US1224111A - Switch-indicator. - Google Patents

Description

2 SHEETS-SHEET l- 4n (5 w L:

INVENTOR BY f w? Wromv WIGHT.

SWITCH INDICATOR.

APPLICATION FILED 05c. 16, I911.

Patented Apr. 24, 1917.

LQQQJEL S. N. WIGHT.

SWITCH INDICATOR.

APPLICATION FILED DEC. 16. 1911.

1,4, 1 1 1 a Patented Apr. 24, 1917.

2 SHEETS-SHEET 2.

WITNESSES. INVENTOR MQM/i A 5, 9,

WHOM/EV onrran srarns a are,

SEDG-WIGK N. WIGHT, OF ROCHESTER, NEW YORK, ASSIGNOR TO GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

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Application filed December 16, 1911.

To all when it may concern:

Be it known that I, Snoowron N. WIGHT, a citizen of the United States, and resident of the city of Rochester, in the county of Monroe and State of New York, have invented a new and useful Switch-Indicator, of which the following is a specification.

This invention relates to electric circuits and means for the control thereof. and more especially to circuits and cooperating mechanism particularly useful in connection with electric signaling for railways. The invention herein set forth is especially adapted for use irl conjunction with a switch indi-.

cator as used in railway electric signaling although useful in numerous other connections obvious to those skilled in the art without extended explanation.

The primary object of this invention is the connection and arrangement of a system of electrical conductors in conjunction with electrically operated devices whereby a device known in the art as a switch indicator, may be caused to indicate the approach of a train from either direction upon a single track railway. I

A further object of the invention is to so connect and construct electrical circuits and apparatus that a switch indicator applied to a single track railway will be caused to exhibit an all clear aspect after a train has passed it, is a certain distance therefrom and receding, but still within a zone which would cause an unfavorable aspect if the train were traveling in the opposite direction.

A further object of the invention is to produce the results above mentioned by the use of a minimum of wires.

Further objects and advantages of the invention will become apparentas the description of the same proceeds.

In the drawing, Figures 1, 2, 3, 4 and 5. show diagrammatically diflerent forms of circuits and associated apparatus by which applicant is enabled to obtain the objects above setforth, the preferred forms of embodiment only, having been shown, which is by no means intended to exhaust the pos sible forms in which applicants idea of means may be embodied, for other and perhaps equally efiicient forms will be obvious to those skilled in the art after becoming acquainted with the forms herein shown and described.

Specification 0 Letters Eatent.

Patented Apr. 2 1, 1917. Serial no. 666,210.

1 and 2, designate the two rails of a trackway which are separated at intervals by insulating members 3; 4 and 5, designate the two rails of a turnout, connected and installed in the usual manner, so that the main line rails 1 and 2 are normally continuous; 6, 7 and 8, designate signals for governing the movement of trains in the direction of the arrow a upon the rails 1 and 2; 9, 10 and 11, designate signals for controlling trains moving inthe direction of the arrow 6 upon the rails 1 and 2. The signals. are caused to give well known aspects to an approaching train and behind a receding train which have the usual meanings, or any special meanings which good judgment and approved signal practice may dictate. They may be controlled electrically in any well known manner, but should preferably be controlled in accordance with the principles of the absolute permissive block signaling system, as set forth in the joint application of Wilmer W. Salmon and Frank L. Dodgson, filed F ebruary 7th, 1911, Serial No. 607,098, and the specific means for so doing may be as set forth in the application of Sedgwick N. Wight, filed July 8th, 1911, Serial No. 637 ,457. The last mentioned means of controlling the signals would be preferred in connection with the invention herein shown and described, for by so doing the operating instruments as herein shown and described could also be used for controlling the signals, the principle ofthe manner being fully shown, described and claimed in the applications heretofore mentioned.

