US1126576A

US1126576A - Railway block system.

Info

Publication number: US1126576A
Application number: US51384409A
Authority: US
Inventors: Theodore H Schreiber
Original assignee: Individual
Current assignee: Individual
Priority date: 1909-08-20
Filing date: 1909-08-20
Publication date: 1915-01-26
Anticipated expiration: 1932-01-26

Description

- T. H. SCHREIBER. Y RAILWAY BLOGK SYSTEM. APPLIGATION FILED AUG. 2o, 1.909.'

Patented Jan. 26, 19315.

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@Ui/bueno@ T. H. SCHREIBER. RAILWAY BLOCK SYSTEM. APPLIoAqmN FILED AUG. 2o, 1909.

lll/" L mini Patented Jan. 26, 1915.

7 HEETS-SHEET 2 k IiIVIMIIHIMH 'Y IFWL T. H. .SGHREIBERI RAILWAY BLOCK APPLICATION FILED AUG. zo, 1909.

SYSTEM.

Patented 53,1126, 1915.

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yQM l Nw. wwwwma Y T. H. SCHREIBER. RAILWAQ BLOCK SYSTEM. APPLICATION FILM) AUG. 2o, 1909.

Patented .18.11.26, 1915.

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T'. H. SGHRBIBEP.. RAILWAY BLOCK SYSTEM. APPLICATION FILED AUG. 20,v 1909.

Paten-ced Jan. 26, 1915.

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T. H. SGHREBBR. RAILWAY BLOCK SYSTEM. 4APPLmfurImr FILED AUC.. zo, 1909.

15,126,576. Patented' Jan. 26, 1915.

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danger signal. nal must be set to Clear THEODORE H. S'CHREBER, 0F BALTIMORE, MARYLAND.

RAILWAY BLOCK SYSTEM.

Maaate.

'specification of Letters raient.

Patented Jan. 2d, 19MB?.

Application filed August 20, 1909. Serial No. 513544.

To all fwum z'tmay concern Be it known that I, Tnnononn H. Scimm- BER, a citi in of the UnitedStates, residing at Baltimore city, in the State of Maryland, have invented certain' new and useful lmprovements in Railway Block Systems; and I do hereby declare the following to be a full, clear, and exact description of the invention, such' as will enable others skilled in the art to'which it appertains to make and use the same.

This invention relates to railway block systems and has special reference to a railway block system for controlling the movements of trains by electricity. It is necessary in systems of this character that provision should be made whereby the breakdown of the signaling or train controlling system will stop the train or display the lIn orderr to do this the sigand the train released from the automatic control com- 'mon in suchV systems by the passage of a current through the electric circuit and not by the breaking thereof. v

The principal object of the present invention is to provide an improved system of this character whereby the trains running over a track will be prevented from passing from one block to another-except upon the passage of an electric impulse through the train controlling circuit. It is'also necessary in systems of this character that the train operator should have definite information as to the condition of the block system and that this information should be given him in veach and every block of the system.

A second object of this invention is.to provide means wherebymay have accurate information as to the condition of the system so that he may know whether any difference exists in either the mechanical or electrical parts of the apparal tus connected therewith. It is furthermore advisable that the train operator should be i informed of the condition of the track for several blocks in advance of the train so that he may use precautionary measures to prevent too close an approach of one train to another or to prevent a train running into a block under the control of the automatic stop at too great a speed.

l The third object of this invention is to provide means for informing the train operatcr of the condition of the track and the the train operator l -advance of the train whereon he is stationed and that this means shall indicate caution iIi the event of any breakdown of the system as well' as any damage to the track or the presence of a` second train. In systems of this character it is absolutel.v essential that the system shall work correctly whether a train be-running in one direction or another on the track7 as for instance, whether a train is running forward or backing up on a double track railroad or whether a train is running in one direction or the other on a single track railroad.

The fourth object of this invention is to providean improved means of this character uwhichwilloperate without reference to the direction in which the train is running.

With the above and other 'objects in view,

'as' ivill be hereinafter apparent, the invention consists in general of. a block system of improved character wherein a train is nisln, in combination .with certain signaling and indicating mechanism for the purpose of'notifying the train operator of the condition of the track and the system.

