US1540696A - Automatic register and controller for trains - Google Patents

Description

June 2,. 1925.

H. KAfiL AUTOMATIC REGISTER AND CONTROLLER FUR TRAINS Filed May 15, 1917 June 2,1925. 1,540,696

' H. KARL AU'IOHA'IIG REGISTER AND CONTROLLER-FOR TRAINS File d May 15, 1917 s Sheets-Sheet 2 413 I I June 2, i925.

H. KARL AUTOMATIC REGISTER AND CONTROLLER FOR TRAINS a Sheets-$116615 5 Filed May 15, 1917 H RE in WD 9w Patented June 2, 1925.

nnwoiym ric -RIEGIQTER Ann oonmnomnn. 150K I animus.

A n anonmeana .15, 11.1917. l$erie1 T 1 6,%.

To all whom/ii GOM WLJ a i Be it known that I, a l

citizen of Germany, l'esidingat J .ersey" Qity, in the n y of Huds n State 9t New Jersey, have invented new anduseinl provements in Automati lfiegigtepg m;

Controllers for Trains,- of Which the :follow ing is a specification.

Numerous attempts vhay/e been to provide an automatic mechanism for, preventing collisions between railway trains, which however, have generally' been unsuccessi'ujl. because-of the fact that such la pparatus was so constructed that it avas necessary to place more or less reliance upon the -watcl1i'nlness of railway employees, as a consequence was subjflt to human error. M present invention therefore relates particularly to an improyedjapparatns, antoinetic in its operation, which will independently indicate, regulate and control the movement and' operation of trains upon railways, either Wholly, or in part, independently of human assistance, n The invention also contemplates an 1 paratus for the above purpose which adaptable for use connection with various operating conditions of the (railway system,

lar part of the railroad.

and maybe readily applied to any palf-fiicnin an apparatus designed for use in o fmection wlt'h the automatic-block system ,of riarl- Way control, and which includes a .piliuna-lity e or series Of'SWltC-ll imits arranged in ajcircnit, -Wl11Cl1 includes tra n -,cont1:o l 111881115,

signaling devices,lor otliermeans located at remote points, said switch units being individnally controlled by different itra-inshlo cated upon diiierent railway blocks, soth at the circuit will "be closed only liemtheadjacent units in theseries are automatically ope-rated. i i i The above ends a reattainedhy meansof an automatic mechanisni-liereinafter terl'ned a register controller, which is susoeptibloof arrangement so as to successfjully met-atlas various exigencies which may arise in rail- Way management sand controLTland which will automatically operate-and controlinertain alarm, signal, switching;,train stopping or other train or track, devices whichar'e arranged at diilerentisections or1locatedalQl g "the railroad so that a trainor trains which are .positioned between ithesex autornatloali y controlled clevices,nwill be protected and e l f? gtrom those whi h exi t finesailr ad 1i Wnhni iabwe and tli r-i bi si 1mm t nted sa is eetq yi embqii' More particularly ithe invention consists .-liroili l,er (showing na lsoqaddi onal' in ladditi nal nca-in o Nan t oc lar;insu at s-sess le ma sa y "si naled, 1 Si? through e shu tles n l tense. teal.

awhi e, iprilpqn esi ise i -i {hiWQQlQWQl yal illl d Practise- 1 adisntgcen t he 1 one other purposes, as EWQIS-QIHCWWJ$-2P9 t p siii v i sels in nsten e it rll ifi egfi' i to modify 1 he seed .sti s 'a iii rangeueen gef thepest n m ppa certain'respects in View of the 5 1 the condit ons and se uins,

the inven ion 14 9113 h ti ers nctwn, g orm nl tliie th 1 i ree iqnr ill" bl l lnfi sl nio l -y described; i lu tra ed in til @QQQPE Pending draw ngs and male. i e rp' rs e i i ltlie"s binin l-n ain f In the drawings, Who-rein I ;haye oiling ft "e m nagers =designa e p riesize i new line d e swam e keese t w ospre d s F r 2 11s ass/i swltchamits pf s r- :9 l

mounted on the register controller and is serving for the operation of a track-switch or other device intended for certain trains. I

Figure 4 shows in sectional side view a part of the register-controller to illustrate the three positions which the hereafter referred plate 51 is taking in the course of its operation;

Figure dis a plan view of a section of track showing a junction having an electric motor operated track-switch; showing also means to be automatically operated by the train and serving for closing the switch, the electric motor together with some of the mechanism for setting the switch is shown inside view inFigure 2;- in'Figure 5 this electric motor is situated inside the chest Figure 6 is a lug to be carried by the train and to be used for resetting the switches to closed position after all trainwheels have passed at the switch-tongues (the switch points) Figure 7 shows the operating mechanism (in form of two chains) ror the trip 63 in connection with the trip 63.

Figure 8 is a top view of this operating mechanism. 1

Figure 9 is a top view of the motor (55) used for operating a track-switch, showing the positions which the switch member is 'making during the operation of the motor and at the resetting of the track-switch.

Figure 10 is another view of the motor (55) showing also the positions of the switch member in relation with the electric contact of the motor and the lug which is operating it.

Figure 11 shows a front view of the register controller and the electric circuits connected therewith; the railroad tracks are shown in plan and represent the same railroad-net as shown in Figure 1, with the distinction that in Figure 11 they are shown on a larger scale, whereby also the devices in connection with the track, such as signals,

certain automatic stopping means, switch arrangements, bells, etc., are brought into connection with the circuits to make the invention completely comprehensible.

In the drawings the apparatus or mechaiism constituting the essential features of the register controller is mounted upon a suitable indicatorboard 5 of electricity insu- 'lating material. In the drawings I have shown a pluralityof individual section indicators mounted upon this board, which respectively correspond to individual sections or one or more particular points or locations in a single track railroad, and more particularly of the particular division of the railroad track represented by the register controller. The several indicators are shown in open and closed positions, as

would occur in actual practice-,upon a single track road havmg branches, unct1ons,

crossings, etc. The actual location of the trains, the position of the switches, signals,

etc., andthe occupied or unoccupied condi tions of the connecting, crossing, branch or junction tracks will be indicated by the open or closed positions of the indicators, which are so mounted and designated that the movement of the trains or their position upon various parts'of trackage may be ascertained at a glance.

