US829968A - Railway signal and safety appliance. - Google Patents

Description

WITNESSES:

PATENTED SEPT. 4, 1906.

G. J. KINTNER.

RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLICATION EIL D JUNE 6. 1904. RENEWED DEo. 2a, 1905.

5 SHEETSSHEET l.

8 11 a I HTMMv- T 43 INVENTOR NO- 829,968. PATENTED SEPT. 4, 1906. C. LKINTNER. RAILWAY SIGNAL ANDSAPETY APPLIANCE.

APPLICATION FILED JUNE 6, 1904. RENEWED DEC. 23, 1905.

5 SHEETSSHEET 2.

Z J M 3:37

llliif i 1- N P: Q a

L iii 2 RT x WITNESSES:

No. 829,968. PATENTED SEPT. 4, 1906.

I C. J. KINTNER. RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLICATION FILED JUNE 6, 1904. RENEWED DEC. 28, 1905. 5 SHEETSSHEET 3 5 INVENTOR PATENTED SEPT. 4, 1906.

G. J. KINTNER.

RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLIOATION FILED JUNE 6. 1904. RENEWED DEC. 28, 1905.

5 SHEETS-SHEET 4.

llllllllllllllIllllllllllllll INVENTOR WITNESSES J6 (Z @T? N0- 829,968. PATENTED SEPT. 4, 1906.

. G. J. KIN'INERn RAILWAY SIGNAL AND SAFETY APPLIANCE.

APPLICATION FILED JUNE 6. 1904. RENEWED DEC. 28, 1905.

5 SHEETS-SHEET 5. W Q B N R7 R N \N K I llllflllii l'k J] T"? Q WITNESSES: INVENTOR ufl w N R UNKTED STATES Specification of Letters Patent,

Pm radon.

RAILWAY SIGNAL AND SAFETYAPPLBAN GEU Patented Sept. 4:, 1906.

Application filed June 6, 1904. Renewed December 2 8, 1905. Serial No. 293,552.

To all whom it may concern.-

Be it known that 1, CHARLES J. KINTNER, a citizen of the United States, residing at New York, borough of Manhattan, county and State of New York, have made a new and useful Invention in Railwa Signals and Safety Appliances, of which the following is a specification.

My invention is directed particularly to improvements in railway systems where electric power is used both for the operation of the cars andthe signals. 7

For a full and clear understanding of the invention, such as will enable others skilled in the art to construct and use the same, reference is had to the accompanying dra'wlngs, the essential points of novelty being particularly pointed out in the claims at the end of this specification.

Figures 1 and 2 of the drawings are diagrammatic views illustrating my invention complete and a plan view of a car on Fig. l traveling from right to left, the drawings being placed end to end with Fig. 1 upon the left. Fig. 3 is an enlarged sectional view taken through the road-bed, illustrating a car in end elevational View and a signal-post and a home and distant signal carried thereby, together with my novel appliance for automatically effecting the stoppage of a car or train when one ofthe signals, in this instance the danger-signal, is set, the circuit rela,tions being shown in diagrammatic view. Fig 4 isan enlarged detail sectional view taken through oneof the tram-rails and the insulatingstringer which supports the circuitcontrelling track conductors or rails of the system, a part of a car-wheel being shown in dotted lines, the closed relation of the controlling track conductors or rails being also illustrated in dotted lines and the open relation thereof in full lines. Fig. 5 is an enlarged perspective view of that part of the safety appliance carried by a car. Fig. 6 is a detail side elevational view of the upper portion of that part of the apparatus illustrated in Fig. 5, illustrating in this instance how thesafety appliance may be operated by either a home or distant signal. Fig. 7 is a diagrammatic view illustrating that part of my invention relative to the control or operation of the signals through the agency of rotary electric motors as applied to existingtypes of steamrailways where both lines of tram-rails are divided into sectionsinsulated at theiradjoining ends.

My invention contemplates the utilization of a power-house dynamo having one of its poles connected directly to an insulated current-feeder extending over the route, the other pole thereof being connected to both of the tram-rails in a well-known manner, said tram-rails being bonded together throughout their length as is usual, and the combination of a series of sectional track-controlling 0on source of electrical energy normally disconnected therefrom.

