US901383A - Electric-railway system. - Google Patents

Description

W- ROBINSON. ELECTRIC RAILWAY SYSTEM. APPLIOATION TILED iULY 20, 1904. RENEWED APR. 4, 1908.

Patented Oct. 20, 1908.

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W. ROBINSON.

ELECTRIC RAILWAY SYSTEM. APILIOATION' rmzp JUL20,-1904. nmuwsn APR. 4, 190a.

Paterited Oct. '20, 1908.

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UNITED STATES WILLIAM ROBINSON, OF BROOKLYN, NEW YORK.

ELECTRIC-RAILWAY SYSTEM.

Specification of Letters Patent.

Patented Oct. 20, 1908.

Application filed July 20, 1904, Serial No. 217,297. Renewed April 4, 1908. Serial No. 425,169.

To all whom it may concern:

Be it known that I, WILLIAM ROBINSON, a citizen of the United States, residing in Brooklyn, in the county of Kings and State of New York, have invented a new and Improved Electric-Railway System, of which the following is a specification.

My invention has reference to an electric railway safety system in which the third rail or contact conductor is divided into in.- sulated sections normally disconnected from the source of working current. My invention embodies various improvements in this connection, including an improved signal system.

The nature of my invention will be understood from the description which follows, reference being had to the accompanying drawing, which forms a part of this specification, in which Figure 1 is a diagram, showing the circuit instruments in elevation, partly in section, illustrating my invention Fig. 2 is a section through the line 00, r, F g. 1, showing a fluid pressure valve with its magnetic control; Fig. 3 is a detached view of a circuit closer actuated by compressed air with signals operatively connected thereto; Fig. 4 is a cross section through the line fl], y, Fig. 1, Fig. 5 shows in elevation a modification of one of the circuit instruments illustrated in Fig. 1 and Fig. 6 shows an asbestos box with a fuse therein.

A, A represent the service rails of a railroad track, in which the rail line A is continuous and serves as a return for the electric currents, while the line A is divided into sections a, b, c, insulated from each other as shown at a, b, c. The rail line A is divided into insulated sections for signaling purposes, as hereinafter fully described.

B represents a working conductor, or third rail, parallel to the service rails and divided into sections 05, c, f, separated or insulated from each other, as shown at d, e, f.

O represents a high potential or workingcurrent electric generator, and D a feed wire proceeding therefrom, while E represents another electric generator, of low potential current, and F a feed-wire proceeding therefrom. The generators O and E, respectively, have one terminal connected by branch conductors g, g to the return rail A. Similar poles of said generators, the negative for instance, are, preferably, thus connected to said return A. The high potential feed wire D is normally disconnected from the third rail sections (2, e, f, as illustrated at h, i, Fig. 1.. The low potential feed wire F, how ever, is normally connected to the third rail section, f, for instance, through the wire is, armature lever Z, coils of the magnet m and wire a.

A circuit instrument G or G is connected to each third rail section, as shown. These instruments are connected by a valve p to the compressed air service pipe H, and said valves are controlled by the electro-magnets m, m. The valves shown are of the type known as needle valves. The circuit in strument G is connected to the third rail section f, on which there is no car or train shown, consequently said instrument is in -its normal condition, with the magnet at demagnetized, and as the valve stem g is pivotally or flexibly connected to the armature lever Z, as shown at q, the valve p is closed at p by the spring 6, thus shutting off air pressure from the cylinder r and leaving the working circuit normally open at 7L and i.

K represents a motor car or truck provided with the motor L arranged to drive the same. Said motor has one terminal connected to the axle or truck as shown at s; the circuit continues thence through the wheels to the track rail A formin the return circuit, and the other termina is connected to the controller M by the wire t, both in the usual Way.

The contact shoe or collecting brush a, supported by the truck and traveling in contact with the working or third rail conductor B, is electrically connected. by the wire 12 to the rotating portion w of the controller M, also in the usual way.