I haveshown the wiring connections for the operation of the register controller diagrammatically extending down from the individual controller units to the particular section or part of the track in the division of the line which such control unit is intended to represent. The wiring connections for operating and controlling the various remotely located devices or mech anisms which are operated and controlled by the register controller are also illustrated. In the embodiment of the invention herein illustrated, each unit of the register controller includes an indicator 33, which is mounted for rocking movement upon the common supporting rod 34:, though if desired, these indicators can be arranged upon individual supports. The movement of the indicators from a normal inoperative position to an effective or operative position is accomplished by means of a link 35 connecting each indicator to the upper end of a pivoted part 37. The lower end of this pivoted part is thereby attracted by an electromagnet '36 when same is energized and a spring 37 may be provided to positively return the parts to normal position upon the deenergization of the electromagnet. However, this spring may, if desired, beeliminated and the indicator 33 so mounted and arranged that it will drop by gravity to its normal position.

The individual indicators above referred to are efl'ectively operated by the electromagnets 36, which are in electrical connection with remote circuit closing contact points located at any portion of the track that the peculiar conditions in the railway system may render advisable, such as at each section of a particular division of the track, or at each switch, crossing, junction, or other selected location, as diagrannnatically indicated in the drawing. The several indicators 33 in the series are so arranged and connected to the parts of the trackage system that they will consecutively indicate the progress of a train travelling .in one direction over the particular division of the railroad.

This refers particularly toa special register controller arranged for indicating the progress of trains on a particular line and consequently also controlling the trams on this line.

My system however can be used also {or in their real shape.

controlling numerous trains travelling on a particular section of the ralroad Where many lines are crossingsuch as practically is the case in terminals or other frequented places, whereby a special-register controller may be used and the arrangement of this register-controller will be sothat no con secutive indicating of a the progress ot a single train is intended by the respective indicators 33 although it may be possible to trace the :trains progress by the function of certain of the register:controller units.

It will be seen from Figure 1 that several of the electro-magnets 36 have more than one electric connection withthe remotetraclr-sections and also with suchpoints which arelocated on junctions or on lineswhich cross the main-linewhich inthisFig-ure lis drawn by a horizontal line. Such connections with points situated on" crossing lines or junctions, etc.,si:mply.are made for the purpose of protection of all trains travelling on that particular net of railroad-lines and therefore serve not only for the protection of trains travellingonone particular line.

In Figure 1* the points of the I railroad from which electric impulses are sent to the Register-controller are indicated :by arrows; there are arrows however which indicate only the direction of :traflic on these lines, butt'hey are easily distinguished from .the "other arrows in that they have no wiring connection With-the register-controller; also the remotely located devices such as might be used for controlling 1 or signalling the several trains on the railroad l inelare indicated by arrows the scale of "the drawing obviously "being too small to show the devices These last mentioned arrows are put to places on which the re motely located devices are thought to be situated. These devices which might' be of the character of an electric bell or electric lamp 110,-or of a-semaphor or of an electro-magnet whichlatter' might form part a of i an automatic trainfcontrol device, are in electric connectionwvith the wires 73 or '74 or 75, and according to the 56 drawing must have one'side of theelectric connections grounded.

,The wiring connections with the ielectromagnets 36 do not show the sourceo f electricity needed for the energization of the electro-magnets 36; this source maybecarried by the trains, or-it maybe located-on the roadside and the contacts 'for' closing the circuit or for opening it may be of a great mentioned already.

Assuming that one of 'theelectrornagnets variety "but preferably should be such as 36 :is energized,- the individual indicator '33 Will be moved from the normal position seen in Figure '2 to a vertical or upright position, and will establish an hncornpleted electrical circuit by coming into contact with exposed plug 38 movable'through the board-,5, said plug being engagedgby the closed until two adjacent indicators 33 are operated in the manner just described; Thus it will be noted from reference to the upper portion of Figure 1 that each alternate plug v88 is electrically connected with a nsource of current indicated by the generator 39, while the remaining orintermediate plugs 38 have individual electrical connections for controllingseparate circuits each controlling and operat ng one or more remotely located devices whose operation it is desired toicontrol automatically by means of the ,apparatusthe trains located inthe particular track division. It is obvious that the circuit of the generator 39, if sufiiciently strong current: is used, couldbe employed for d rectly operating the ren'iotely located devices. In order,- therefore, to complete the circuit and conduct-the generator current across two ad acent plugs38 the adjacent indicators 33 are electrically connected with each other in a common circuit through the means of the contact plates 41, .Itwill thus be seen that only when the two adjacent indicatorsare in their upright orvertical posi- &t1ons:upon;tl1e board 5, is an electrical circuit completed to operate the particular remotely located devices which are controlled by that circuit. Thepath of the circuit would then .be from the ground through generator :89

and one of the plugs- 38 through an indi- .oato-r' :3-3, thepart 41, then through the other -ll1d102tt01i33 engaged with said par-t 41-and o-utthrough a .wire YO or 71or 7-2 connected illOYillflOthGI of the plugs 38 to the remote devices in electrical connection with this particular portion of the register controller, as indicated by the positions of the first two indicato-rs:33 at the left in Figure 1, and then to the ground.

For purposes of illustration I have shown the remote signal-ingor indicating devices in Figure 1 of the drawings as consistingof an alarm bell 100, asignal lamp 110,.aseniaphore 1'20, and an elect-romagnet 130, which latter may be arranged to actuate suitable automatic stop means forthe train. In the operating ClICuItfor these devicesthe mercury well circuit closer 1 10 is arrangedand operates to cut in a stronger electric current furnished by the generator than can be supphedbythe generator-"8'9. This circuit closer maybe of any approved t e, as. for

instance those indicated by 151 and 152 but as herein shown with the circuit closer 140 includes an electrically actuated plunger 160 which operates to cause the mercury to come into engagement with spaced contacts, whereby the generator 150 will be connected in the circuit.

As shown in Figure 2 of the drawings, an arm 43 may be associated with any one ormore of the controller units, said arm being pivotally mounted upon the board 5 at one of its ends, and adapted to drop downwardly by gravity and contact with the plug 38 at its free end; This arm may be controlled by either electrical or mechanical means, and is released for movement to its operative position whenever a certain train is to be switched or some certain other device located at some particular point along the track be operated, as shown in Figure 2. The part 43 may, however, be mounted for manual operation, if desired. The object in providing this pivoted arm 43 is to enable the immediate or future operation of a particular switch or device, or a series of them.