It also comprehends the combination of such a system of signals with sectional third rails, local sources of electrical energ therefor, and switching devices connects .in circuit with the sectional track-controlling conductors or rails in such manner that when any sectional third rail is made alive the corresponding signal or signals is or are displayed at danger or caution through the agency ofthe constantly-acting force.

It also comprehends the combination of such a system with a safety a pliance carried by a car and so devised that when any signal is set either at cautionor-f danger the car will be automatically stopped and the brakes aplied if the motorman fails to stop his car hefbre reaching such signal, the arrangement being such that a motorman is at liberty to pass any signalby operatin the safety appliance, but always in sue manner that either the car or train will be brought to a dead-sto or in any event slowed down, owing to t e variation or disruption of the current flowing through the motor or motors and the application of the brakes.

My invention contemplates also the appli-' cation of my novel arrangement of signals controlled byrotaryv electric motors and a constantly-acting force in opposite direc--. tions with any system of railways whether the same be ada ted for the use of electric, steam, or any wellergy as a source of motive ower.

Referring now to the rawings in'detail, and first to Figs. 1 and 2, said figures being placed end to end, as before state with Fig.

own equivalent source of en- Wood treated With insulating material, so as to give them the best insulating effect, said stringers being located closely adjacent to the inner edge of once]? the tram-rails, as l, and Wherever curves occur preferably on the inside of the outer rail for the purpose of preventing undue'wear upon the same.

a 4: i are normally open branch feeders connected on one side directly to the currentfeeder F and on the other directly to the in sulated sectional third rails 3 3 34 a u a being switchingermatures constituting the movable parts of switching devices for connecting the current-feeder to. the sectional third rails in sequence as a car'passes over the route in either direction, said armatures being pro vided at their free ends with yielding contactsprings adapted to make good sliding contact on the front side With contacts 1' r r and on their rear side with contacts r r r, retractile s rings being provided for normally holding t .e sWi'tching-armatures on their back con tacts.

9310 9 1O 9 1 are pairs of sectional trackcontrolling conductors or rails secured directly to the insulatingstrin ers z z z 2, said conductors or rails being mad e, preferably, of

thin flexible steel, the outer or upper rail be' ing'provided with an enlargement or bead o and their normal relations to the tram-rail that shown in Fig. 4, so that their free edges arfifully out of electrical contact with each ot er.

mm m are switching-electromagnets and 7t h h are local sources of electrical energy, preferably storage-batteries, said magnets and batteries being included in circuits 8 8 with the corresponding pairs of sectional tracl -controlling conductors or rails 9 M}, as

" clearly illustrated in Fi 3.

- h l) are electromagnetic tap-bells located in multiplearc relation with the switchingma nets m m m, their function bein to give an ible indication of the fact W ien any switch is closed and the corresponding sectional third rail connected to the feeder and also or the condition. of the battery,'it being a Well-known fact that as a battery loses its electrical energy a magneto tap-bell in circuit therewith Will give a proportionately slow rate of operation.

w 'w represent the Wheels and ff the axles of a car, e e the usual propelling electric moseas-es tors geared to the ,aXles thereof, .and K K the controllers on the cars.

1-2 l2 l3 13 are the conductors to and from the controllers to the motors and connected to the Wheels and axles in the usual manner.

t t represent current-collectors or trolleyshoes located, preferably, between the inner pairs of truck-.Wheelsw w and closely adja- I cent thereto.

11 11 are the-conductors running from the current-collectors or trolley-shoes it to the operative parts of the safety appliance illustrated in detail in Figs. 3 and 5, said safety appliance consisting of a vertically-disposed rod R, supported by journal-bearings in the front end of the car and in the cab of the motorman, T being a handwvheel or manuallyoperative device closely accessible to the motorman and in close proximity to the controller K.

TP represent the train-pipe, which con trols the operation of the brakes, and V the exhaust-valve therefor, said arts being of Well-known construction such, as is found in the Westinghouse system of air-bralres U is'a 'elding switch-bar connected directly to t e rod R with its ends resting'upon contact-plates y y, the same being insulated from each other and provided with a series of resistances a: a: connected thereto, their function being to cut resistance into the circuit when the safety appliance is rotated in a definite direction. These contact-plates y y are arranged with their upper surfaces'in two inclined planes, as shown, so that when the sWitch-barUis connected directly to the conductors 11 and 12 and all-ofthe resistance for instance,-

cut out the ends of the sprin will be under strong stress and such that the safety appliance be rotated from left to rightin the di'-' rection of the hands of a Watch they Will suddenly snap down past the ledges Y Y, thereby instantaneously interrupting the motor-circuit at two points.

c is an operating-arm attached to a hub c, the upper end of the rod it being provided with a spline and-the hub With a correspondlng groove for adjusting the arm 0 vertically, q being a set-screw for securing it in position.