The track sections B, C, D, and E, have the relays 13, 14, 15, and 16 connected to the rails at one end thereof and each section has the usual track battery 17 connected across the rails at the other end thereof, in a manner well known and understood in the art, although the battery for sections A and F and the relays therefor, have not been shown, it is to be understood that they are equipped in any well known' manner or in a manner in accordance with applicants invention. g j g The switch indicator is designatedby 12, and may be of any of the usual and well known types so constructed as to give one indication when current flows therethrough, and to give another indication when the current ceases to flow therethrough; 20, 21, 22

and 23 designate relay coils, adapted to operate armatures in the .well known manner 25 and 26 designate sources of current herein represented as batteries.

With all of the parts in the position as shown by Fig. 1, current will fiow from the positive terminal of battery 25, in the following path; wires 28, 29 and 30, relay armature 31, wire 32, wire 33, armature 34, wire 35, indicator 12, wires 36, 37 "and 38 to the negative terminal of the battery 25. The current flowing in the above traced path will cause an energization of indicator 12 thereby enabling it to exhibit an all clear aspect, consequently, it is indicated that there is no train upon sections C or D and no train upon sections B or E which is approaching the indicator under an indication given by signals 6 or 9.

With the system and parts as shown in Fig. 1, current flows from the positive terminal of battery 26, in the following circuit: wires 53, 54, 69 and 50, relay armature 44, wire 45, relay coil 22, wires 46, 47, 48 and 49 to the negative terminal of the battery 26. The current flowing .-in the above traced path, energizes relay coil 22, thereby causing armature 52 to be held in the-position shown, so that current can flow in the following circuit: positive terminal of battery 26, wires 53, 54 and 55, armature 52, wires 56 and 57, armature 58, wire 59,

armature 60, wire 61, relay coil 20, wires 62, 63, 64, 37 65 and 49 to the negative ter-'- minal of the battery 26. The current 'flowing in the above traced path energizes relay coil 20, thereby causing armature 34 to be held in its upper position, thereby completing the circuit heretofore traced by whichcurrent flows to energize the indicator 12 to hold it in the clear position. It should be noticed, however, that the energization of relay coil 20, is dependent upon the energization of relay coil 22, and that the energi-' zation of relay. coil 22 is dependent uponthe position of armature 44, and to those skilled in the art, it is apparent without further 'ex- %lanation that if a train were upon section relay coil 20 would be denergized, therefore the indicator would. assume an aspect other than the clear aspect. It is also apparent that even if relay coil 22 were energized, if a train were upon either section G or D, the relay coil 20 would be deenergized by reason of the fact that the armatures 58 or 60 would be in their lower position for reasons well known to those skilled in the art thereby also breaking the circuit of the relay coil 20 and causing the indicator 12 to assume an unfavorable aspect.

It will be thus seen that the exhibition of a clear aspect by indicator 12 is dependent upon the absence of trains upon any of the sections B, C, D and E, and it will also be noticed that a train moving from the sidmain line rails 1 and 2 by shunting either relay 15 or 14, would cause the circuit through which current flows to energize the relay 20 to be broken, thereby causing the armature 34 to drop and break the circuit through which current flows to control the clear aspect of the indicator 12.

If a train should enter upon section B, relay coils 13 would be shunted and armature 31 would drop thereby breaking. the circuit heretofore traced through which current flows to energize the indicator 12; passing upon section C, the circuit would be again broken by the dropping of relay armature 60 causing the denergization of relay 20 and a consequent dropping of relay armature 34; the train proceeding upon section D would continue the denergization of relay coil 20 by dropping armature 58. When v tween sections D and E, moving in the di-,

rection of the arrow (1 as heretofore descrlbed, another action takes place, namely, the closing of a circuit in such a manner that the indicator 12 will assume the clear aspect as soon as the rear of the train passes beyond the insulating joints 3, between the sections D and E.

As soon as the first pair of trucks of the train traveling in the direction of the arrow 0;, passes upon the section E, the relay c011 16' is deenergized, thereby causing armature 67 to dropand'as part of thetrain s still upon the section D, the armature 68 is in the lower position so that a current may flow in the following path: positive as soon as all of the train is off section D.

current may then flow from the positive terminal of the battery 26 in the following path: wires 53, 77, armature 76, wires 78 and 57, armature 58, wire 59, armature 60, wire 61, relay coil 20, wires 62, 63, 64, 37, 65 and 49 to the negative terminal of the battery 26. The current flowing in the above traced path energizes the relay coil 20, lifts the armature 34 to its upper position and so causes current to flow through the indicator 12, causing it to assume the clear aspect.

