siding when a train travels in the opposite direction.

24. In a signaling system for railroads, the combination with a stretch of single track divided into track circuit sections and located adjacent to a passing siding, of a signal located at a distance from one end of the siding and governing traflic toward the siding. a polarized line relay for controlling said signal, a line circuit including said line relay and controlled by the track relays of the track sections between the signal and the adjacent end of the siding, means responsive to the presence of a train on a portion of the track in advance of the signal and beyond the adjacent end of the siding for controlling the polarity of said line circuit, and means for causing the continuity of said line circuit to be dependent upon the presence or absence of a train on a predetermined portion of track located adjacent to the siding and between the ends thereof whenever a train travels in the direction away from the siding toward said signal.

25. In a signaling system for railways, in combination: a stretch of trackway divided into electrically isolated track circuited sections, each having a track relay; a first signal and a second signal located at diflerent points for governing trafiic in opposite directions over said stretch; a controlling circuit for said second signal; a

circuit controller included in said circuit;

a relay controlled by the track relay of a section in advance of the section protected by said second, signal for opening said oir-' cult controller when said advance section is occupied by a train; a normally closed shunt for sa d circuit controller; and means re-' combination: a stretch of trackway adj acent to a passing siding and divided into elec trically isolated track circuited sections, each 7 having a' track relay, a first signalat' one end of the siding and governing traflic away from the siding; a second signal at a distance from the end of thesldlng and governing traffic toward the siding; a controlling circuit for said second signal a cir l cuit controller lncluded in said circuit; a

relay controlled by the track relay of a section in advance of the section protected by said second signal for openingvsaid circuit controller when said advance section is occupied by a train; a stick relaygan energizing circuitfor said stick relay controlled by the track relays of at least two of said sections; a circuit controlling device operated by said stick relay and closed when'itisienergized;

a maintaining circuit for said stick relay I controlled by said circuit controlling; device and by the track relays of one or more of said sections; anormally closed shunt for said first mentioned circuit controller; and means operated by said stick relay for opening said shunt when said'stick relayis ener- I gized. 7

$27. In a signaling system for railroads, the combination with a stretch of single track and a passing siding, of a signal governing trafiic away, from the siding, a second signal located beyond the first signal and governing trafiic toward the siding, a: signal circuit for controlling the stop aspect of said second" signal and controlled by the track circuit sections of the'Ftrackj between said signal and theadj a'cent end of the siding, a circuit con- .trollenincluded in said circuit, a relay for operating said circuit controller, a controls ling circuit for saidrelay. governed by a track circuit section adjacent to the siding and,

betweenthe ends thereof, a'normally closed shunt forfsaid circuit controller, and means" for opening said shunt when a train travels;

in the directionaway from the siding and for malnta n 'ng it open until such train has siding and beyond thesecond signal;

55, advanced a predetermined distance from the 28. In a signaling system for railroads,

a the combination with a, stretch of single track having a oassilig siding and divided into track] sections each provided "with a track circuit, of'a signal located at a distance from; oneend of the siding and governing trafiio toward the siding, a signal circuit for said signal controlled by the track circuits of the sections between the signal and the adjacent the continuity of said signal circuit, a controllingcircuit for saidirelay governed by a track circuit located adjacent vto andbe-l tween the ends of the siding, and means for end of the siding, a relay for controlling maintaining the continuity of said signal circuit independently of said relay: Said means being rendered'inefiective by a train travel ing away from the siding and beingmaintained ineffective until such train has advanced beyond said signal.

"SEDGWICK N. WIGHT. 7

Copies of this patent may be obtained for five cents each, Byaddressing the Commissioner of Patents, i i

Washington, D. 03f y l y Correction in Letters Patent No. 1,300,080

In. W 7

It is hereby certified that in Letters Patent No. 1,300,080, granted April 8, 1919,

upon the application of Sedgwick N. Wight, of Rochester, New York, for an improvement in Signaling Systems for Single-Track Railways, an error appears in the printed specification requiring correction as follows: Page 7 lines 90 and 112 claims 2 and 3, for the word circulated read circa-tied; and that the said Letters Patent should be read With this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 13th day of May, A. D., 1919.

[SEAL] R. F. WHITEHEAD,

Acting Commissioner of Patents. Cl. 246--33.

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