The particular indicators 33 which are to contact with the arms 43 used for future operation of a certain switch, etc., are of the type which will not. indicate the progress of the trains, but simply will serve the pur pose of preparing and making the closure of the circuit or circuits which are to operate the.said particular switch or certain other device through arm 43, etc. For obtaining the closure of this last mentioned circuit, the respective train after having automatically connected the arm 43 with a plug 38, being not directly connected with the generator 39, this at a moment when passing at a particular location or when starting at a station, for instance, at a terminal, etc., and

when reaching a certain-location along the track may close one or several circuits for operating the two indicators 33 simultaneously, or one shortly after another, so, however, that the electric current from generator 39 will pass through the arm 43, wire 43 to the remotely located devices where it will be grounded. Through the pressure of the indicator 33 upon .the part 43 and the plug 38 a good electric contact is created.

In railroad practice there are numerous instances in which this scheme may be employed; there are also such situations in which one indicator 33 may be operated by one train while the adjacent indicator 33 is to be operated by another train, as, for instance, such situated on an adjoining block.

In practice the part 43 and its operating connections will be placed in juxtaposition to a particular unit of the register controller which controls the operation of a certain" switch or other device along the track, and if immediate operation is desired, this part 43 will be located above and arranged to make contact with one of the live plugs 38 which is in electrical connection with the generator 39. It is thus apparent that when this part engages the plug 38 the path of the current will be from the ground through the generator to the plug 38, then to the hinged part 43 and through the wire 43 to the special switch or other device to be immediately operated.

However, if future and not immediate operation of the switch or other device is desired, the hinged part 43 is mounted and arranged to make electrical contact with one of the plugs 38 which is not connected to the generator 39. Consequently, the operation of the switch or device which is in electrical connection with this part 43 will be delayed until the indicator 33 which when operated is contacting directly with the plug 38 on which then the hinged part 43 is brought into contact, is operated and is pressing'against the then lower end of 43 and consequently also (but indirectly) against'said plug 38, and until the adjacent unit of the reglster controller is also operated to place the live circuit plug 38 in the circuit. Of course the first just mentioned indicator 33 (registerontroller unit) may be operated right after the part 43 is operated by the same train. The path of the current will then be from the ground through the generator to a live contact plug 38 to the indicator 33, the electrical contact plate 41, the adjacent indicator member 33 and hence to the hinged part 43 and through the wire 43 to the switch or other device to be operated, and then to the ground as mentioned already.

The part 43 is automatically moved to its operative position'by the mechanism shown in Figure 2. Thus each train is provided with a projecting part 44, which may be vertically adjusted to selectively engage any one of a series of pivoted arms '45. This arm is connected by means of the flexible element 46 to a hinged lever 50, which supports a plate 51 pivoted at one of its ends upon the rear side of the board 5. A wire or other flexible member 52 connects the free end of the plate 51 to the arm 43 and this wire or flexible member 52 is electrically insulated at 52 so that no electric current can pass to plate 51 and accessories thereof and therefore no short-circuit.through 52 will happen if for instance the two respective adjacent indicators 33 are operated but arm 43 not lowered and contacted with its plug 38. l/Vhen the arm is actuated, the lever is moved upon its fulcrum, and in turn forces the plate 51 upwardly and backwardly to the position shown in dotted lines in Figure 2, thus permitting the part 43 to When the motor 55- is operated, the endless wee-e 6 drop by gravity downwardly upon the contact plug 38. Thispart 43 will remairiin its operative position until the p, particular indicating member 33 is goingto its normal inoperative position, \vliereby the hinged part 43 being released byt'his particular indicator 33 is forced upward to" its inoperative position by the hinged plate 51 which is falling to its horizontal position.

It must be remembered that the hinged plate 51, being far heavier thanthe hinged part 43 (see top-view of Figure 3) has been pushed out. to the position 85 indicated dotted lines in Figure: 2 and Figure 4;. this occurred at the'lnoment the particular indicator 33 has been operated tol'active' vertical position and thereby was pus'hingthe free end of 43 and therewith the plug 38 against (and the latter pa-rt'ly throug'h) the boardx5, whereby, by means ofthe pin 53 which being united with the plug 38 the plate 51 has been pushed from the position 84 to thev position 85 (see Figure 4'). It will benoted from the drawings that the pulley 86 is, so positioned that the plate 51 will make, a'pull upon the flexible member 52 only when being in the position 85 but not when being in the position 84; therefore as soon as the particular indicator 33- is'. going to its released position as shown in full linesinF-igure 2 the hinged part 4-3 will be pulled upward again to the position seen'in full lines in Figure 2. This however'rwould not happen if plate 51 was still in the'position 84.

At the moment the articular indicator 33 is going to its inoperativexposition the coiled spring 53 being partly surrounding, the pin 53 is pushing the lug-88 outwardly to; the left (Figure 2?) and therewith also the pin 53 in thisdirection, so that plate 51 would again. be turned to the position 84 when pushed by the lever 50, since pin 53 would not hinder this except whe'nthe particular' indicator 33 is operated to active position. Plate 51 being of heavy metal will if dropping to its horizontal position push down lever and thereby cause a pull upon the flexible member 46,,whereby the particular hinged lever 45 will be automatically restored to its normal 'position should notother means like a spring, etc. which are not shown, do the function of restoring the lever 45 to normalpositioh which is" shown in Figure 2. y

In Figure 2 and partly in Figure 5 the mechanisms for automatically operating a finch-switch are shown, and" comprise an electric motor 55 which is operated by the circuit which in turn is controlled by? the part 43-.v If desired, however, this motor may be controlled by some one of the" register' controller u'nits shown? in Figure 1.

unit their 56- is moved, the trait is then turningthe pulley 57 which pulls 58 I which is suitably attached to 57 by its oneend; This chainteoperatesi thereby an ecjcntrtqplate 591w which it is attached with its other end. Operativelf connected "with thegeccentrie platted is the switch bar; 91 which in turn is suitably connected witlrthe switchtongue or tongues 54. At a,-c'ertain position of the e 'centri plate 591 these-it h tongues will be so placed to keepi t'he side line open for'the' train and this. will be obtained when the motor 55 1s electrically operated, andat a certain other" pdsitioii ofthe eccentric plate 59 the sidelfite willbe close-(1' by the switch. I have providedfniearrs, for aut matically res tting the switch" tongues to theirlformer positioned that for i-tistan'te another train which hadstq travel in the direction otthe arr-owe? would switch open for this direction. Also .s'uc'h automatic means are i11'clitded' which will shut oil the electric current. from the electric motor at theproper time. For this purpose a lug 60 is secured upon the endless chain and is so placed as' to automatically actuate a switch-element 61 "and thusqcut off the supply current forthe motor so that the op- M 'eration of thelatter ceases at a predetermined point in the travel of the linle'chaifn 56 which is determined by the extent of movement of theswitch-points 54inecessary v sists of two parts, namely said coiiducting part 61" and the outerarm 61 thereof which merely serves for the engagelnentwith the M 60 This arm 61niay be electrically insulated from theconducting' part 61". Alp-t proximately at the ,c'je 'ite r the switch-elethem; is pivoted as at 163;- if theni the motor is energized andrevolves the pulley I64 in the diireetionofthe arrow seen in Figure 2 the; endless linl'i chain is; also moved; sothat the lug 60 which is fast ned switch-element to the position shown by a dotted lines in Figure. 9. At this position the conducting partt i" of the switch-element comes" out of contact with the contact part 1% which is, directly connectedpwtth the respective fields of th electric otor '55.