The invention further consists in certain novel details of construction and combinations of parts hereinafter fully described, illustrated in the accompanying drawings, and specifically set forth in the claims.

In the accompanying drawings, like characters of reference indicate like parts in the several views, and Figure l is a diagrammatic view of the wiring applied to the track Ain a system constructed in accordancewith this invention. Fig.'2 isa rear elevation of a locomotive cab showing the rolling stock supported mechanism used with this system located therein. F 3 is a side elevation of the rear end of the locomotive equipped with the rolling stock supported mechanism shown in Fig. 2, the cab having a portion of the side away the better to disclose the interior. 4 is a view similar to Fig. 2 showing a modified form of the mechanism. F ig. 5 is a view similar to Fig. 3 showing the modiication illustrated in F ig. 4., Fig. 6 is an. enlarged 4detail side view of a portion of the mechanism illustrated in Figs. 2 and rig. 7 is an end elevation of the mechanism shown in Fig. 6. Fig. 8 is a detail end elebroken I Fig.

vation of the train operators signaling device, the casing ivhichisurrounds the mechanism being removed the b etter to disclose the same. Fig. 9 is a side view of thezmechgin'eers brake valve. Fig. 1 1 4is a detail view of a contact shoe adapted to be `used With this invention. Fig. 12 is a view showing the method of attaching the foot oi the rack bar to the journal box hereinafter referred to.l Fig. 13 is a detail view showing the method of attaching the contactivheel hereinafter referred to.` Fig. M is an enlarged vievv'V partly in 4section through a modification of the .means for locking certain plates together. Fig. 15 is a partial plan view ,of thebottom plate shown in Fig-,1a. Fig. 16 is a sectional view on the line 16-16 of Fig. 15. Fig. 17 is a detail view of the foot of the locking bar. ln the' present embodiment of this invention Athesanie has;been shown as applied to a locomotive engine but it'Will' be obviousthat this invention maybe equally as Well ap# plied to any form 'of lrolling stock common to rail'roads,as for instance, the invention mightfbe usedfwith an electric 'car or locomotive, or the rolling stock supported mechanism vmight .be carried in a passenger car. It will also be'obvious that in order to utiliz'e this invention'for different constructions of air brakes and for placing the same in different positions .minor vchanges will have to be made'n the form, proportions and details. These changes will not, however, aiect theprinciples of the invention and it is. not!4 therefore desired that the present specification and .drawings be regarded as setting forththe only form in 'which this invention can be embodied, buty the vpresentl description and drawings are merely `to be regarded as typical of all forms' that come Within the scope of the appended claims.

in whatever way the invention may be embodied it is necessary that the track on which the rolling stock runs should be divided into blocks which are insulated from each other.

In the drawings the track is indicated by the numeral 20 and the diiierent blocks are separated from each other by insulation 21. In order to facilitate the understanding of the various circuits the right hand end of Fig. .1 will be referred to as east and the left hand end of that ligure as west. Connected to the rails of each'block are wires 22. One of these Wires leads through suitable resistance 23 to one pole of a battery 24 While the other Wire leads to the other pole 'of said battery.

In the diagrammatic view disclosed in Fig. 1 the different blocks are indicated by consecutive i'etters of the alphabet as A, B, C, Dfi'fl an'dlibut si?. blocks are shown as this magere number is suiiicient to disclose the Working of the-circuits. It is obvious, however, that the track may be divided into as many blocks. as; are deemed necessary. Adjacent .each of the blocks is a battery Well 25 whereinv is located a battery 26. In Fig. 1 a portion of the circuits have been diagrammatically sho'vvn on one side of the track and a second portion on the other side of the track. lt is to be .understood that the mechanism controlling the circuit for each block is all located together and the dotted lines 27 opposite each ofthe blocks indicate a casing which contains this mechanism. In each of the casings 27 are supported

magnets

28, 29, 30, 31, 32 and 33. Pivoted ad jacent the pole of each of these magnets .are