Just so long as a train traveling in the direction of the arrow at, which caused the above mentioned operation, is upon section E, the supplementary circuit through which current flows to energize-the relay coil 20, will be closed, and in spite of the fact that the armature 44 is in the lowerposition due 130 to the presence of a train upon the section E, and a consequent deenergization of the .relay coil 22 and a dropping of armature 52,

the indicator 12 will be in the clear position, 1

, circuit throughwhich current flows to energize the relay coil 20.

It should be noted that it is necessary to have a train spanning the insulating joints 3 between sections D and E in order to energize relay 23, and it is also to be noted that after relay coil 23 has been energized and armature 7 5 has been raised, a supplemem tary circuit through relay coil 23 is formed, in which current flows as follows: positive terminal of battery,26, wires 53, 54;, 69 and 24, relay armature 67 wire 70, magnet 23, wires 71 and 27, armature 7 5, wires 30, 48 and p 49 to the negative terminal of the battery 26. s

The above traced path is completed ust so long as a train is upon the rails of section E, but as soon as the train passes from the rails of'section E, the armature 67 is raised, consequently, the circuit through therelay coil 23 and its armature 7 5 is brokenand the relay becomes deenergized.

It is also to be noted that atrain traveling in the direction of the arrow 6, and passing the insulating oint 3,between sections D and E, would energize relay coil 23 and would cause armature 7 5 to be raised, but as soon as the whole of the train passed upon sec- 'tion D, the armature 67 would be raised thereby breaking the circuit through the relay coil 23; It is alsoto be noted that even if a train under the conditions mentioned, should energize relay coil 23,-it would to energize the relay coil 20 would be broken by the dropping of armature 58, consequently, armature 34 would not be raised and the circuit: to the indicator 12, completed.

A train traveling in the direction of the arrow 1) passing upon section E would cause armature 4a ,to drop thereby breaking the circuit through relay coil 22 and causing armature 52 to fall thereby breaking the circuit through relay coil 20; consequently, armature'iit would drop and-the indicator 12 would assume the unfavorable aspect,

warning any'trainstanding upon thesiding,

of which the rails are fl; and '5, that it'would be unsafe .topr'oeeed vTu on the main line.

The same trainpassing t e insulating oints 3 between sections C and B would cause an operation similarlin all respects to that of a not'be enabled to energize the indicator12,

for the circuit through which currentflows' train passing insulating. joints 3 vbetween sections D and E when traveling in the direction of the arrow a, that is to say, it would cause armatures 39 and 66 to drop, thereby'energizing relay coil 21, thus causing armatures 30 and 40 to be raised, and so- 37 and 38 to the negative terminal of the battery 25.

It will then be seen that the indicator 12 will exhibit aclear aspect if no train is approaching the siding from either direction upon sections B, C, D or E. It will also exhibit a clear aspect if a train has approached the indicator and passed it, going in either direction when the train has passed either beyond the insulating joint 3 between sections D and E, or the insulating joint 3, between sections 6 and B. p I

It is to be further noted that a train moving from the siding onto the main line, would first cause the indicator 12 to exhibit an unfavorable aspect by reason of the dropping of the armatures 58 and 60, but as soon as the train had selected its direction of travel by passing either the insulating joint 3 between sections D and E or between sectionsC- and B, the indicator would again dicated by the insulating joints between secj tions E and F or A andB andat the same time it might be undesirable to extend the length of the section E to the point desired.