on same pushes the outer arm 61' of the i It is thus apparent that thereby theelectr'ic current is cat; or fromthe electric motor 55 estimate operation ceases, The extent of the contaet'part "162 must be made so'asto tau-sea dis-cass tte winter weatherespec'tive track switch;,te

inig the steer-earls; ext

f .54 ar t c a with ing and the outer arm 61 is the flexible member 165 which is so arranged and fastened on these parts that the lug 60 will pull the outer arm 61 to the left, the position shown in full lines in Figures 2 and 9, whcna pull in the direction to the left is exerted upon the chain 58, whereby the pulley 57 is getting turned in the direction which causes the link chain 56 to move also in the direction which causes the lug 60 to pull back again the outer arm 61 and to thereby restore theconducting part 61 again upon the contact-part 162 of the motor 55. V

The parts and causes which make a pull upon the chain 58 will be explained subsequently. In Figures 2, 9 and.10 1t is seen that one side of the circuit which operates the motor 55, is grounded as at 166.

The automatic means for resetting the switch-tongues consist of a tripping means 63 which is rigidly united with a crossbar 64 which has its other end bowed and linked with a bar 65 which in turn is connected by its other end with the eccentric plate 59; The

is so selected that at the partly turning of the trip means 63 to one direction the eccentric plate will be moved to close the switch for the junction or siding and at the same time will pull upon the chain 58v and there.

with turn pulley 57 in the other direction as previously mentioned, so that the lug 6O puts the switch member 61 in a position which permits the closing of the circuit for the operation of the electric motor 55. This circuit is controlled by the hinged part 43 and if the arrangement is made for future operation the circuit controlling parts would include some of the particular adjacent units 33 of the register-controller.

A certain pair of these units 33 without the cooperation of arm 43 might also control this circuit. It is understood. that at the moment on which all wheels of the train have passedat the switch-tongues, the cir cuit must beopened already which had energized one of the electro-magnets 36 through which the certain units of the register-cont-roller have been operated which in turn have closed the circuit for the operation 7 of the electric motor 55; thusit will be seen that the electric motor 55 is not energized but the electric connections are made so that an energization of it willbe obtained right away through the circuit closing position of the particular units of the register-controller. In case of an immediate operation of the track-switch such as might be done by the simple contacting of the part 43. with a plug 38 being directly electrically connected with the generator 39 the particular indicator 33 usually cooperating with this plug is to be electrically operated when the tra n reaches a certain point along the track which even might be the next signal, and

this particular indicator 33 must be released when another particular location along the track is reached by the train to thereby permit the resetting to pulled up position of the part 4-3 and by this the deenergization of the electric motor 55 and consequently permit also the automatic resetting of the track-switch.

Every train carries a suitable lug 67 shown in Figure rear of the lastcar or coach, which engages the part 63 located in the track, so that the switch points will be reset to their former position at the moment when all wheels of the trainhave passed at the switch tongues.

. There is still a second trip device 63 which is so positioned that a train travelling in the direction of the arrow 93 will operate the switch tongues so as to place them in aposition as seen in the drawing whereby a train which has to travel in the direction of the arrow 92 will not be switched to the junction, this in the direction of the arrow 9 1. connection of bar with the eccentric plate 59 Although said second trip device 63 does not directly form part of the invention and will serve only when the railroad-lines which are connected with the track-switch illustrated by Figure are used for traflic in both directions, a short description of the actuating parts of this trip part 63 is made hereafter. There are several ways for causing the trip means 63 to make similar movements which the trip device 63 does. The trip device 63 must be in vertical position (see Figure 7) when thetrip device 63 is also in vertical position and must be in inclined or approximately horizontal position though in an opposite direction when the trip device 63 is also in such inclined position. These positions determine also the positions of the switch-points In Figure 5 there is only a dotted'line shown for'mcrcly indicating that there is a connection between 63' and 63. This connection, howeveu is more precisely shown in Figures 7 and 8 where one end of the chain 111 is fastened at 105 of the trip 63 while the other end of this chain 111 is connected to a point 106 being located on a similar part on trip 63 and on the same side as the part 105 of the trip 63. The result is that when the trip means 63 makes a movement which tends to pull the chain 111, the trip-means 63 is thus forced to make likewise amovement but to the reserve direction. For erecting again 63, another chain 112 is necessary which for accomplishing this, must have one end fastened at the point 107 of the trip 63 while the other end must be fastened on a'similar point on the same side of the trip 63; this point is designated by 108. A roller 115 may serve as support for both or only one of the chains. From the foregoing description it will be seen that the trip 63 can actuate the trip 6 or other trip element at the F low device 63 when. a train strikes the erect trip 63, whereby also the track-switch is getting actuated as explained already andthe electric switch means of the motor are put into such a position that another actuation of the track-switch can take'place. It is of course, understood that the motor55 operates only in one direction and until it is stopp'ed by the electric switch 61' when shifted by the part 3 60. At the automatic resetting oltthe track-switch the'movement of the link belt 56 is reversed, so that the rotation of the armature of the motor 55 will likewise be reversed and again disposed in position for the operation of the: switch points when the motor field is subsequently energized; and

the electric switch 61 will be put to closed position by the lug at a certain moment in the travel of thelatter.