The circuit instrument G is of precisely the same construction as the instrument G, described, but is here illustrated in the position assumed when in operation. Themagnet m of said circuit instrument G is connected by the wire it to the third rail section 6. V

' The operation is as follows: When the car or truck K enters upon the section 6 the closing of the circuit by the controller M, carried by the car, closes circuit through the collecting shoe a, wire o, wire t, and motor L, to the axle and thence to the return rail A. This also closes circuit through the third rail section 6, Wire n, magnet m, armature lever Z, to

which one terminal, n, of the magnet m is connected, and the wire is, to the low potential feed wire F. Thus the magnet m, attracting its armature, opens circuit at 71/, thus switching off the low potential branch conductor is, and closes circuit at t through the high potential branch 7c, whereby the high potential or working current is substituted in the magnet on for the initial or low current from the feeder F. The object of switching off the branch wire 7c at h, is to avoid the possibility of the high potential current crossing and dominating the low potential or controlling current in the feeder F. To better insure this result, the circuit instrument G is adjusted in such a way that the circuit is slightly opened at h before being closed at i. This would tend to demagnetize the magnet m for an instant, thus interfering with the continuous magnetization of said magnet m and the desired result. To obviate this, however, I put additional spools s on the cores of the magnet m, and use an additional magnet 1" arranged to attract an additional armature t on the lever l. The coils of the magnet r and the coils 8 form one continuous closed circuit. Now when the circuit is opened at h through the magnet m, a counter current in the reverse direction is induced through the coils, s, 1", which latter attracts its armature t, thus keeping the lever l in the position shown in the circuit instrument G long enough to secure the re-magnetization of the magnet m by the high potential current before the attractive force of the magnet 1" has wholly died away. By the above means, it is evident, the possible crossing of the high and low current conductors, in operation, is obviated. When the magnet m attracts its armature, as shown in the instrument G, it carries the valve-stem g downward, thus opening the valve 1) at p and closing the eX- haust port at it. This admits the compressed air to the cylinder *1, forcing the piston r downward, and, through the lever 6 actuates the knife blade switch h, closing the same. A heavy resistance 42 is put in the branch 7c as it is only necessary to have sufficient current pass through this branch to actuate the magnet m. In like manner a light resistance to is put in the branch (Z in order to prevent the complete short circuiting of the current from the branch is and the magnet m.

It will be seen from the foregoin that the opening of the circuit by the contro ler M not only opens circuit through the motor L but also through the magnet m, thus instantly reversing the valve p, shutting off the compressed air from the cylinder 1", and opening the exhaust a, and, simultaneously, the switch h. When the exhaust u is opened, the counter-weight c on the knife blade 0 instantly forces the air out of the cylinder 1",

and swings said blade on its pivot d opening the switch h. Thus the working current is cut off from the section 6. When, therefore, a motor car is coasting, or stopped at a station, there is no working current in the third rail or contact section with which it is connected. \Vhen, however, the motor car passes from one sectionto another, to the sectionf, for instance, with the circuit through the controller M closed, the circuit instrument G is instantly brought into action in the manner just described in connection with the circuit instrument G. The circuit instrument G is,'insuch case, brought into action before the instrument G is thrown out of action. The latter does not occur, in this case, until the collecting shoe M has Wholly passed ofi the section 0.

In Fig. 5 a lever Z is shown in addition to the armature lever Z and is pivotally connected thereto by the insulated connection a By this arrangement of compound levers a greater opening of the circuit at the contact points i is secured than when a single lever is used. I use a slightly yielding spring 6 back of one of the contact points i, which will allow a perfect electrical connectionbetween said oints without possible interference with a i irm mechanical connection at the valve seats of the valve 1). The stationary fuses a, are placed in the branch conductors n or 70, and the fuses b in the conductor (1 at any convenient point between the third rail sections and the working feed wire D. These fuses are shown, in connection with the third rail section f, as located between the rails; while in connection with the section a they are located near the feed wires D and F. These fuses are intended to rotect the car or train from burning in case of short circuiting, for instance when a car leaves the rails, making a short circuiting connection between the third rail section and the return rail. Such a short circuit will blow out the fuse connected with that section thus cutting off all current therefrom and from the car or train on said section. hile these fuses may be located at any convenient point, I prefer to place them some distance from the track, for instance near or at a station, but preferably on an isolated post 76 or at a point somewhat remote from the track, by which means a short circuit on the track will cut off the working current from the working section without even a flash or a flame of consequence in the vicinity of the car or train producing the short circuit, thus insuring safety to the train from fire, and to the passengers from shock, and without interfering with the proper working of other sections of the track. The fuses a, b are inclosed in asbestos boxes '0' in order to prevent the blowing out of the fuse from setting fire to any surrounding combustible material.