Fig. 2 shows diagrammatically a means for so doing and by reference to said figure, it will be found that the control of the relay 22 has been extended one section beyond section E and to those skilled in the art, it will be apparent without further explanation that such control may be extended to any desired number of track sections beyond section E- The change in the circuit necessitated by such extended control simply con- I sists in'arranging wire 70 as shown in Fig. 2, connected to one side of'relay coil 23, so that it will receive positive current from the battery '26 as shown in Fig. 2, when the relay armature 52 is in its'lower position, instead of relyingupon the track relay armature67 as in Fig. 1. No extended explanation in detail of the several. circuits is D and E cause re ay armature 44 to drop thereby deenergizing relay coil 22 and allowing armature 52 to drop and at the same time would cause armature 68 to drop so that current may flow from the positive side of battery 26 through armature 52, relay coil 23 and armature 68 to the negative terminal of the source of current 26, thereby completing the stick circuit of relay coil '23 by raising armature 75 and completing a shunt circuit about armature 52 by means of armature 76.

It is apparent to those skilled-in the art,x Without further explanation, that the same method of control can be used for trains approaching indicator 12 from eitherdirection.'

Although applicant has illustrated a relay 22 governed by section E in Fig. 1, it is shown merely for symmetry, but as shown by Fig. 3,, the same result can be accomplished without the use of relay 22, where one section only as E, for trains approaching the annunciator, is used to control the indication of the same.

In Fig. 3, the energizing circuit for relay 23 is formed by means of the armature 68of relay coil 15, and the armature 44 of relay coil 16. The deenergization of both the relay coils 15 and'16 causes armatures 68 and 44 to drop upon the back contacts thereby allowing current to flow from battery 26 exactly as it does as shown at the right hand end of Fig. 1. The retaining or stick circuit for relay 23 is also formed in the same manner as that shown at the right hand end of Fig. 1. 1

The wire 59 in Fig. 3, is connected to the battery 26 through thearmature 58, wire 57,. wire 56, armature 44 and wires 83 and 53. With such connection, the presence of a train upon section E which has entered said section, moving in the direction of thearrow I), would cause armature 44 to break contact with wire 56, thereby breaking the connection of wire 59.with battery 26. A

train entering upon the section E, in a direction opposed to that of arrow 6, would,

just as in the arrangement shown in Fig. 1, energize the relay coil 23, complete its stick circuit and cause armature 76 to contact with wire 77, so that while armature 44 was and also in its lower position, current would flow from battery 26 through wires 53, 77, armature 76, and wires 78 and 57, and armature 58 to wire 59.

'Figs. 4 and 5, illustrateother embodiments of applicants invention wherein the energizing circuits for relay 23... are formed without making use of a back contact upon rela 15. ,l 1 v Fig. 4, illustrates the embodiment as applied to a normal danger system of signaling in which the signal 8 normally exhibits a danger aspect and which has connected to it a circuit controller comprising a" movable arm 83, connected and moving in unison with the signal by means of connection 84, and a fixed contact strip 85 of such a length that the arm 83 contacts therewith from the,

full clear or 90 position to and including the 5 or caution position. As is well understood by those skilled in the art of railway signaling, the entrance of a train upon a block, two sections in the rear of an automatic normal danger signal, causes the signal in t'hevabsence of trains a certain distance ahead of it, to operate and move to the full clear position and if a train is on the block ahead of the block controlled by the signal, itmoves to the 45 or caution position. A train approaching on the section D,

therefore, and spanning theinsulating joints 3, would do so with the signal 8 either in the full-clear or in the caution position, so that electrical connection would be made between the armature 83 andrthe contact strip 85. The entrance"; of the'first pair of wheels upon the section E would, as is well known-to those skilled in the art of railway signaling, cause the signal to move toward the danger position and-.would also cause, as shown in Fig.- 4, the relayarmature 44'to drop, thus breaking the circuit through relay coil 22 and cause armature 52 to drop, thereby breaking the circuit from the bat tery 26 to the wire 59. At the same time armature 67 would drop u on its back contact so that current could ow in the followlng path: positive terminal of the battery 26, wires 53, 8 6 and 87, armature 83, contact strip 85, wire88, armature 67, wires 90 and 91, relay coil 23, and wires 92,93 and 49 to the negative terminal of the battery. Current in the above traced path would ener-v glze relay 23 causing the armatures 75 and 76 to be raised. After armature 75 is raised and while a train is upon section E, current: would flow in the" following path to continue the energization of'relay 23: posi-, tive terminal, of battery 26, wires 53,54 and 55, armature'52, 96 and 91, relaycoil 23 and wires 92 93 wire 94,-armature 7 5, wires and 49 to the negative terminal of the bat-i tery. -As current in the above traced "ath maintains the energization of relay'coil 23 maintains armature 76 in its upv i 59, thus allowingan energization of the indicator 12 as shown in Fig. 1, while a train was upon the section E which train had entered said section from a direction opposite to that of arrow 6.