Having described. the invention to some extent so: that many details are understood, I show in Figure 11 the invention'as it might be'employed in practice, and to this end the railroad-net 0i Figure 1 is show-non a much larger scale, and the remote devices connection. therewith which in Figure 1 are only indicated by arrows are also shown. 7 As the register controller shown in Figure 11 is of the same construction as the register controller of Figure 1, except that some more indicators 33 and the parts connected therewith are shown, the description of Figure 11 will:deal chiefly with the circuits. The several tracks (railroad lines) are. designated by 0 c c 0 0 0, 0 0 etc. The track 0? is straightfor a certain distance andis divided into-blocksb, the insulations dfid On-the block- Aiof t e line 0 a train is situated which is represented bya pair of wheels and their common axle. There is a battery 170 carried by saidqtrai'n and conductors 171.,.172 arein electrical connection with a. pair of Wheels 171 172-say, the first ones of the train. To the one rail'173 is connected the wire'174, which again is connected to. the winding of the electromagnet 36 of the second indicator on the register controller. This register controller may be located in the station175, or in some other suitable place. To the other end of the winding of this electro-magnet 36' the wire 176is connected and grounded at 177. Therrail 173 is grounded at 17 8.- All tho'se trains which travel on the; line 0 and also those trains which travel on the lines c land c are assumed to belong to one ralilroadsystem where the signalling system diiiers from that which is used on the lines 0 '0 c5, and

0. These latter lines may form part of another railroad system. The trains which" travel onthe line e have insulations on each. wheel axle so as-to electrically insulate each right wheel of the train from each left Wheel of. the train. It is thus pbvious that the circuit repeated by the renewing numerals 170, 1711 1 71, 173, 1 74,. 36*, 176, 177", 17s, 3., 172, 172", 17 0', willnot be short-circuit ed by the other train-wheels, The two .rails 1173, 17 3- i must be electrically separated one from: the other. 7 The thus energized electromagnet 36 of the second indicator unit attracts thepart 37. and causes thereby the indicator 35'. its part 42 respectively to contact with the next situated contact parts 41, has been I described in. connection with Figure Tothe rail 17 3 of block B a wire 17 4 is connected and also electrically connected to the electro-magnet 36 of the second indicator unit and the other. rail 173 of bloclrB is grounded. in asimilar way as the rail N3 of block A. M It is thus shown that the electromagnet 36 of the secondihdicmtorunit will beenergized also when the train enters the block B and travels along. same. If there was not the crossing line 0 which intersects with. the linec right through block Gthereof, then the wire 174 could be connected to the electro magnet 36 of the third indicator unit, and this may follow in a consecutive I order. It thus apparent that the trains progress could be read clearly from the consecutive operation of one indicator 33 after the operation of the next previous one, as-

suming. that there is only a line withoutintersecting lines, branches, junctions, etc. In order, however, to fullyprotect the-train,

several blocks maybe electrically connected with the same electro nagnet 36 o'fth-e register controller; From the plan of Figure,

11 it is shown that there is also a train situated on the line 0 and that thistrainis approaching the crossing point of the line 0. Onlinec which may belong to another railroad system a different signalling syste is employed. It is not part of thisiavention'to describe the. mechanism or function of the signals which are employed on the line 0 hut it may be mentioned that there are track-circuits emp'loyec'l' with track-batteries 180 and the signals 181 0f this line g0 tostopeposition when a train enters-the respective block and short-circuits the track circuit, such as is done by the train 182,

represented by a pair of wheels and the axle thereof. In the case oftheline c the electric connection with the register contr'o'ller must be made so that no ti'acl -rails are employed in the circuit, which energizes the respective electro niagnet 36 of the register controller, but contacts are used whicli are operated by the train or by the signals. When the circuit is closed by contacts oper ated by the train a shorter ener'gi'zation takes place usually than when the ci'rcuitis closed by contacts operated by a signal, because in the latter case the signal will be set to stqp posititn as long as the train or a pair of wheels is situated onthe respective block.

. The formor' register controller shown in this invention requires, liGWWiei"; thtt) the indicator 33 remains in operated position as long as the train or trains which caused the operation of the particular indicator 33 is situated on the particular block or section of the railroad-line which is repre as it may be used. on a single line without crossings, branches, junctions, etc., whereby simply a bell 100 maybe rung for a short time or an electric lamp lighted.

Referring to the electric connections of the line c (Fig. 11) with the register controller the signal 181 is provided with two contacts. 183, 184. To the contact 184 is connected the wire 185, which, again, is connected to the winding of the electro-magnet 36 of the third indicator unit of the register controller. The other end of this winding is grounded at 177". The contact 183 is connected by a wire 186 which is in connection with a battery 187 whose other side is grounded at 188. The contacts-183, 184 will be contacted only when the signal arm 181 shows the stop-position; and thereby the circuit is closed in which said electro-magnet 36 of the third indicator 33 is included and the result is the moving of this indicator 33 to operative position and the holding of same in this position as long as the signal 181 is set to stop-position.

The two neighboring indicators 33 close the circuit which in Fig; 11 is traced as follows: generator 39, wire 39 plug 38,

- not shown because contacted by the second indicator 33, contact plate 41 between the second and third indicator 33, the third indicator plug 38 contacted by this third indicator, wire 70, relay 189 (which in Fig.

1 is shown in a different form), and ground 190. The armature 191 will be attracted and contacts with the contact 192, whereby a circuit is closed with which special stop signals are operated and set to stop-position, or trip devices may be operated to move into the path of a lever on the train, and this lever may be so arranged andin connection with the air-brake system or other brake systems that its operation by said trip device beside the track will cause the stopping of the trains. Or it maybe a so-called ramp system which is also used for stopping the train automatically. and in this case the electric impulse may be sent to the ramp, or it may be arelay which lnterrupts the electric current that normally may be C011:

ducted to said ramp.

These automatic train stopping systems do not form part of thisinvention, and as they are sufficiently known by those skilled in the art, it seems to be unnecessary to go further into details thereof.

It is necessary that those trip-devices or stop-signals or ramps, etc., be operated which will'halt the train before it reaches the crossing point of the lines 0 0 and therefore I prefer to connect the circuit also to such stopping devices or signals which are situated more than one block away from the crossing point of these two lines. There is, for instance, one 193 in block A and in block B in form of a ramp, while on the line 0 tripping devices are employed which are indicated by 144,195. By arranging these devices in such manner it is possible to bring also such trains to a stop which would be advanced very near to the crossing point of the lines 0, 0 and such trains will be halted also which might be following such trains that it advanced already very close to said crossing points. Arrangements can be made whereby at least one train should have the right of way, that is, the right to pass at the crossing point while the other train on the crossing line has to wait until the first train has passed completely at the crossing point. According to the disclosure of the system on the line 0 it is evident thatthe train 182 when entering the next following block would cause another circuit to be closed while the circuit with the battery 187 will still be closed as long as there is on this block a pair of wheels of the train 182. Instead of connecting the contact 184 of the signal 181 to a wire that is also connected to the electromagnet 36 of another indicator unit, I electrically connect this contact with the same wire 185 with which the contact 184 of the signal 181 is connected, and instead of using a special battery which when grounded would cause a short circuit with the ground and electric connections of the battery 187 I'prefer to connect the contact 183 of the signal 181 with the wire 186 by means of the wire 186. When the train 182 operates the signal 181 the circuit will be closed whichis traced by the following numerals which indicate the electric connections: 187, 186, 186, 183, and 184 (of the signal 181), 184, 185, 36 (of the third indicator 33), 177', 188, 187. The signal 181' is shown in proceed-position because no train is in the respective block andbecause no electric con nection is made between it and the register controller. But there is another signal shown which bears the reference number 195*, and as this signal is in electric connection with the conductor 73 and consequently withthe generator 150 it is evident that this ma inas.