0 is a rubber bufier located at the. outer end of the arm 0, the function of this arm being to automatically operate the safety appliance when a signal is set at danger and the motormanfails to .observe the same.

Referring now to the means located beside the track for operating the safety appliances carried by the cars, S S S represent semaphore arrns for danger-signals, and s s s corresponding semaphore-arms for cautionary sig nals, the same being located in the usual man nor in pairs uponv semaphore posts P. (See Fig. 3.) T f M M M M Mil/i are rotary electric motors, preferably of the series-Wound type, there shaft which controls the movement of each semaphore, the function of said weights being to move their corresponding signals to danger when released. These weights W might be carried directly on an extension of the semaphore-arm,- as is the usual practice.

g g g g g g are lockin -arms for the semaphores. n n n n are loc 'ng electromagnets, and d d d d d d are locking armature-levers therefor, each of said levers being rovided with a locking-lug at its free end a apted to lock the outer or free end of its corresponding locking-arm g.

5 5 5 are signal-circuits running to back contacts p p p in each motor-box and also to the locking electromagnets n n n. I

6 6 6 are motor circuits running from movable contacts carried by the locking armaturelevers d d d to and through the motors M M and to one of the tram-rails 1.

7 7 7 are shunt-circuits runnin from stationary operating-contacts aroun the motor M M M M M M to earth or tram-rail 1, their function being to shunt the motors out of circuit after said motors have restored the signals to safety against the influence of the normally acting force of gravity due to the weights W W W. t

0 0 0 are stationary contacts ada ted to contact with yielding contacts carrie by the locking-arms safety.

The rotary armatures of the motors M. are geared each through a small pinion directly with a large gear-wheel G, carried by the same shaft which supports the semaphore S or s and the locking-arm g, and the arran ement is such that when a motor is connecte in circuit with the power-house dynamo it rotates the semaphore to safety against the influg g when the signals are set at ence of the weight W and ultimately locks it in safety position with the motor cut out of circuit and the weight W tending to restore it to danger or caution.

The complete operation is as follows: Suppose a car to be traveling from right to left in the direction of the large-tailed arrow, as shown in Fig. 1. In this position the flanges of thecar-wheels w w close the circuit to the battery h for the section over which said car is at that time moving, thereby causing the switchingarmature a at the extreme left of Fig.'2 to be drawn into its forward position, so that working current is now flowing from the plus pole of the power-house dynamo D in the direction of the tailed arrows upward and to the right through the feeder F, thence through the branch feeder 4, switching-armature a, yielding contact carried thereby, front stationary contact 7", branch feeder 4, sectional third rail 3 to the left, through the out rent-collectors or trolley-shoes t t, thence by way of conductors 11 11 to the yielding switching-bar U of the safety ap liance on board the car, (see Figs. 3 and 5,) t ough the conductors 12, front controller K, conductors 13, motors e e, through the axles f f, and both sets of wheels to w to thetram-rails 1 2, and

thence to the ne ative pole of the powerhouse dynamo. t will be noted that in this position of the safety appliance on board the car the operating-arm 0 extends outward into the path of any exposed semaphore S which may be raised to its danger position. As the circuit from the current-feeder F was interrupted at the back contact 7* when the car entered the section upon which it is now standing, the locking armature-leverd of the dan- ,ger semaphore S was released,'and for like reason the locking armature-lever d of the cautionary signals at the end of the next sec.- tion to the right was released, so that said signals were turned, the first to danger and the second to caution, by reason of the action of their weights W. This will be ap parent on tracing the circuit from the back contact 1', Fig. '2, by way of the multiplebranch signal-circuit 5, magnets n n, shuntcircuits 7, and ground or return circuit through the tram-rail 1. As soon as'the car leaves the section upon which it is now standing in passing from right to left the switchingmag'net m will be demagnetized by reason of the yielding action of the sectional track-controlling conductors or rails 9 10, it being apparent on inspection of Figs. 3 and 4 that when the flanges of the wheels to release the outer or protecting track-controlling conductor or rail 9 it will by reason of its elasticity assume the position shown in full lines in Fig. 1, so that no current will flow from the switching-battery h of that section. Consequently circuit is closed to the operating-motor M of the next dangersemaphore S in the rear from the currentfeeder F by way of the branch feeder 4,- switching-armature a, back contact 1", signalcircuit 5, stationary contact p, movable contact at the right-hand end of the locking'ar mature-lever d, motor-circuit 6 through the motor M, to the tram-rail 1, and thence to the negative pole of the dynamo, as indicated by the tailless arrows. A similar multi le-arc branch circuit is closed through the like circuit connections. and conductors through the motor M, which operates the cautionary semaphore s at the right of Fig. 2, so that both of these motors are set in operat on against the action of their corresponding weights W, thereby rotating the semaphores S and s and the corresponding locking-arms g 'g to their safety positions, at which time the movable contacts carried by the lockingarms 9 g are brought into electrical contact with the stationary contacts 0 0, so that a circuit,7 to the tram-rail 1.