A train entering upon section E moving in the direction of the arrow 6, would not cause an energization of relay coil 23, for, at the moment it entered upon section E and caused a dropping of armature 67, by short circuiting' relay 16, the signal 8 would be in the danger position andtherefore, contact' would not be made between arm 83 and strip 85.

In Fig. 5, the principle of employing a contact breaker upon the signal to cause an energization of relay 23, is shown in connection with a system of normal clear signals. The only difi'erence between the movements as shown in Figs. 4 and 5 other than the fact that one shows a normal danger and the other a normal clear system resides in the fact that in Fig. 5, the relay 22, receives its current from battery 82 through the armature 81 of a relay 80 connected to a section F in advance of the section E, so that a train approaching in the direction of the arrow 6, entering upon section F would deenergize relay 22, and, therefore, cause the signal 8 to move to the danger position before the train had arrived upon section E and dropped the armature 67 upon its back contact. In a normal clear system it is necessary to so connect-relay 22, for, otherwise a train entering upon section E would do so while the'signal was in the clear position,

\ and, consequently, a connection made between arm 83 and contact strip 85, sothat the dropping of armature 67 would cause an energization of relay 23.

Although applicant has herein shown and described his invention in connection with a. switch indicator, it is to bedistinctly understood that the invention is not confined in its application to a switch indicator, but the principle underlying the idea of means herein shown and described is a means for governing a signal of which the switch indicator is merely typical.

Although applicant has herein shown his indicator as applied to a track in which signals are used for governing movements in both directions, it is to be understood thatit is not at all necessary for the operation of applicants invention to have signals governing movements in both directions upon the same track for it may as well be applied to a double track railroad as to a single track railroad.

a Having thus explained the principle of specific embodiment thereof, what I claim as new and desire to secure by Letters Patent, is:

1. In a railway signal system: a signal; a trackway; means for dividing the trackway into a rear track circuit section, a plurality of intermediate track circuit sections and aforward track circuit section; means for creating a difference of potential between the rails of the trackway in each track circuit section; translating devices connected across the rails of the trackway in each secdevice of the rear track circuit section and the translating device of the adjacent intermediate track circuit section; a holding circuit for said another relay governed by the relay itself and by the translating device of the rear track circuit section; another circuit including said signal governed by said another relay.

2. In a railway signal system: a signal; a trackway; means for dividing the trackway into a rear track circuit section, a plurality of intermediate track circuit sections and a forward track circuit section; means for creating a diiierence of potential between the rails of the trackway in each track circuit section; translating devices connected across the rails of the trackway in each section and energized by a flow of current produced by the said difierence of potential and deenergized in succession by the passage of a train over the trackway; a relay governed by the translating devices of each of the track circuit sections except the-rear track circuit section; a circuit including said signal governed by said relay. and by the translating device of the rear track circuit section; another relay; an energizing circuit for said relay governed by the translating device of the rear track circuit section and the translating device of the adjacent intermediate track circuit section; a holding circuit for said another relay governed by the relay itself and by the translating device of the rear track circuit section; another circuit including said signal governed by said another relay and by said first mentioned relay.

3. In a railway signal system: a signal a trackwaydivided into a series of track circuit sections; means for creating a difl'erence of potential between the rails of the trackway in each section; translating devices connected to the rails of the trackway in each stction; and energized by the flow of current: produced by the said difference of potential,

normally open circuit by the deenergization of the extreme left hand translating device by a train moving toward the left away from the signal.