alarms, or electric lights for signalling pur;

poses, is traced as; follows 1; battery 150 which is grounded on one side at 151,, wire 151, arn'iature 191, wire 73; to the wire 73.. are connected the wires 205,206, 207,- 208,

209, 210, 210, 211, and 213. These wires 205 to 213- inclusive are connected to the re;

spective devices beside the track, such as.

ramps 193, to which the wire 206 is connected, or signals to. which the wiresv 2 05, 207,

208, 21() are connected or stopping devices like those indicated by 194:, 19.51,; 196', 2114,,

- to which the wires 209, 210, 211, 213. re.-.

specti'vely are connected. Some of the wires 205 to 213 may have resistances accordingto the requirement. inthe construction of the devices having connection with thesewires. These devices are notgshownflinfdetail, but it may suflice to say that an electro magnet maybe used in connection therewith, or a relay and it is the energizationjo-fi this. electro-magnet or relay. which will cause the efitective actuation of such signalling or stopping device, which practically is the case in nearly all devices of that kind which are known and which are to, be operated:

from a remote point; The construction of suchsignalling and stopping means aswell as the parts on the train which correspond withthese means, especially the stopping devices, are not shown nor described because they do not form part of this invention. It

suffices to say that there are numerous sys terns, and among them those which make pernnssible control ofthetrain, that Is, let the train advance over confllcting routes,

with a lowQthatis, safe speed.- Thewind,'

ings of said .electro-inagnets (not shown a condition Where some devices receive a strong impulse because they may be ne'arer to. the generator 150, the connecting wires to the devices which are nearest touthe generator should receive suff cientstrong 4m. sistances, while the more remote ones will not have any resistances; or it may be that the circuit arrangements are made 111a man,

ner such that all the involved electro-magf nets which might be indicated by 130,,as shown in Fig. 1, shall be included in one single circuit, whereby the electro-magnet 130, being the remotest from the generator will be grounded; It may be mentioned also that the use of induction electricity will serve for operating the .said devices beside.

the track; In such case the wire 73 would e ve. as. h p wer n i. Wh the; trans.

rmers. wou d ave. to be nsta l d. a ach of, said devices beside the track and; elec;

i a y conn t d. t Sa d c e s-ma net.-

130. Wl1ich serves for the efiective operation otthe respective device.

There is -a junction 0: which is also in electrical connection with the register con-i t-roller. The signal181. on this junction;

has also two contacts 183, 18 1, andabatt-ery 187; and the ground. 1 88 are in electric connection with the contact 183, while the con} tact 181is in electrical connection with the electro-magnet. 36 of the third indicator unit. When this circuit is closed by the contacts 183,184 and a train is situated on block A or B of the linea also the stopping device 196. will be operatedtogoato stopping position. r l The line 0 may be a line tortraific in both directions. In this case it. will befnecessary that suchtrains which are situated. above the'line c and which travel. in a southerly direction (that is in inverse direction of the train. 182) must first be protected against. side collision with a train-that comesgin the 1 direction of the arrow on line 0 or fromthe.

inverse direction, andsecondly Inustbe protected against a frontalcollision witha train that travels in a northerly direction on line 0 or that may come from the'junction c and enter upon the line 0 Therefore the.

cording to Fig. 11 on this part of the line 0 :contacts 183., 184 at the signal 197 are in electrical connection with the electro-magnet 36 of the first and "fourth indicator" 33. "Ac-4 there is no train situated and therefore the electro-magnets 36 of the first andtourth; i

indicators, 33 areynotenergized, and consequently these lndicators 33 are notoperated. Assuming, however, that a train should oper ate the signal. 197 and a trainshould be on.

'block A or B of the line 0 and also the.

train 182 should approach the crossing point of the two lines 0 and'c as shown inthe drawing; then the four first shown indi-' cators of .the register controller would; be

operated by their electro-inagnets 36 and a special signal 198 wouldbe operated to go train may then enter upon the siding 200' 'to .halt position. This southerly going J and remain, there untilthe train 182 has passed, so that theline W111 be free for this southerly-going. train. The train on" the line 0 when entering theblock C closes a circuit in which the electro-magnet 36 of thethird indicator is included because the wire 201 is in connection with. the-rail 173 of block C and the electro-magnet' 36 of the third indicator 33 which, like all other grounded. 'Theother rail 173 of block C is also grounded, and therefore an electric circuit is created whichjis similar tcthat which hasjbeen'traced ii connection with ,..-.125" slnnlarly arranged electro-magnetsw36,1s

blocks A B ofthe linea {entering these four or five indicators 33.

upon block C of the line o the eastwardgoing train would encounter danger of a collision if a train should approach on the line 0 The train on this line, however, will be stopped before entering upon the line 0 on which it would travel in a westerly direction. As the system of the line 0 is like that explained in connection with line 0 it is evident that a train entering the block L or M of this line will close circuits in which the electro-magnet 36 of the fourth indicator 33 is included. This indicator will then go to operative position when the train is situated on block L and also when the train is on block M. The third indicator caused to be in operated position by the train on block C of the line 0 will then complete the electric connection which closes the circuit in which the relay 189 is in-' cluded. This circuit is as follows generator 39, wire 39 wire 39", plug 38, the fourth indicator'33, contact plate 41 on the left, the third indicator 33, plug 38 thereof, wire 70, relay 189 and ground 190. It is shown herewith that at the same time the lines 0 c 0 as well as the line 0 are controlled by The train which comes from the line 0 and is'to continue its travel on the line 0 in a westerly direction will be protected from a front collision with the train on the line-c going in an easterly direction and will also be protected from a side collision with a train on the line 0 going either in a southerly or northerly direction. The train on the line 0 will be signalled as to the traffic condi- .t1on, that 1s, the presence of trains on line 0 or 0 or 0 and will be compelled to stop until there is no train situated on the sections of the lines 0 0 and c which in any probability might collide with it when advancing. The devices 214,215 may be sig nal devices on line a and they may be brought into connection with stopping devices such as trips, etc which are well known in the art and will enforcean automatic stop of the train should the engineer attempt to advance despite the signal set against the advancing of his train. The electric connections which operate these stopping devices are also in electric connection with the wire 73, and therewith with the generator 150.