bars

84, 35, 36, 87, 38 and 39. Each of these bars is provided WithV an armature Ll0 and has suitable insulation 41 interposed between its ends. Upntheend of each of the bars is carriedjacontac't, there being one contact forjeach bar; and` these contacts are indicated respectively. 'at 42, 43, 44,45, 46 and 47. "Connected tobne vrail of'e'achof the blocks isawire 48 Whi'chleads to one` pole of the respective battery. 26l belonging to that block.` IFrom' each bat tery v 26 :leadsf a vwire 4 9 ivhieh. runs to acontac'tf50jso located as tobe struck by the contact d2 When current passes ti'iroigh the' magnet l 28 of that block and the armature 40 is attracted.'Y Adjacent one 'o'r both'of therails v'of the 'var' rions' blocks are certain contactelements arranged to be struck by a rolling stock supported contact making elementl and these elements are for the present to be considered solely in their electrical functions. Con sidering these contacts in this manner each blockis provided with four 'contactsfar-i ranged in succession as'indicated at' '51., 52, 53 and 5st. rlhese contacts .are insulated from each other by suitable insulating blocks 55. From each of the contacts 51.'

extends a Wire 56 which runs to a Contact 57 in the casing 27 of the respective block and this contact is arranged to be struck by the contact 43 when current passes through the respective magnet 29. Adjacent the contact 50 in each casing and arranged to be struck by the contact 42 at the same time is a contact 58 from ivhich a wire 59 leads t0 a contact 60 adjacent the contact 57. Now, considering this portion of the circuit. When the rail 20 is brought into electrical communication with the contact 51 by the passing of a locomotive current `will iiow from the battery 26 through the Wire .49, contact 50, contact 42, contact 58, Wire 59, contact 60, contactfi, Contact 57, Wire 56,

, contact 51, through the rolling stock to the the circuit through either the magnet 28 or,

magnet 29 `will pei-mit either 'the contact t2 lio' or the contact 43 to fall away from the respective contact points 50 and 58 or 57 and 60 and that the circuit just described Will thereby be interrupted. From the contact a Wire 61 runs to a contact point 62 which is adapted to be struck by the contact 47 `when the magnet 33 is energized` by the passage of a current therethrough. Adjacent the contact point 62'and also arranged to be struck by the contact 47 is a Contact point 63 from whence a wire 64 leads back to the battery 26. Now, when the train contact device strikes the contact 52 current Will flow from the battery 26 through the Wire 64, Contact point 66 and also engageable with the con- 61, contact 52, through the rolling stock to the rail 20, and back through the wire #L3 to the battery 26. From the contact 53 a wire 65 leads to a contact point 66 Which is adapt' ed to be struck by the contact 41 when the magnet 30 is energized by the passage of a current therethrough. Adjacent the contact point 66 and also engageable with the contact 11 is a contact point 67 from which a Wire 6 8 leads to-the Wire 19 thus forming connection with the battery 26. Now, so long as current is passing through the magnet 30 when the 'train supported contact strikes the contact 53 current Will flow from the battery 26 through the Wire 49', Wire 68, contact point 67, contact 44, contact 'point 66, Wire 65, contact 53, through the rolling stock back to the rail 20 and from this through the wire 13 bach to the battery 26. From the contact 54 a Wire 69 leads to a contact point 70 adjacent which is a contact point 71 and both of these contact points are adapted to be struck by the contact 45 When the magnet 31 is energized, by the passage of a current therethrough. From-the contact 71 a. Wire 72 leadsto a contact 73 i'vhich is adapted to be struck. by the contact 46 when the magnet 32 is energized by the passage of'a current therethrough. Adjacent the' contact point 73 is a contact point 74 from whence a lWire 75 connects with the Wire 64: which leads back to the battery 26. Now, so long as both the magnet 31 and the magnet 32 are energized when the contact 54 is engaged bythe rolling stock supported contactcurrent will How from the battery 26 through the wire 611, uire 75, contact point 7st, contact- 46, contact point 73, Wire 72, contact point 71, contact 15, contact point 70, wire 69, contact 5%, threugh the rolling stock back to the rail 2O and from' thence through the wire 48 to the battery 26. It the current through either the magnet 31 or the magnet 32 be interrupted this circuit will be broken by the dropping away of either the Contact 45 or the contact 46 from the respective contact points v\iie1'e\vth these contacts engage. It Will now obvious that the arrangement of the contacts 51 and 53, when the train is considered as passing from the West to the east, will be identical in electric circuits with the arrangement including the contacts 54 and 52 in the order named When the train is passing from the east to the West.