branch circuit is now closed in each instance through the corresponding locking-magnet n, shunt-circuit 7, stationary contact 0, movable contact carried by the arm g, shunt- An instant before the movable contact in each instance leaves the stationary contact p an additional shunt-circuit is closed through a bridging contact at the other end of the locking armature-lever and two stationary contacts, as shown, by way of a branch of the shunt-circuit 7, thus continuing the movement of the armature-lever d after the motor-circuit is broken between the corresponding movable contacts and stationary contacts p and maintaining the armature in each instance in its forward position, thus locking the signals (safety and cautionary) so long as the current flows from the back contact 1"". The lockinglugs on the right-hand end. oi the armaturelevers at will in each instance come into the path of the corresponding free ends of the locking-arms g, so that when the motor-circuits are broken. at the stationary contacts p the weights /V will rotate the signals backward a slight distance until they are locked in the manner shown for both signals at the extreme left-hand side or Fig. i. it is apparent, therefore, that the working current which operates the semaphores and restores them to safety against the influence of a constant source of power, as gravity, attributable to the weights W, will only be required for the brief space of time necessary to effect the rotation referred to, so that by this arrangement such working current is only utilized for a limited time, the resistance of the locking-magnets being such as to necessitate only a small flow of ,current therethrough. This resistance-may be either in the windings or coils of the magnets themselves or the usual resistance in the nature of choke-coils in circuit with the magnets for cutting down the current-flow therethrough, as will be fully understood by those versed in the'art So long as thecar stands upon a section, as illustrated in Fig. 1, the corresponding tap-bell b for that section will continue to ring, thus giving audible evidence of the presence of the car on that section. The rapidity of movement of the bell-clapper will also give an audible indication of the condition of the battery. The distance between the adjoining ends of the stringers z 2 and the corresponding pairs of sectional track controlling conductors or rails 9 10 and also of the corresponding sectional third rails S 3 should preferably be slightly less than the distance between the pairs of truck-wheels w w and the corresponding pairs of current collectors or trolley-shoes t t for each car, so

that the circuit will be closed for the next succeeding sectional switching-magnet m in advance before it is nterrupted forthe section upon which the car 18 traveling, no matseams ter in which direction it may be moving, this arrangement making it possible toobtain should the motorman fail to observe the position of the semaphore as indicated in Fig. 3

and he car proceed on its way tlieifree end of the arm 0 with its yielding rubber, buffer 0 will ultimately strike the end of the semaphore, which acts as a tripping device, thus Causing the rod R to be rotated through a sufiicient' distance to rupture the circuit between the two ends of the yielding switchingbar U and the corresponding contact-plates y y as they sn'ap downward, passing the ledges Y Y, so as to effectually interrupt the circuit flowing to the motors, The same movement of the rod R will also turn the exhaust-valve V in the train-pipe TE to its full limit, thus suddenly applying the brakes, so that the car or train will be stopped. Where two operating-arms c are utilized, one for the danger-semaphore S and the other for. the cautionary semaphore s, as shown in. Fig. 6, the motorman may run by the cautionary signal by taking hold of the hand-Wheel T and rotating the same from right to left in the reverse direction 01' the'hands of a watch a suflicient distance so that the outer end of the arm 0 shall effectually clear the outer end of the exposed cautionary semaphore s. In