The block signal system herein disclosed is an embodiment of the Robinson electropneumatic system now in extensive operation on the Pennsylvania railroad and many other leading railroads in this and other countries, embodying the closed circuit rail sys tem for which a basic U. S. patent was granted to me on August 20, 1872, No. 130,661, (reissued July 7, 1874), the electro-pneumatic signal system-disclosed in my British patent of August 30, 1871, No. 2280, the subject matter of both of which closed in my French patent 0' February 29, 1872, No. 94,393. The electro-pneumatic signal system disclosed in the above named patents is also disclosed in my United States patent dated November 7, 1882, No; 267,259. As above indicated the block signal system herein described comprises the system described in my above named patents and now in general use on leading steam railroads, but modified and im roved in a way adapting it for reliable an efficient use in connection with electric railroads of the sectional third-rail type.

The signal circuits and connections will be understood from the following description: 1 represents an electric generator of sufficient strength to operate the signal-controlling magnets with which it is connected. One terminal, the positive, is wire 2, to the return rail A,rwhile the opposite terminal, the negative, is connected by the wire 3 to the feed wire 4. The signals 5 and 6 are of the compressed air or fluid-pressure type and identical in construction. The signal 5 is illustrated as in its normal or safety position, while the signal 6 is represented as in its operative or danger position. The signals 5, 6, are actuated by compressed air derived from the compressed air pipe 7 through the needle valves 8, which control the admission of compressed air to the actuating mechanism of said signals. Said valves are controlled by the electro magnets 9. When the magnet 9 is magnetized, as shown in connection with the signal 5, it attracts its armature 10, which is connected to the valve stem 11, thus .carrying said valve stem downward, closing the exhaust port as shown at 12, and opening the valve at 13, thus admitting the compressed air from the pipe 7 through the valve 8 to the cylinder 14. The compressed air entering said cylinder instantly forces the piston 15 downward, thus turning the lever 16, connected thereto, on its pivot 22. This forces upward the rod 17, which is connected to the signal mechanism at 18, thus turning the signal on its pivot 19, and forcing it into the safety position as illustrated in the signal 5. When the magnet 9 is demagnetized the spring 23 closes the valve at 13 and opens the exhaust at 12, thus allowing the compressed air to escape from the cylinder 14. The counter-Weight 21 of the signal now swings the signal blade .20 into atents is dis- I the side of safety, since connected by the a horizontal position, the danger position, as shown in connection with the signal 6.

It will be understood that the motive power is used to kee the signal in a position indicating safety, whereas the absence from the signal of the motive power, that is, of the controlling electric current or the fluid pressure, results in the counter-weight 21 swinging the signal into a position indicating danger. Thus any error which might occur through negligence or otherwise, would be on an error, as indicated, might possibly result in giving a danger signal when there was no danger, but could not result in giving a safety signal when there might be danger.

I will now describe fully the signal circuits.

The current from the generator 1 is di vided in multiple between the rail sections a, b, c and the magnets of the signals 5, 6 &c. Thus, from the conductor 24 connected to the feeder 4 the wire 25 leads to the track section a, and the wire 26 to the signal magnet 9 of the signal 6. The resistance 27 is introduced between the conductor 24 and the track section a in order to equalize, or properly diflferentiate, the current between said track section and said signal magnet. In like manner the feeder 4 is connected to the track section I) through the conductor 28 and the wire 29, and to the signal magnet 9 of the signal 5, by the Wire 30. The resistance 31 is inserted in the wire 29, between the conductor 28 and the track section b. In like manner also the feeder 1 is connected to the rail section 0 through the conductor 32 and the wire 33 and to a signal magnet, not shown, by the wire 34. Theresistances 31 and 35 are introduced inthe wires 29 and 33 to regulate the strength of current delivered, respectively, to the rail sections 1) and c, as already explained in connection with the rail section a.