If no train should be situated on block C of indicator 33 will be operated and will complete a circuit with the likewise operated fourth indicator 33, whereby the signals 214,

215 on the line c are operated and those in the blocks D and E of line 0 The circuit I which serves for this purpose will be closed by the relay 151 which is constructed similarly to the relay 189, but connected by the wire 71. The circuit that will be closed by the grounded relay 151 is as follows: generator 150, wire 218, armature 219, contact 220, wire 74, the respective electro-magnets or relays or even electric motors that may be employed in connection with the devices employed for controlling the trains automatically on the line 0 and on the blocks D and E of the line 0. Also in the case of the circuit in which the wire l l'is employed the connections may be made as to suitability and in a manner as previously mentioned in connection with the circuit in which the wire 73 is included On the drawing, Fig.11, there is no train shown on line 0 and therefore no energization of the electro-magnet 36 of the fourth show i indicator 33 takes place. The sixth indicator 33, however is operated anda contact-part 43 1s 1n connection with the plug 38 of this 10) has become energized and operated the switch tongues in the manner already described. The circuit which energized this electric motor 55 is as follows: generator 39, wire 39, connecting wire with'the plug 38 of the sixth indicator 33, this plug 38, the contact-part 43, the wire 43, the electric niotor55, the ground 166, the ground 223 and the generator 39. The train, however, which caused the contacting of the contact-part 43 with the sixth plug 38 had entered upon the block E in the meantime, and the switch is then so positioned that the train can enter upon the line 0 t the moment in which this train was entering upon the block E the sixth indicator 33 became operated by'the electro-magnet 36 of this unit, because electric connection with this electro-inagnet 36 is established by the battery (not shown) carried by the train, the firstwheels of the train and conductors to this battery, the rails 173, 173 of which the latter is gounded and the former connected by the wire 225, which, again, is in electrical connection with lit) the sixth electro-magnet 36. As soon as the train has entered upon the line a with the first pair of wheels the said sixth electromagnct 36 will be de-energized and the sixth indicator 33 will move again to its non-active position. At this moment also the con tact-part or arm 43 will be pulled up again by the rope 52, which will be pulled by the falling plate 51, illustrated in F igs; 2, 3

and 4. The train when completely entered upon the branch-line cfwilip'ush the device 63 (see Figs. 5. and-6) and will automatr cally restore therewith the switch tongues to their former position so thatatrainthat might follow in block F and which had to continue its westward travel on the Iline would not be switched to the" branch-line 0.

the sixth indicator 33 will be operatedwhen' a, train enters upon the block Eof the line 0 and that the seventh indicator will be operated when a. trainis situated on the block F of that line, whereby the wire 240 is employechand alsowhenatrain is situated on the section of line ctshown 1n thedraw ing, whereby the wire 241. isemployed. This last mentioned tra n, however, will cause also the operation'of the eighth ind cator in a circuit in which the wire 24:2 iseln ieyea,

lVhen ther sixth and seventh indicators" 33 are simultaneously operated the. circuit is completed in which th generator 39 and the ire 72 is f included. This closed circuit causes the energization of: the relay 152 which thereby closes anothen circuit in which the generator 150, the wire 218, the

wire 244, the armature 245, the contact 246, the wire 75 and the several electric devices as, for instance, electro magnets, electric lights, bells, electric motors, etc., may. be included, which electric devicesmay be employed in connection with the signallingde vices on the points 24:7, 248,; and also 249, or, the electro-magnets or electric motors with the stopping devices-I 250, 251. electric connection with, these deviceslis made so that the wire is connected. tofthe electro-magnet of the device designatedby 249, which is supposed to be a signahand to the other end of the wlnding of th s elec;

tro-magnet is connected the wire 75, then follows the motor or electro-magnet of the device 251, whereby the wire 757 will be similarly connected as was explained. in connection with the wire 75' and the electro magnet of the signal 249. In the same order of connection in the circuit follow then the electric devices in connection with the device 250, 2&8, 2%7,;in which also lights may be included, or bells. It is shown that the circuit. is grounded at 251, wherebythe circuit is closed through the ground 1-51, and,

the generator 150 when an armature 245 The contacts" with the contact 24:6,Qand as all" these mentioned electric devices. are included in this circuit it isevident that theywill operate the devices 247, to goto stop-position.

Compared with Fig. 1 it. is shown that in Fig. 11 a greater numberofcontaet pointsf that is, railroad blocks are chosen forsen d- 'ing electric impulses totheregister controller; the railroad net shown'in F 1g. 1 shows simply a general; layout, wlnlein Fig. 11 the circuits are sh'ownin deta1l.

248,249 and g V am For illustrating'how a future operation will be made of a switch of a similar eon-Z structi'on to that situated in block E of line '0 the following scheme isrde scribed; As-

suming that a train'229 isstarting injblock -G of the line '6 thatis at the station 175,:

and this train is to enter upon the line 6 to,

continue its travel thereon. For-setting? the switch tongues at the right moment, that is, not sooner than is needed, so that other trains" that have to t-ravel on the line a; in.

a westerly direction will not be switched to the line 0 the train in block. Gr had oper- 9o ated in the manner described previously, the

respective arm orlever 45 (see Fig. 2),which again causes the arm 43 above the thirteenth indicator topcolnta'ct with theplug 38" of unit. Howeventhere will not be a closure of a circuit by. this action because theplug 3.8 isnot in electrical connection with the generator. 39 except when the thirteenth and twelfth or thirteenth and'fourteenth indica' tors 38 are simultaneously operated. its. travel the train229 will operate theeighth.

ice

and ninth and then, as the next ones the i twelfth and lthirteenth indicatorsby meansof 1 the respective"electro magnets that will be energize-d one after theother. The twelfth and thirteenth electro-magnets '36j are then energized simultaneously because the twelfth will be energized by the circuit in which the conductor 230is included whichlis connected to the iai1 1 73 of block K. The thirteenth indicator 33, however, is notin electrical connection'with' the track-rails because any train other than that indicated by 229.th at might travel thereon when the arm is set upon the respective plug 38 would cause the respective'plate' 50 to go to the position .85 illustratedin Figure 4, wh-ereby the arm 43 would be pulled upgwhen thejndicat'or .33 would go again-to its non-active position in which event the plate 51 will gate its horizontal position, thereby pulling up For avoiding. this incona veniencea switch device is employed which is to be operated by the train 229 by means of a lug 67 (seeFigure' 6) or similar part that may'project from one ofthe train units. The wire 269 which is. connected to this switch-device is also connected to a battery 271, and another wire 269 is connected to the other sideof the battery 271 and to the electro-magnet 36 of .the thirteenth indicator. Said switch-device is grounded at 269* and when, the circuit will be closed in which the battery 271, the conductors 269, 269, the electronnagnct 36 of the thirteenth indicator is included, this indicator will be operated and will press upon the arm 43 and consequently also upon the plug 38 as long as the circuit is closed.