the act of doing. this, however, it will be apparent that he will cut resistance 00 a: successively into circuit sufiicient to lower the speed of the train and for like reason will gradually apply the brakes, it being understood that the port or opening in the valve V is such that it will wholly open and wholly close'the train-pipe TP twice for each complete revolution in either direction of the rod R. In like manner the motorman may pass thedangensemaphore S if he be so instructed. The hand-wheel T is provided with an index or pointer to indicate the position of the opersting-arms c c, and the same may be operated in such manner, if desired, as to reverse the position of the yielding switching-bar U, with the operating-arms 0 extending in a reverse direction, so that, if desired, the automatic operation may be dispensed with. The

sible for motormen to concentrate trains upon one or more'sections where the service requires such concentration-in such systems, for instance, as the elevated roads in the cities of New York, Boston, and Chicago, where it is often an absolute necessity that the trains shall be congested. -It also pre;

vents any possibility of a motorman passing an exposed signal, either of the cautionary or danger type, without first cutting ofi the current and simultaneously. applying the brakes, provided, of course, the safety appliance has been set in the manner indicated, or, if preferred, it enables any motorman or any number of motormen to run by all danger-signals continuously, the rules and regulations of the management of course governing in such matters.

- In Fig. 7 of the drawings I have illustrated how my novel method of controlling the operation ofsemaphores with rotary electric motors may be effected in connection with existing systems of steam-railways or other railways than those utilizing electric powersuch, for instance, as are now in general use. In this figure I have shown the. tram-rails 1 2 divided into, sections of the desired length andinsulated from each other at their adjoining ends, the track-battery h in each instance being located at one end of each section and the signal-controlling magnet m included normally in circuit therewith at the other end thereof, this arrangement being similar to that now in general use, F

represents the current-feeder, as before, and

D the dynamo designed to furnish current for the signal-controlling motors M, the armatures of which are geared in each instance to a main gear-wheel'G, as before, on the shaft which sup orts the semaphore,'W being the weight or returning the semaphore to danger. Said armatures are also geared to a train of gear-,wheels, one or more, (here represented as H,) on an independent shaft. 1 is a locking-disk on the same shaft, provided with a locking-notch N for a lockingdetent at the outer end'of the locking armature-lever d, which carries a yieIding contact adapted to make contact with the'stationary contact p in the motor-circuit 6. understood, of course, that the train of gearing H may be continued successively for the purpose of minimizing the amount of ull upon that shaft which supports the 100 ingnal when the locki .by the armature-lever d, motor M, to the safety position. When it reached this posi- It will bedisk I, so that the retractile spring of the locking armature-leverd will under all .conditions release the detent and unlock the sigg-magnet n is demagnetized.

The operation of this form of the invention is asfollows: A pair of wheels and axles representing a car is shown at the extreme righthand side of the drawings and the local bat- 'tery h of that section is short-circuited. Consequently the signal-controlling magnet m is demagnetized, as is also the locking-magnet n in the circuit 7 7. Hence the retractile springs of both armatures withdraw the same, so that the detent at the extreme'outer end of the locking armature-lever d is released from the notch N, thereby allowing the weight W'to set the semaphore S at danger, as shown. When the car left the next section in the rear the semaphore for that section was standingat danger and the respective parts of the apparatusin the position shown on the right of the drawings, except that circuit was then closed fromlthe batteryjt through the tram-rails and both of the magnets m n in the manner shown by the tailless arrows. Conse uently the motorcircuit was closed from t e dynamo D by the switching-armature a, motor-circuit 6, stationary contact p, yielding contact carried negative feeder, back to the dynamo D. The tendency of the magnet n at that time, however, was to break the circuit between the yielding contact carried at the free end of its armature-lever and the stationary contact p, but this could not be effected for the reason that the detent was held against the cylin I drical surface 'of the disk Iduring the time that the semaphore was being turned to 10 5 tion, however, the detent was forced into the notch N by the action of the magnet n,-thereby rupturing the motor-circuit 6 between the yielding contact'carried by the armature-lever d and the stationary contact p. Conseuently the locking armaturelever d and its detent will hold the semaphore at safety positiori until released'in the'manne'r shown at the right of the drawings. At the same time it will be noted that the motor M is cut out of circuit at that point between the yielding contact carried at the free end vof the locking armature-lever d and the stationary contact p. a

It is to be noted that with both of the modified forms of the invention, in'so far as the same relate to the operation of the signal-controlling motors M, the motor-circuit 6 is provided with means for breaking the same at two independent points, one controlled by the switching-armature a and the other by the locking-lever d, and that the arrangement of circuits, circuit connections, and

locking devices is such that the motors are always out out of circuit when the signals are at safety position and are only cut into circuit when a car or train has passed out of the section over which it is for the time being mov- 1n and no matter in which direction.

am aware that it is not broadly new with me to control the operatipn of rotary tion of the weight, and I makeno claim hereinafter broad enough to include such a combination.