Referring now to the track section 0: The current from the feeder 4 passes through the wire 33, the rail section 0, the relay magnet 36, the Wire 37, return rail A, and the wire 2 to the generator 1, thus completing the circuit. There is no car or obstruction shown on the section 0, therefore the relay 36 remams magnetized, attracting its armature 38 and keeping the circuit of the magnet 9 of the signal 5 closed at the contact points 48, whereby said signal is kept by its motive power normally in a osition indicating safety, as already described. The train or car K however has entered upon the track section b. The current, therefore, passing normally through the wire 29 and the rail section b to the relay magnet 40 is short-circuited from said magnet by the wheels and axles of the car K. The relay magnet 40 being thus demagnetized releases its armature 49, thus opening circuit through the magnet 9 of the signal 6, whereby the signal 6 is swung into a position of danger, as already described. That is, the signal 6 becomes a perfect block signal for the protection of the train or car K while it is on the block or section I).

When an electric train is on a section or block, as described, and not using working current, it must be either at a standstill or coasting. In either case the wheels and axles short circuit the current from the relay and the signals operate perfectly, as described. When, however, a heavy electric train is running over a section under a pressure of perhaps eight or ten hundred volts it is conceivable that a leakage from this heavy working current might, under some circumstances, reach the relays 36 or 40, magnetizing the same and thus displaying a false or safety signal while the section was actually blocked by the presence of the train. I obviate such. a possibility in a simple manner. Referring to Figs. 1 and 4: It has been pointed out that the circuit instrument G, which controls the admission of working current to the third rail section f, is shown in its normal inert condition, with its armature lever Z released. The insulating plug 45, secured to said lever, is thus brought down upon the spring clip 44 (see Fig. 4), pressing it down upon the contact post 43, thus closing circuit between the wires 41 and 42 of the circuit through the signal magnet 9 of the signal 5. That is, the circuit of said magnet is now normally closed at two independent i contact points, and by two independent instruments, namely, at the contact points 47 just described, by the inert circuit instrument G, and at the contact points 48 by the energized relay magnet 36. Thus the signal magnet 9 is energized and the signal 5 kept in a position indicating safety while the sec tion or block 0, f is clear and in a safe condition for the reception of a train. When, however, a car or train K occupies the section I) and is using working current, the magnet wt of the circuit instrument G is necessarily energized, as described, and, attracting its armature Z opens circuit at the con tact points 47, between the wires 41 and 42 of the circuit of the magnet 9 of the signal 6. At the same time the relay 40, being denergized by the short-circuiting action of the wheels and axles of the car or train, opens circuit at the contact points 48 in the circuit of the same signal magnet 9. Thus the circuit of said signal magnet 9 is open at the two points 47 and 48, and the signal 6 is swung into the danger position by its counter weight 21, and remains there, as illustrated. Now, suppose that an errant current for any reason reaches the relay magnet 40 and magnetizes the same, thus closing the circuit of the signal magnet at the point 48. Manifestly this cannot affect the danger po- -sition of the signal 6, for the reason that the l 'still open at the point 47.

circuit of the signal-controlling magnet 9 is It is evident, therefore, that while the car or train K occupies a section or block, and is using working current, it is immaterial whether the relay magnet 40 is magnetized or not, since its magnetization cannot remove the signal 6 from the danger position.

Let us assume now opened through the controller M. This not only cuts oif the current from the motor L, but also from the magnet m of the circuit instrument G, as already described, thus leaving the car K on the section 1) without working current, and therefore, of course, without possibility of any wandering current reaching the relay 40. The wheels and axles of the car K, therefore, under these conditions, short-circuit the current from the relay 40 with certainty, thus demagnetizing the same and keeping the magnet 9 of the signal 6 demagnetized and said signal in a position of danger. Thus, it is evident that the block signal 6 will remain exposed in a position of danger as long as there is a car, or train, or a single pair of wheels with their axle, or a short-circuiting connection of any kind, between the section b and the return rail A, whether said car or train be using working current or not.