4. In a railway signal system: a signal; a trackway divided into a seriesof track circuit sections; means for creating, a diflerence of potential between the rails of the trackway in each section; translating devices connected to the rails of the trackway in each section and energized by the flow of current produced by the said difi'erence of potential, and denergized in succession by the passage of a train over the trackway, at least two of the translating devices being connected at the right of the signal and at least two being connected to the left of the signal; a circuit forthe signal closed when no train is present on any part of the said trackway, A

said clrcuit being controlled by each of the translating devices; another circuit for con trolling the signal normally open, means for closing said normally open circuit by the deenergization of the extreme right hand translating device by a train moving toward the right away from the signal.

5. In a railway signal system: a

cuit sections; means for creating a difference of potential between the rails of the trackway in each section; translating devices connected to the rails of the trackway in each section and energized by the flow of current produced by the said difference ofpotential, and denergized in' succession by the passage of a train over the trackway, at least two of the translating devices being connected at the right of the'signal and at least two being connected to the lefti of the signal; a circuit for the signal closed whenno train is present on any part of the said trackway, said circuit being controlled by for controlling the signal normally open,

means for closing said normally open circuit by the denergization of the extreme right hand translating device by a train signal; a trackway divided into a series of track cir- 'closed operatin moving toward the right away'from the signal. 5

6. In a railway signal system-:"a signal; a

trackway; means for dividing the trackway .into a rear track circuit section, a plurality of intermediate. track circuit sections and a forward track circuit section; means for creating adiiference of potential between the rails of the trackway in each track circuit section; translating devices connected across the rails of the trackway in each section and energized by a flow of current produced by the said difference of potential and deenergized in succession by the passage of a train over the trackway; a relay governed by the translating devices of each of the track circuit sections except the rear track circuit section; a circuit including said sig nal governed by said relay and by the translatingdevice ofthe rear trackcircuit sectlon; a second relay; an'energizlng circuit for said second relay governed by the translating device of the rear track circuit section and the translating device of the adjacent intermediate track circuit section; a holding circuit-for said second relay governed by the relay itself and by the translating device of the rear track circuit section;

another circuit for controlling said signal governed by said second relay and by said first mentioned relay; a third relay; an energizing circuit for said third relay governed by the translating device of the forward track circuit section and the translatingdevice of the intermediate track circuit section adjacent thereto; a holding circuit for said third relay-governed by the relay itself and by the translating device of the forward track circuit section; said first mentioiid relay being governed by said third mentioned relay and the translating devices of the intermediate track circuit sections.

7.. In a railway signal system, in combination: a signal, a trackway, means for dividing said trackway into at least two track sections on each side of said signal; a source of current and a'track relay-associated with each of said track sections and v constituting a normallyclo'sed track circuit; a normally 7 circuit for said signal; means controlle by said track relays for opening said vsignal operating circuit and responsive to thepresence of a train moving toward said signal on any of the track sections on thatside of said signal; and means controlled by said track relays for closing said signaloperating-circuit and responsive to the'pre's'ence of a train'moving from said signal on the track section farthest from the signal.

a railway signal system, in combination: a signal, a trackway, means for divid nal for rendering the control of said si viding said trackway on both sides of said current and a track relay associated with each of said track sections and constituting a normally closed track circuit; an operating circuit for said signal governed by said track relays; another circuit for operating said signal; a stick relay associated with each two track sections for controlling said last mentioned circuit; an energizing circuit for said stick relay which is closed when both track relays of said two track sections are deencrgized; and, a holding circuit for said stick relay governed'by the track relay of the track section farthest from the signal.

9. In a railway signal system, in combination: a signal, a trackway; means for. di-

' viding said trackway adjacent to said signal into electrically isolated track sections, a

source of current and a track relay associated with each of said track sections and constituting a normally closed track circuit; I

a signal circuit controlled by each of said track relays for controlling said signal; and

means operated by a predetermined sequence of operation of the track relays of two of said track sections on each side of said sigcircuit by some of said track relays inc tive.

10. In a railway signal system, in combination: a signal, a trackway; means for disignal into electrically isolated track sections, a source of current and a track relay associated with each of said track sections and constituting a normally closed track circuit; each'of said track relays having cooperating, contacts which are closed when said relay is energized and which are opened when said relay is deenergized; an operat--' said track sections remote from said signal;

andmeans for closing saidshuntv circuit" when the track relays of someof said track sections are operatedina predetermined sequence.