I do not limit my invention to the numerous details of construct on and arrangement of circuits illustrated in the accompanying drawin s, as many of the same may be materially eparted from and still come within the scope of my claims hereinafter made.

By the expression sectional track-controlling conductors or rails (illustrated in the' drawings by the numerals 9 1 0) I wish to be understood as meanin generically, any conductor or rail which is %rought into either mechanical or electrical contact with the tram-wheels of the trucksor the flanges thereof and acted upon in such manner as to continuously close the circuit to the switching-magnets mthrough local sources of electrical energy so long as a car or train shall be.

passing over or standing upon that particuar section.

I make no claim, broadly, in the present application to a train-control appliance cartrain-control device su ch train-control devices being'mechanically disconnected from .each other so that each may be manually operated independently, thereby affording two absolutely independent means for manually controlling the movement oia train, which means are accessible to the motorman, as these features are fully disclosed in a copending prior a plication nled in the'United States Patent Oflice by me on thetl lth of April, 1903, Serial No. 152,494, and constitute a part of the invention embodied in said application.

Having thus described my invention, what in such manner that when re-- eased lt Wlll be set at dangerby the ac-Y eeaece I claim, and desire to secure by Letters Pat:

ent of the United States, is-

-1. In a railway system a source of electrical energy connected to current-feeders extending over the route; a-series of signals and a series of rotary electric motors having their armatures connected to the signals; in combination with circuits and circuit connections for connecting any motor in a multiple energy a suflicient time to set the signal connccted thereto; together with means for automatically disconnecting the same from the source of electrical energy after the signal has been set, substantially as described.

- 2. In a railway system a source of electrical energy cohnected to current-feeders extending over the route; a series of signals and a series of rotary electric motors having their armatures connected to the signals; in combiada ted to act upon the signals in opposition to t e motors; together with circuits, circuit connections, and locking devices whereby any si nal maybe set in a definite position throug the agency of its motor and the latter automatically disconnected from the circuitwhen the signal is set and locked, substantially as described.

3. In a railway system a source of electrical energy connected to current-feeders extending over'the route; a series of rotary electric motors located in multiple'circuit with the feeders and a series of signals operatively connected to the armatures of the motors; in combination with additional sources of energy, one for each signal adapted to oppose the application of power from the motors; to

ether with circuits, circuit connections and coking devices or each signal. whereby its corresponding motor may be cut out of circuit when the signal has been set and locked and the opposin source of power left in action to display the signal in a different posi. tion when released, substantially as described.

t. In a railway system a source of electrical energy connected to current-feeders extending over the route; home and distant signals operatively connected with rotary electric motors; together with circuits and circuit connections whereby the signals may be set and the'motors cut out of circuit until said si nals are released, substantially as describe 5. In a railway system a source of electrical energy connected to current-feeders extending over the route; home and distant sig nals operatively connected with rotary electric motors; additional sources of energy, as weights, for opposing the action of the motors; in combinationwith circuits, circuit connections and lockin devices whereby the signals may be set an locked against the influ cut out of circuit, su stantially as described.

branch circuit with the source of electrical,

ence of the opposin forces and the motors ,85 nation with additional sources of energy the motors; circuits, circuit connections, locking devices and sectional track-controlling conductors or rails all so arranged that normally the signals are held or locked in definite position against the opposing sources of energy with the motors out of circuit, the arrangement being such that the presence of a\ car upon any section will display a home signal at danger and its companion distant signal at caution, substantially as described.

7. In a railway system a series of home and distant signals; a series of rotary elelctric motors one foreach signal having its armature connected thereto; a common source of electrical energy for furnishing current directly to any or all of said motors; sectional trackcontrolling conductors or rails for each pair of such signals, and local sources of electrical energy connected to the same; together with local electromagnets connected in circuit therewith; circuits and circuit connections whereby each motor will set its signal to a definite position and be automatically cut out of circuit, substantially as described.