I prefer to make the main circuit closing part of the circuit instrument G itself in the form of a danger signal to indicate at a glance to all concerned whether the working cur rent is actually connected to the third rail section controlled by said instrument or not. This construction is shown in Fig. 3 in which G represents the apparatus illustrated, in which the blade 0 is enlarged and its counter-weight 0 provided with a colored signal glass 50 which when the working circuit is closed at h, is swung into position in front of the lamp glass 51. Thus at night the colored light will indicate that the working current is actually connected to the third rail section, and that the same is therefore dangerous to be touched. The white light 51 will indicate positively that there is no work ing current in the third rail section, since the light cannot show white if the working circuit is closed at h, thus moved in front of the white light at 51. In the daytime the position of the blade 0 or of the counter-weight 0 will indicate to workmen and others whether the third rail section is actually in a dangerous condition or not.

The cross section, Fig. 3, shows the blade 0 of the circuit instrument insulated by the insulator 52 from its supporting shaft (1, and in like manner, the connecting rod 53 is insulated by the insulation 54 from the lever 5 (see Fig. 1). Thus the blade 0 is fully insulated from its supporting post or stand 55, and consequently, when the blade 0 closes and the colored glass 50.

that the circuit is circuit between the spring clips at h the current therefrom cannot escape beyond said insulation. It is evident that the particular form of the circuit closer shown in Fig. 3, so far as closing circuit isconcerned, is not material so long at it is arranged to properly open and close the circuit described.

In Fig. 3 the counterweight c is provided with the insulating plug 57 which, when the main circuit is opened at h presses the spring clip 53 down upon the 0st 59, thus closing circuit between said cip and post. Thus the lever 60, constituting the signal blade and its counter-weight, may open and close circuit at 58, 59, as illustrated, from the feeder F, through the wires, 68, 69, the magnet 70, the wire 74, and the return rail A, thus closing circuit and controlling an additional or special signal 71, at a station or elsewhere, in advance or rearwardly, to in dicate at distant points the exact open position of the lever 60, and consequently the safe condition of the contact section with which the circuit instrument G is connected. In like manner also, it will be understood that when the lever 60 is in position, closing the working circuit at 71, it may also be made to close a supplementary circuit to indicate at a distant point the positive danger position of said lever 60. When the circuit at h is thus closed the insulating plug 62, with which said lever 60 is provided, presses the spring clip 63 against the fixture 64, thus closing the supplemental circuit from the feeder F through the wires 68, 65 and 66, the signal-controlling magnet 72 and the wire 7 5 to the return rail A, thus completing the circuit and bringing the signal 73 into a position indicating danger.

It will be understood that'the ma net 72 actuates and controls the signal 73, ocated at any desired point, in a station or else where, in any direction from said circuit closure, thus indicating positively at a distance the closed or danger position of the lever 60, and consequently the live and dangerous condition of the contact section with which i it is connected.

The signals 71, 73, are of any suitable or conventional construction; and the term lever 60 is intended to indicate the movable circuit-closing member, of any suitable construction, of the circuit instrument G The armature levers Z are reversed in the usual way by the springs P, or by the valve springs c, and the armature levers 38, 49, are reversed by the springs 61.

It will be understood that the signal circuits herein described are equally applicable to an electro-pneumatic or to an electromechanical signal system, or to any system controlled or operated electrically, and in connection with any suitable switch or means arranged to control the connection of the working current to sectional contacts of I claim as new and desire to secure by Letters Patent is 1. In an electric railway system, a working conductor formed in sections disconnected or insulated from each other, a working current feeder normally disconnected from said sections, a secondary feeder carrying current of lower potential than that of the working current, electro magnets having one terminal normally connected to said low potential feeder but automatically detachable therefrom, the opposite terminals of the respec-' tive magnets being connected to the respective sections of said working conductor, means controlled by said magnets for connecting said working conductor feeder to said working conductor sections and disconnecting the same therefrom, and means for automatically disconnecting said secondary feeder from said respective magnets and reconnecting the same thereto.