Considering now the f circuits which lead to the various magnets. In order to understand the exact manner in which these circuits run one of the blocks will be taken and the circuitsl described which run therefrom. Assume, in the first instance, that this is the block D. From the rail 20 of the block D runs a Wire 76-Which extends to the magnet 28 of the block C. From the magnet 28 of the block C runs "a Wire 77 which extends to the magent 29y of the block B.A From theA magnet 29 oit the block B runs a Wire 78 which extends to the magnet 30 of the block A. From the magnet 30 ofthe block A runs a wire 79 'which extends to the magnet 33 of the block one block to the right of block F. From the magnet 31 of the block E a Wire 80 vertends to the magnet 32 of block F. From the magnet 32. of the block F a wire 31 leads to the magnet 33 of' the next block east, /this block not being shown in the diagram but being provided with the same magnet arrangement as the other blocks, as hereinbefore noted. From the magnet 31 of the block D a wire 82 leads back to the other rail 2O of the block D.f It will thus be observed that each of the blocks in this system is Wired to the magnets of three blocks West and three blocks east of thatblock. Now, under ordinary circumstances, so long as the rails 20 are not broken or a train is not in the block or the wiring system is intact and Without short circuits or other faults, current will dow from one of the rails 20 of each block through the Wire 76 leading from that block, the magnet 28 of the next block West, the Wire 77 leading therefrom, the magnet 29 of the second block West, the Wi re 78 leading therefrom, the magnet 30 of the third block west. the Wire 79, the magnet 33 of the third block east, the Wire 31, the magnet 32 'of the second block east, the Wire 80, the magnet 31 of the first block east, the wire 82, the other rail ,20, the wire 22, the resistance 23, the battery 24, and the wire 22 back to the first rail. So long as this current continues to flow the various magnets in the circuit will continue to attract their armatures and consequently keep the circuits leading to the contacts y51, 52, 53 and 54 constantly closed. 1f, however,.either of the rails 20 breaks, or in any Way the circuit just described become yderanged by interruption, short circuits or' any other cause whatever, the circuit through these magnets will be broken and the varmatures allowed to fall awa-y therefrom so that current will no longer How through thecircuits connected to, the contacts 51, 52, 53 and 51. Further# more, inthe event that rolling stock of any now be describechit being understood, as .previously noted, that this mechanism may be changed in detail to suit dierent purposes for which it may be intended and dif-I ferent -locations about the rolling stclr Where itmay be fitted.

ln the form of the invention disclosed in Figs. 2 and 3 and the details referring to these figures the contactsI 51 to 5l are arranged adjacent one of the rails and these contacts comprise relatively short sections of rail which have between them the insulation 55. These sections are so arranged that they slope upward in the middle so that the upper surface is a-nticlinal in the direction 'of the,

length of the track.

At 83 is indicated a portion of a locomotive Which is providedA with frames 8&1. @n

one of these frames aremounted guides 85 Wherethrough passes a bar 86 arranged' to slide vertically through'the guides. At the bottom of this bar the same is reduced as shown at`87 and this reduced end is provided with a suitable perforation to receive a pin 88. On the pin 88 is swung a foot block 89 sulating sleeves 9st and theshoe isfurther insulated from the foot 89 by an insulating plate 95. rl`he bar 86 is formed onl one face With rack teeth 96. Supported in suitable bearings 97 is a' shaft 98 Whereon is keyed or votherwise securely fastened a gear 99 which meshes with the rack formed on the bar 86. Upon the shaft 98 is a bevel gear 100 and this bevel gear meshes With a se`cond bevel gear 101. which is carried on a shaft 102, the `fear 101 being splined on ythe shaft 102 so that the gear is freely movable along that shaft. 1t is to be noted that the bearings 7 9 arc secured to a frame 103 which is mounted on the axles 101 of the rear Wheels of the engine, the axles revolving freely in the frame mounting. The object of this is that the'shaftd 98"inay at all times 'lov this end a mechanism is provided which Willy vnieuwe remain at an even height above the rails. The shaft 102 is mounted in a bearing frame 101 which is secured in any convenient place to the ioor of the cab and on this shaft is a second bevel gear 105 Which meshes -With av bevel gear 106 earried'on a shaft 107 supported in bearings 108 suitably mounted 1n the cab ofthe engine. The shaft 102 eX tends upward above the gear 105 and upon the upper end of this shaft is a plate 109 which is provided With a slot 110.