8. In an electric-railway system a current feeder or main operatively connected to a source of electrical energy; a series of sectional third rails or conductors; a series of electromagnetic switchin devices included in circuit with sectiona track-controlling conductors or rails made operative by the presence of the wheels of a car; a series of signals one for each section operatively connected with electromotive devices, the armatures ol' the electromagnetic switching devices being connected on one side to the current feeder or main and adapted to be connected at their free ends either to the'sectional third rails or to the signal devices, the arrangement being such that when a car is standing upon or passing over any section the corresponding sectional third rail is electrically connected to the currentfeeder and the motive device which controls the operation of the companion signal is disconnected therefrom. substantially as described.

9. in an electric-railway system a source of electrical energy having one pole thereof operatively connected to a current feeder or main extending over the route; the other ole thereof being connected to the tram-rai s; a series of sectional third rails; a series of sectional track-controlling conductors or rails corresponding thereto; local sources of electrical energy and switching electromagnets included in circuit therewith; the armatures of said switelling-magnets being located in normally open branch feeders connected to the current feeder or main, said armatures being'adapted to close the circuit on one side to the sectional third rails and on the other to signaling devices operatively connected -With electric motors, the arrangement being such that when any sectional third rail is connected to the current-feeder the corresponding signal-circuit is broken and the signal displayed at danger, substantially as described.

10. In a sectional third-rail system of electric railways a source of electrical energy operatively connected to a current-feeder extending over the route; a series of sectional .third rails and a seriesof electromagnetic switching devices; togetherv with sectional track-controlling conductors or rails made operative by the presenceof a car upon any section; in combination with home and distant signals for each'section controlled by electromotive devices operatively so connected with the switching devices that when any sectional third rail is made alive the cor-.

responding home-and distant signals are displayed res ectively at danger and caution, substantia ly as described.

- 11. In a sectional third-rail system of electric railways a series of switching devices provided with switching-electromagnets and track-circuit connections for operating the same; in combination with a signal for each section controlled by an electromctive 'de- 'vice, the armature-levers of the switchingmagnets being permanently connected on one side to the current-feederand having front and back contacts onthe other side connected respectively to the sectional third rails and the electromotive devices which control the signals, the arrangement being such that the working current is utilized for displaying the signals at safety when the sectional third rails are dead and that the absence of the working current through the motive or controlling devices of the signals will display the same at danger, substantially as described.

12. In a railway system a current-feeder extendin over the route; a series of signals operativey connected to electromotive' devices for controlling their movements and mcluded in signaling-circuits normally connected to the current-feeder; in combination with sectional track-controlling conductors or rails; switching-ele'ctromagnets andlocal sources of electrical energy included in circuit therewith, the armature-levers of said switching devices being normally included in the signaling-circuits together with addi tional electromagnetic means for interrupting the signaling-circuits in such manner as to cut out the electromotive devices for the signals when the latter are set, substantially as described.

13... An electric-railway system embracing a source of electrical energy a current feeder or main; a series of sectional third rails or conductors normally disconnected thereat their free ends alternately to the sectional from; a series of sectional track-controlling conductors or rails; electroma etic switching devices and local sources 0 electrical energ' connected to said sectional track-com tro ling conductors or rails; in combination with audibleelectromagnetic si naling devices included in circuit therewit and electromagnetically-controlled .visual signals included in signaling-circuits, the switchingarmatures of the electromagnetic switching devices being connected on one side to the current feeder and adapted to, be connected third rails and the signaling-circuits, substantially as described.

14. A safety appliance for an electricallypropelled railway-car provided with a rotary switch capable of assuming two open and two closed positions; in combination with means for automatically rotating it, and additional means for manually rotating it, substantially as described.

15. A safety appliance for an electricallypropelled railway-car provided with a rotary switch capable of assuming two open and two closed positions; a valve connected thereto and located in the train-pipe capable also of assuming two open and two closed ositions for a complete revolution; in com ination with means for automatically rotating said appliance, f and additional 'means for manua ly rotating it, substantially as described.

16. A safety appliance for an electricallypropelled railway-car embodying a rotary switch having two contacting arms and a series of contacts connected together by resistance-coils; in combination with an operating -rod operatively connected with a valve bear on bot for applying the brakes together with means for automatically rotating said safety appli-- ance, and additional means for manually rotating it, substantially as described.