2. In an electric railway system a contact or Working conductor formed in sections separated or insulated from each other, a feeder normally disconnected from said sections and carrying working current, a secondary feeder carryin current of lower potential than that carriedf by the working-current feeder, electro-magnets having one terminal connected to said low potential feeder and their opposite terminals, respectively, connected to the respective sections of said working conductor, said magnets operating to connect said working-current feeder to the respective sections of working conductor and to disconnect the same therefrom, and means for automatically disconnecting the low potential feeder from said respective magnets and connecting the high potential feeder thereto.

3. In an electric railway system the combination. of a working conductor formed in sections, a feeder normally disconnected therefrom and carrying working current, an independent feeder carrying current of lower potential, electromagnets having one terminal connected to said last named feeder and their opposite terminals, respectively, connected to the respective sections of said w orking conductor, and switches controlled b y said respective magn ets, said switches being arranged to connect said working-current feeder to the respectivesections of working conductor on the magnetization of said respective magnets and to disconnect said feeder from said sections on demagnetizing said ma nets; and means for first disconnecting saic magnets from said low potential feeder and then connecting them to the work ing current feeder.

4. In an electric railway system, the combination of a working conductor formed in sections, a source of electric supply, a fluid pressure circuit closer, a valve connected thereto, an electro magnet controlling said valve, and means for connecting said source of electric supply to said sectional working conductor and disconnecting the same therefrom, through the agency of said electro-.

magnet and circuit closer.

5. In an electric railway system, the combination of a working conductor formed in sections, circuit closers connected to said respective sections and actuated by fluid pressure controlled in its application by electro magnets, a source of working-current supply, and means for automatically connecting said source of current supply to said respective sections of working conductor in succession and disconnecting the same therefrom, throu h the operation of said circuit closers.

6. ii an electric railway system the com bination of a working conductor, an electric locomotive or car traveling in electrical. connection therewith, a return conductor, a generator of working current, a feeder proceeding therefrom and normally disconnected from said working conductor, a circuit instrument actuated by fluid pressure under control of an electro magnet, said circuit instrument being arranged to connect said feeder to said working conductor and to dis connect the same therefrom, and means for automatically magnetizing and demagnetizing said electro-magnet.

7. In an electric railway system, the combination of a working conductor formed in successive sections separated or insulated from each other, an electric locomotive or car traveling in electrical connection therewith, a return conductor, an electric generator, a feeder therefrom arranged to transmit operative current to said locomotive or car through the sections of said working conductor, said sections being normally disconnected from said feeder, circuit instruments comprising circuit closers actuated by iiuid pressure and arranged to connect said sections of working conductor in succession to said feeder and to disconnect the same therefrom, electro-magnets controlling the operation of said respective circuit instruments and means for automatically opening and closing circuit through said magnets.

8. In an electric railway system, the combination of a working conductor formed in successive sections separated or insulated from each other, an electric locomotive or car traveling in electrical connection therewith, a return conductor, an electric generator, a feeder therefrom arranged to transmit operative current to said locomotive or car through the sections of said working conduc-' tor, said sections being normally disconnected from said feeder, circuit instruments comprising circuit closers actuated by fluid pressure and arranged to connect said sections of working conductor in succession to said feeder and to disconnect the same there from, electro-magnets controlling the operation of said respective circuit instruments, a source of electric supply of lower potential than that of the working current transmitted to said traveling motor, a feeder proceeding therefrom, said electro magnets, respectively, having one terminal normally connected to said last named feeder and their op osite terminals to the respective sections of said working conductor, and means for 0 ening and closing circuit through said e ectromagnets.

9. In an electric railway system, in combination, high and low potential current feeders, a working conductor, an electro magnet, a switch controlled thereby, said magnet having one terminal connected to said low potential feeder and the other to said working conductor, said switch being arranged to connect said high potential feeder to said working conductor and to disconnect the same therefrom, an extra winding or spool on the cores of said electro-magnet, an additional electro-magnet in closed circuit with the windings of said spool and acting upon the same lever as said first named electro-magnet and operating to keep said lever temporarily in position after the circuit through said first named magnet is opened.