y fat-11.1 is shown a valve, here indicated as an engineers valve in an air brake system.

lt will be obvious, however, that this valve may be a steam valve or any other form of rotary valve than that shown, the disclosure being merely typical of the common form of valve. This valve is provided with a stem 112 Whereon is mounted a plate 113 having a perforation 1141 formed therein and this perforation is arranged to register with the slot 110. The plate 113 is further provided With a handle 115. Mounted above the

plates

109 and 113 is a magnet 116 and below this magnetV is its -armature 117. Attached to the armature 111v is a pin 118 and this pin is supported in a suitable guide 119 formed on the disk 113. By means of this construction it will be seen that sc long as nol current passes through the magnet 116 the armature 117 will not be attracted by this magnet.

AThis will permit the pin 118 to remain with its lower end in the opening 114 and slot 110. 1t Will thus be seen that when the pin 118 engages the end of the slot 110, the

plates

113 and 109 are locked against further unrelated rotation. This magnet 116 is con- 'nectedto the shoe 91 by means of a Wire 120 and to the rail -20 by means of a Wire 121 is in electrical connection with 'the rail.

V Now, considering this portionof the'device in connection with the circuits previously A described. As the locomotive passes along the track the shoe 91 Will Contact With the track contact 51. This Will raise the shoe and the rack 96 Will rotate the gear 99 and through the bevel gears 100 and l01will rotate the shaft 10.2.` New, so long as the pin 118 remains down the rotation of the shaft 102 will cause the plate 113 to rotate as the two plates 109- and 113 will be locked together by the pin 118` 1f, however, at the time that this shoe contacts with the track contact r51 a current is flowing through the circuit embracing the contact 51 the magnet 116 will be energized-and the armature 117 be attracted thereto. The

plates

109 and 113 will thus'be unlocked from each other as the pin 118 Will -be drawn out of the slot 110.- The plate 109 will thus be free to rotate Without rotating the plate 113. It will now be plain that any interruption of the circuit passing throughthe contact-51 will operate to set the brakes on the train. This is true for a train running from west to east but Wherethe train runs from east to west the contact 54 is the one which operates in the manner described. Considering this feature of the invention in connection with the blocks shown in Fig. 1. vSuppose the train to enter any of the blocks there shown and that a second train is either in the block just ahead or in the second block ahead. 1f the train first mentioned enters the block D and a train is in the block E the magnet 28 for the block D will be denergized by the `presence iofthe' train in E. This will break the connection between the contacts and 58 and the contact 42. Thus no current will flow through the magnet 116 and the 4brakes will be set as the `valve will be turned. In

like manner if the second train is in the block 'F the magnet 29 of the block D will be denergized and the circuit will be broken between the contacts 57: and 60 and contact 43. It will be notedthat the operation is effected without reference to the direction of movement of the second'train as the mere presence yof that 'train in either the first or second blockahead will interrupt the cur-D rent through the magnet116f Furthermore,

'in the event of the rails breaking or any other interruption of Ethe current in either of the two .blocks ahead or iii-the circuit.

itself the brakes will still .be applied. .It

will thus be observed thatthe flow of the current through the magnet 116 is essential to permit the train to pass from one block to another.