' 17. A switch for an electrically-propelled car embracing a series of contacts disposed in inclined planes in circular relation and interconnected with rsistance-coils in combination with a ielding contact-arm adapted to of said sets of contacts simultaneously; together with means for manually rotating said yielding arm, and additional means operatively connected thereto for applying t such that when the switch is o erated in one direction the current will be a ruptly interrupted at two points and the brakes applied, and when operated in. the reverse direction the current will be gradually cut down and the brakes similarly applied, substantially as described.

18. A safety appliance for a railway-car embracing a rod JOUIIlfllGd in a car and op eratively connected to means for applying the brakes in combination with two operating-arms connected thereto and adapted to e brakes, the arrangement being eeaees come into contact with independent tripping with means for manually operating said ap- \pl1ance in either direction, substantially as described.

19. In a railway system a series of semaphore-arms located beside the track and rovided with means for automatically disp aying them at danger; in combination with a safety appliance carried by a car consisting of a journaled rod operatively connected with means for disconnecting the motive power from the motive device which propels the car;

togetherwith means connected'thereto for automatically applying the brakes; additional means operatively connected to the rod and adapted to extend into the path of a semaphorewhen ex osed; and further means for manuallyrotating said safety appliance, the structural arrangement being such that the safety appliance may be placed in either of two positions when the car is moving; namely, in such position that the operatingarm will be in the path of any exposed semaphore, or in a diametrically opposite position so that the exposed semaphore-arm will not phore-posts supporting danger and cautionary semaphore-arms and motive devices which normally hold the same at safety; in combination with means for automatically displaying the same at danger or caution; together with a safety appliance carried by a car and provided with means adapted to be acted upon by either the danger or the cautionary signal, and additional means for manually operati it, said safety appliance being operative y connected to the source of power which controls the movement of the car and the source of power which applies the brakes, and the arrangement such that a motorman may pass'any exposed signal by manually operating the appliance, but in so doing he will slow down or stop the train as desired, substantially as described.

21. A track-circuit controllin conductor yieldingly supported upon a longitudinal stringer closely adjacent to one of the tramrails and provided with an enlargement or bead adapted to make good contact with the, flanges of the tram-wheels, substantially as described.

22. A pair oftrack-circuit-controlling conductors of yielding material both supported by a longitudinal stringer closely adjacent to one of the tram-rails, the upper'of said. conductors being provided with an enlargement or bead adapted to make good contact with the flanges of the tramwheels, substantially as described.

23. in a railway system aseries of sets of flexible sectional track-rails sustained by insulating stringers closely adjacent to one of the tram-rails, the distance between the adjacent ends of the sectional track-rails approximatingthe distance between the inner pairs of truck-wheels on each car, substantially as described.

24. In a railway system pairs of flexible sectional traek-ralls sustained by insulating stringers, the outer sets of said rails being sectional track-controlling conductors or rails and'sectional supporting-stringers therefor;

together with switching-electromagnets and local sources of electrical energy included circuit with the sectional track-rails and thema ets, and electromagnetic tap-bells in clu ed also in circuit therewith, the distance between the adjoining ends of the sectional track-controlling rails and the sectional third rails approximatm the distance between theinner pairs of true '-wheels on eachcar, substantially as described;

26. A safety a pliance for an electricallypro elled car em racing a switch combined wit means located beside the track for causing it to automaticallyruptiire the powercircuit and additional means for manually causing it tofrupture said circuit together with means controlled by the switch for apsuch that when actuated*automatically in one direction the circuit is suddenl interrupted and the brakes instantly appl1ed,- and when actuatedmanually in reverse direction the current-flow is varied 0r interrupted and the brakes gradually applied, substantially as described.

' .27. A'safety a pliance for an electricall propelled car em racing a switch rotatable In either of two directions and operatively connected to brake controlling means, said switch being provided with; an t operatingarm located outside the car and manual operating means located at a (point accessible to themotorman; and adapte ally operatedi to suddenly stop-the car and 5 when automaticwhen manual y o erated to gradually stop it,'

substantially as escribed. t

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

CHARLES J. KINTNER. I Witnesses: 4

M. TURNER; M. F. KEATING.-

4 35 plying the brakes; the arrangement being

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