The train 229 which is then situated in block K will find the switch ina position that will let the train enter upon the stretch 0 The situation, however, is such that the train is to go either backward or another engine is to be conpledto the rear of the train, which then would be the second unit thereof, and the former engine would be separated from the train. "This is merely illustrative, andwon numerous other'track arrangements it may be usedwhere a switch or other device as, for instance, a signal or trip, etc., is employed whose future operation is performed by the register controller in cooperation with a train travelling on a certain line. As soon as the train 229 has passed upon the line a the twelfth-and.

- taneously except when the arm 43 is lowered,

as has been explained, or that the thirteenth alone would be without such electric conn-ection except with the twelfth and fourteenth indicator and the arm 43. Referring to the line 0 0 0, it is scarcely necessary to trace the circuits that are employed for energizing the electrdmagnets 36 of the corresponding indicators 33, since the crossing line 0 gives a full example, the lines 0 and 0 .being crossing lines. As regards the line 0 there will be a similar arrangement as shown on the line 0 According to the area and the complexity of the railroad-net that is to-,be controlled by the register controller a greater. or smaller number of indicators 33 are necessary. The number of indicators on the register controller of Figure ll might be reduced so as to control only the part ofthe line 0 from block A to block E, and the crossing line 0 together with the branch-line 0 while for.

the control of other following blocks of the line 0 and involved branch lines or crossing lines a second registercontroller of the same construction may be employed, and

others for still further advanced blocks or other sect-ions of the railroad-net, thus making it possible to shorten the wires that would be needed for the circuits, when these other register controllers are to be posi-,

tioned in stations that are nearer to these railroad sections.

In Figures 1 and 11 a railroad-net is shown whichis of a complicated character,

only one block and each following indicator n It is thus apits respective other block. parent that the progress of the train can be ,seen from the indicators 33 when they are operated one after another in a consecutive order. A following train will then operate the indicators that shortly before had been operated by the first train. Should then the rear-train go faster than the first train then soon two neighboring indicators 33 will be operated, and the result will be the stopping of the rear train and signalling the first. There may be sidings provided on the railroad line whereby in case the rear train should have the right of way over the first train the first train could enter a siding and remain there until the rear train shall have passed. In this event an automatic switch will be necessary, which, however, will be operated by the motor 55, whose energization was obtained by a circuit that was closed by two simultaneously neighboring indicators 33.

It is obvious that such register controllers may be constructed and circuits brought into connectionth'erewith whereby the indi-] cators 33 will serve only for indicating the progress of the train or trains, and for this reason it may suffice that only a short elec tric impulse is made in the respective block of the track for operating ,the indicator only a short time, sufliciently long, however, to show in which block ofthe line the train is situated.

Especially in connection with. the system employed on line 0 the length of the trains is supposed not to exceed about one-half the length of a block of this line in order to avoid rear-end collisions. This rule may apply also to other lines and in connection with a register controller which represents only a single line without branches, junctions and crossings.

From the foregoing description, considered in connection with the accompanying drawings, it is belleved that the construc-' tion andmanner of operation of the invention will be clearly understood. It will be seen that the apparatus is entirely auto-j matic in its operation, and does not depend upon manual assistance of any character for operated negates.

its eflicient operation. The several cooperating parts of the mechanism are of relatively simple form, and can be manufactured and installed for use in connection with various railway operating systemsat nominal initial cost. It also apparent that in view of the simplicity of the mechanism, the same is not liable to. get out of v order, and will, therefore, requireonly' infrequent inspection and repair.

IVhile I have herein shown and described the preferred fornn;construction and relative arrang'ement'oi' the various parts, it is, nevertheless, to be understood that the same is susceptible of considerable modification, and I accordingly reserve the privilege of adopting all such modifications and changes as may be fairly embodied within the spirit and scope of theinvention.

Iclaim: l

a plurality of controlling units arranged thereon, electrical means for operating said controlling units, operatively connected to different parts of the railroad, a remotely located device and a circuit therefor, ad-

. jace-nt controlling units being locatedin said circuit and independently normally rendering the circuit inoperative to actuate said device. v j

2. Ina register controller for trains, indicating members in multiple "arranged thereon in consecutive order and never touching on another, each indicating mem her having an electromagnet and each in dicating member being adapted to be operated by its individual electr c-magnet independently from the other, a circuit, this cir-,

cuit being completed only when the two indicating members included in this circuit are simultaneously operated by their electro magnets, remotely located devices arranged for operation by said circuit.

3. In a register controller for railroads,

a railroad-line divided into sections, a plu- V duality of controlling and indicating units arranged on the register controller, each unit having relatively stationary and movable parts, an electro-m-agnet for some movable part of each unit and individual energizing circuits for said magnets each being electrically in connection wit-hits respective section of the railroad line, said controlling 1. In a register controller for railroads,

and indicating units and their respective circuits 'beingso arranged as toindicate the position and consequently the progress of the tram along said railroad line, a circuit,

said circuit being closed and-operating remotely located signaling and controlling devices in connection withtherailroad-line when two of said controlling andindicating units being'adjacent, are simultaneously operated by their respective electro-magnetsi 4c. In a, register controller for railroads,-

aplurality of controlling units operatively arrc nged on a board of insulating material, electrical means for operatingsaid controlling units openatively connected to different parts of the railroad, remotely located devices and individual circuits. for saiddevices, adjacent controlling units located in oneof said circuitsand independently norling units beingiindependently operated by trains located at different points upon the track and additional means on the register controller for effecting the immediate operation. of the remotely located device and such means for effecting the delay-edoperation ofthe remotely located'device. U i railroads,

mally rendering the circuitinoperative to actuate'said devices, said adjacent controlunits and said source of current, remotely located devices and circuitv connections be-v tween them' and a first unit, another circuit connection with the fifth, anotherone with the seventh, an-

part of the remaining other one with theninth, "another one with the -eleventh,the circuit for the operation of the remotely located vdevices being closed when two or more adjacent indicator mem- V hers then located in this circuit are simultaneously contacting withjthe'ir respective stationary part.

c HEINRICH ARL;

Images