the valve 111 is not sufficiently strong to put the remainder' of the parts in motion. It is possible that some ofthe mechanical structure might fail to operate andit is essential that the engineer should be informed that all pai-ts of the device are in proper order so that provision is made for a signal. vWithin the cab of the locomotive is a casing 123 wherein are certain operating parts for a signal which will now be described. Upon the shaft 107 is a gear 124 which meshes with a rack 125. This rack is formed on the lewer end of a" bar 126, the upper end el' which projects into the casing 123. Mounted adjacent the upper' end of this bar is a post 127 whereon is iixedly mounted a collar 128. At one end of thispost is rotatably mounted arm 129 whereto is fixed a semaphore blade 13:0. A coil spring is disposed around tlie post 1217 and has its ends bearing against the collar 123 and the arm 129. second aimf131extends from this end and is provided with the usual spectacle to which the saine reference characters apply. This upper semaphore is provided with blue and white glasses in the present instance. sleeve 128 is a disk 134 provided with a marginal notch 135 and a second marginal notch 13G. On the bar 126 is formed a guide boss 137 wherethrough passes a bar 138 provided with a collar 139and having a forked end 140. A spring 141 is held between the collar 139 andthe boss 137 and normally presses the collar away from the'bar 126. Between the arms of the fork 140 is mounted a block 142 which slides in a slot 143 formed in a bar 144 pivoted as at 145 to the casing. This bar144 is provided with a magnet armature 146 and a magnet 147 is secured in the casing in such position as to attract the armature 146 when a current passes therethrough. This magnet 147 is connected in series with the magnet 116, the wire121 At the inner end of theflower leading through the magnet 147 before its 141 will force the lip 148 toward the bar 126 and the lip will not engage the notch 135 if tle .bar 126 be moved upward. Now, when the shaft 107 is rotated by the shoe rising up on the incline of the track contact, if a current be sent through this contact the magnet `147 will be energized. This will cause the hook 148 to move to position to engage4 thenotch 135. The result of this will be-that as the upward movement of the bar 126 continues the lower semaphore arm 130 -willnbe depressed. Pivoted on a boss 149 is a bent lever 150 the end of which is arranged to enter the notch 136. The end of this lever is normally urged toward the center of .rotation f the disk 134 by means of a spring 151 one end whereof is attached to the lever. 150 and the other to a suitable post 152 mounted on the casing 123. Now as the bar moves up and the disk rotates the wnotch 136 is brought to register with the end of the lever 150 and this lever enters the notch thusholding the semaphore arm 130 depressed. As the shoe passes over the track contacts and the bar 126 again descends the lower semaphore arm 130 remains down, this being the position of safety or proceed7 is usual in railway signals. 1n order vto,r"'eleasc the semaphore arm certain provision is made. This consists of a smafl 'spring arm 153 which is fixed tothe bar 121) and is arranged to contact with the end of the lever adjacent said har. .This arm is arranged toy permit the bar to fall freely' however, the magnet 147 is not energized the semaphore arm 130 will remain up, this giving the engineer a clear indication that no current has been through the contact 51' or the contact 54 according to whichway the engine is running. It will be noted that this eii'ect will take place whether the engine is running ahead or backing up and without reference to the direction of its movement. `llow, as has been previously described, the presence of a train in either of the two blocks immediately ahead of the train whereon this mechanism is located will' prevent the passage of an electric current through the magnet 116 and consequently through, the magnet 147. The upper semaphore is likewise provided with a disk 154 which has a notch 155 similar to the notch 135-but opening upward instead of downward as does the notch 135. The bar 126 is provided with a