10. In an electric railway system com prising sections of working conductor, a feeder normally disconnected from said sections and carrying working current, an addi tional feeder carrying current of lower potential than that of the working current, electro magnets arranged to connect said working current feeder to said sections of working conductor and to disconnect the same therefrom, said magnets respectively having one terminal connected to said additional feeder and their opposite terminals to the respective sections of working conductor, the cores of said magnets being provided with secondary windings or spools, additional magnets in closed circuit with said secondary spools of the first named magnets and arranged to act temporarily upon the same levers as said magnets, and switches operated by said magnets and arranged to disconnect said low potential feeder from said magnets and to connect the high-potential feeder thereto.

11 In an electric railway system, the combination of a working or contact conductor formed in successive sections separated or insulated from one another, an electric locomotive or car traveling in electrical connection therewith, and provided with a motor and a controller, a return conductor, an electric generator, a feeder therefrom arranged to transmit operative current to said locomotive or car through the sections of said working conductor, said sections being normally disconnected from said feeder, and circuit instruments embodying electrically controlled switches arranged to connect said feeder to said respective sections and to disconnect the same therefrom, the opening of circuit through said car controller operating to out off working current from the car motors and also from the switch magnet connected to the contact section adjacent to the car, thus cutting off working current from said section, the closing of circuit through said controller operating to simultaneously close circuit through said motors and the switch magnet, thus restoring working current to said contact section.

12. The combination, with an electric railway system comprising a working or contact conductor formed in sections separated or insulated from one another, a working cur rent feeder normally disconnected from said sections of working conductor, an additional feeder carrying current of lower potential than that of the working current, and magnetically controlled circuit instruments operated by current from said low potential feeder and arranged to connect said working current feeder to said respective sections of working conductor and to disconnect the same therefrom, of signals controlled by magnets included in circuits under control of said respective circuit instruments.

13. In an electric railway system, the combination of a working conductor formed in sections disconnected or insulated from one another, a working current feeder normally disconnected from said sections, a secondary feeder carrying current of lower voltage than that of the working current, electro-magnets having one terminal connected to said sec ondary feeder, and their opposite terminals, respectively, connected to the respective sections of said working conductor, switches under control of said respective magnets and arranged to connect said working current feeder to said sections of working conductor and to disconnect the same therefrom, means for automatically opening and closing the circuits of said magnets, and fuses located in circuit between said working current feeder and said sections of the working conductor, I

said fuses being adjusted to blow out when a j short circuit is established between said seci tions of the working conductor and the rel turn circuit. l 14. In an electric railway system, the com- I bination of a working conductor formed in sections disconnected or insulated from one another, a power current feeder normally disconnected from said sections, a source of current supply of lower potential than the power current, an electro magnet having one terminal normally connected thereto, but detachable therefrom, and its opposite terminal connected to a working conductor section, means controlled by said electro magnet for connecting said working current feeder to said working conductor section and disconnecting the same therefrom, and means for automatically disconnecting said source of low potential current from said electro magnet on the entrance of a car or train upon the section to which said magnet is connected.

15. The combination, with an electric railway system comprising a working conductor formed in sections separated or insulated from one another, a working current feeder normally disconnected from said sections, a secondary feeder carrying current of lower potential than that of the working current, switch magnets normally on open circuit and having their opposite terminals connected, respectively, to said low potential feeder and to the respective sections of said working conductor, and means for connecting said working current feeder to the respective sections of working conductor on closing the circuits of said respective magnets, and disconnecting said feeder therefrom on opening the respective circuits of said magnets, of signals under control of said respective switch magnets.

16. In an electric railway system, the combination of electrically controlled signals with working conductor formed in sections separated or insulated from one another, a

working current feeder normally disconnect ed from said sections, a secondary feeder, electro-magnets receiving operative current therefrom, circuit instruments controlled by said magnets and arranged to automatically connect said working current feeder to the respective sections of said working conductor and to disconnect the same therefrom, said circuit instruments, respectively, being pro vided with supplemental circuit closers for controlling the operation of said signals. I WILLIAM ROBINSON.

Witnesses:

HOWARD FLoRANoE,

WILLIAM F. DIETRICH.

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