11. In a railway signal system, in combi-.

nation; asignal, a trackway; means for dividing said trackway adjacent to said signal irito electrically isolated track sectionsfa source of current and a track relay asse ciated with each of said track sections and constitutin' a normally closed track circuit; each of sai track relays having coiiper'ating contacts which are closed when said relayis energized and which are opened when said relay is, deenergized; an operating circuit for said signal controlled-by. said coiiperating contacts'of said track rela s; of' sa'id track sections; a shunt. circuit orlthe "cooperating contacts of certainfof said track sections remote from said signal; a stick relay for closing said shunt circuit when eliergized; an energizing circuit for said stick relay which is closed when the trackrelays of some of said track sections are deenergized; and a stick circuit for said stick relay controlled by the track relay of the track section farthest from the signal.

12. In a railway signal system, in combination: a signal; a trackway; means for dividing said trackway on both sides of the signal into electrically isolated track sections; a source of current and a track relay associated with each-of said track sections and constituting a normally closed track circuit; a signal circuit'controlled by each of said track relays and tending to cause said signal to have its stop aspectwhen any one of said- -tracksections is occupied; and means associated with, at least two track sections on each side or the signal and rendered .efiective only'by .a train moving away from track circuit sections; a switch indicator;

and means associated with at least twotrack sections on-veither side of said switch indicater and selectively responsive'to the direc said'switch indicator. v V

'14. In, a railway signal system, in combination; a stretch of track; a switch indicator; means for dividing said stretch of track on each side of said switch, indicator into trackcircuit section; acontrolling cirtion of movement of a train for governing cuit for said. switch indicator governed by;-

each of said track circuit sections; and means associated with at least two track circuit sections on each side oi said switch indicator and rendered efieetive only by a train moving away from said switch indijcator forcontrollingsaid circuit independat a distance from said swltch indicator.

' 15. In. a railway signal system, in combinationza signal; a trackway; means for dividing said trackway adjacent to said signal into track sections; a source of'current and a track relay associated with each of said track sections and constituting a normally closed track circuit; a circuit for controlling said signal; a relay controlling said circuit and. governed by the track relays of a portion of the trackway adjacent to said signal andpartly on each side of said signa means for governing said circuit. by the track relays of aportion of track on each 7 side of the signal and adjacent to the first mentioned portion of track; and means rendered efiective by'a train moving away sections; means controlled by the last men-,

from said signal for nullifying the controlling effect of said last mentioned means on said circuit.

16. In a railway signal system, in combination: two abutting track circuit sections; a signal; a circuit for said signal; means controlled by said track circuit sectioiis for govt rning said circuit; whereby the circuit will be closed when no train is present on either of said track circuit sections and will be open when a train .is present; track circuit sections abutting the free ends of the first mentioned track circuit tioned track circuit sections for closing said circuit by the movement of a train from one of the first mentioned track circuit sections onto one of the last mentioned track circuit sections and for opening said circuit by the movement of a train onto one of the last mentioned track circuit sections when that train has not previously been on one of the first mentioned track circuit sections. 17. In a railway signal system, in combination: a trackway; means for dividing the trackway into electricallyisolated tracl;

sections; a source of current and a track. relay connected across the rails of each track section; a signal; a circuit including a source of energy and said signal; means governed by the track relay of at least one track section adjacent to the signal for proaching train causes the circuit to be broken. v

18. In a railway signal system, in combination: a trackway divided into track cir-.

cuit sections; a switch-indicator; means for causing said :switch indicator to have its stop aspect when a train, irrespective of the direction ofritsmoyement, occupies a portion of the trackway located adjacent to the switch indicator and partly on each side thereof; andmeans associated with a portion of the trackway on each side of the switch indicator beyond the first mentioned portionand selectively responsive to the direction of movement ofa train over the governing said switch indicator.

SEDGWICK 'Nr WIGHT. Witnesses:

- LILLIAN L. PHI LIPs,

CHARLorrE Gmseonrus.

corresponding second mentioned portion for i

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