further guide boss

1,56 wherethrough passes a bar 157 provided with a collarV 158 andhaving a forked end 159. A spring 160 is mounted on this bar y between the collar and the boss for the same purpose as the spring 141. This bar is provided on its inner end with a downwardly turned lip 161 adapted to engage the-notch 155.l In the forked end o this bar is ablock 162 moving in a slot 163 formed in an arm 164 similar to the arm 144 and like it provided with a magnet armature 165. A magnet 166 is positioned to attract this armature and this magnet is also in series with the magnet 116 and consequently in series with the magnet 147. Now, this end 161 is so arranged that at the extreme upper limit of the movement of the bar 126 the end 161 will be slightly above the lip of the notch 155. It will be observed that this extreme upper limit is only reached when the shoe is on either the contact 52 or the contact It will he observed that by reason of the end 161 being downwardly turned and the notch 155 opening upward the engagement of this end with the notch can only take place during the downward movement of the bar 162. Now, this downward movement, assuming the train is running from west to east, takes place on the contact 53. lf, when the shoe is on this Contact 53, the electric current passs through the contact, the magnet 166 will be energized and the armature 165 attracted thereto. Now, as the bar 162 notch 155 the entire downward movement of the bar 126 will turn the upper semaphore arm 130 to the same angular position as the lower semaphore arm is turned by onevhalf the upward movement.- Furthermore, this hook will retain the semaphore in its downi ward or clear position until the next'series of track contactsv are reached when the arm will be permitted to Yrise Aand the hook to disengage the notch if no current passes through the magnet 166.v The downward vposition of this semaphore arm indicates clear for the third block ahead while the upper position indicates caution. 1f the magnet 166 does not receive a current from the third step of the track contact the lip 161 will move downward without moving the upper semaphore arm. inspection of F ig. 1 it will be observed that, considering the block D, when a train is in this block and a second train is in the third block ahead, the magnet .30 of the block D will be denergized and the circuit passing through the contact 53-will be broken by' reason of the contact 44 falling away from the contact points 66 and67. In like manner if the rails of this third block ahead Abe broken or the circuit including the magnet 30 of the' block D be in any way faulty, the magnet will be denergized. The engineer will thus have a cautionary signal :tor the third block ahead andthis cautionary signal will operate like the danger signal to indicate at each block the fact whether the circuit is in proper working order provided no train is in the third block ahead. 1n passing from east to west the magnet 33 of the block D Awill in like manner break the circuit through the contact 52 and this whether the train is running ahead or backing up. 1n order to provide for constant f engagement oi' the lips 148 and 161 with their respective notches throughout the entire movement the notches are made 'undercut so that even if the circuit be broken through the magnets 147 and 16.6 the semaphores will make a complete movement pro* vided the circuit has once been made ,through` these magnets. 1n order to check the upward movement of the lower semaphore arm 130 a dash pot 167 of suitable construction is provided and a plunger 168 movable in this dash pot is connected to this lower arm 13() by means of a rod 169.- In the form of the'invention shown in Figs 4 and 5 a slightly diiierent arrange- Now, from an the 'shaft 102. In this form a frame 170 isprovided which is supported on two of the axles of the locomotive, the support for but one being here shown as the other support is similar. In this frame are litted Suitable bearings 171`to receivey axles 172 and this frame 'extends rearwardly from these axles. At 173 are pedestals wherein move bearings 174 which carry a shaft 175 whereon are mounted Wheels 176 each of which is providedfon its inner side'with a supplementary Wheel 177 and between the wheels'176 and 17 7 is suitable insulation 178. The wheels 177 are bolted to the wheels 176 by means of bolts 179 which pass through insulating sleeves 180. The wheels 176 are thus electrically insulated fromall other parts of the engine, the object of thisinsulation being to prevent the transmitting of the current from the wheel 17 7 to the wheel 17 6 and consequently to the traction rail at the moment of the-contact ofboth of said wheels with the contact and traction rails. In place of the single set of single track contacts 51 to 54 this form of the invention employs a set of these contacts adjacent each of the trackn lrails as .can be clearly seen by Areference to Fig. 4. Connected to the boxes 174 are rack bars 181. and these rack bars are insulated from the, boxes' by means of suitable insulation 182beneath the feet of the bars, the bars being securedto the boxes by bolts 188 which pass through insulating sleeves 184. The pedestals are inlike manner insulated -from the frame 170' by means of suitable insulation 185 -between the top of the pedesf tals and the frame. These pedestals are held to the frame by suitable bolts 186 which pass through insulating sleeves 187 At 188 is a shaft whereo'n are gears 189 which mesh with the racks 181. This shaft is further y provided with a third gear 190 which meshes with a rack bar 191 which corresponds in all respects to the rack bar 125 and which actuates the same mechanism as does that rack bar in the previously described form. .In this form of the device the wire 120 is connected toone of the Vbearings 174. In

'the operation of this form of the invention the wheels 176 normally rest upon the rails 20. IVhen, however, the engine reaches the track Contact rails the wheels 177 will en gage with these rails and lift the wheels 176 clear of the rails 20. Furthermore, it will be observed that by rcason of the wheels 176 shaft 188which acts to raise the rack bar 191 and sets in motion the entire' train of and 177 being constantly rotated as the engine moves over the track the latter wheels, when they strike the inclined contact rails, will roll up the incline without jar or shock. As these wheels roll up the incline the rack bars 181 are raised and this rotates the ,apparatus previously described.

around the sides of the arcuate gether. The plate 113 in this modification is identical with the plate 113 in the previously described form.' The plate 109 is, however, replaced by a plate 192. There the two plates 112 and-113 are connected in the manner previously described the pinv 118 must be retracted as'soon as the shoe or rolling contact begins torise. Now, if anything interferes with the making of the contact at this time this movement of the pin will be prevented by lreason of its being gripped by the two plates. In order to over. come this diiiiculty this modification has been devised. It` will be noted that the pin' 118 is replaced by a pin 19'3having oppositely disposed recesses 194 at its lower end and between these recesses is a passage 195. Sliding in the recesses 194 are 'a pair of wings'196 which arenormally held apart by means of a spring 197. The plate 192 is providedat one point with a deep arcuate groove 198 from which extends a shallow arcuate groove 199. Extending groove 198 are a pair of ribs 200 which terminate short of the beginning of the groove 198 as can clearly be seen from reference to Fig. 15. rl'hese ribs 200 are spaced apart to form a slot 201 and from this slot extends a centrally disposed shallow depression or groove 202 which runs substantially the entire length of the shallow groove 199. Between the shallow groove 199 andthe deep groove 198 is an abrupt shoulder 203. In the operation of this form of the device it is intendedv that the plate 192 should have a certain amount of lost motion before the plate 113 is turned thereby. In the present instance the amount of lost motion is equivalent to substantially the lengthl of the deep groove 198. Now, the magnet 116 rests above the pin 193 in the same manner u as in the former case and the pin 193 is provided with an armature 204 corresponding to the `armature 117.

In order to understand the operation of the device, let it be supposed that the con` tact strikes the beginning of the Contact rail. As soon as this occurs the plate 192 will begin to revolve'. This plate will conf tinue to revolve throughout the entire movement of the contact by the contact rail. At

any point between the end of the slot 198 after the bottoms ol these'x'vings have been raised above the ribs QOO'so that the pin isprevented fromdronping bac t. The plate 1Q2-5may then continue to revolve and the y ifovverend -of the pin will pass entirely aroundI the shallow slot 199, the extremity lof the'pin belon7 the Wings sliding in the depression 202. lVhen the track contact summit is reached and the shoe or Wheel begins to descend the plate 192 Will be turned backward and when the opposite limit of its revolution has been reached the lower end of the pin 193 will drop off the ends of theriosQOO thus resuming the position shown in Fig. 14.

It will be seen that this device permits the current to be applied at any point While the shoe ismoving upward so that any failure due to a littledirt on the contact Will not stop the engine unnecessarily.

It lwill be observed that this device may be used for electric railways when desired by omitting the connections with one rail and the insulation between the blocks of that rail.

The operation of the device havingbeen described in detail throughout. the specification. further description of the action ot this form is not deemed necessary.`

It is obvious, as previously stated, that minor changes may be made in the torni and construction of this invention Without departing ytrom the material principles thereof. It is not therefore desired to conline the invention to the exact Vo'rm herein shovvn and described, but it is wished to include all such as properly come Within the scope of the appended claims. l

Having thus described the invention, Whatl is claimed as new, is

1. In a device oi' the' kind described, a

' series of track blocks, anticlinally arranged rail sections adjacent each oi? said train blocks, a rolling stock supported rack bar provided with means insulated therefrom foi"engaging,the,anticlinal rail sections as tlle'rolling stockpasses along the track, valve controlling mechanism actuated by said rack bar andJinclud-inga pair of rotatable plates proapidedgivithi Aalined perioiations, a pin said eircuitjconnections being grounded to the rolling stockwhile the other end is connected to the insulated contact means, andan-open circuitV connected to cachot said ateatro blocks and: one ofthe rail sections to complete the circuit through the magnet as the rolling stock passes the rail sections. i 2. vln a device of the kind described, grolling stock supported` valve controlling mechanism, a'series of track blocks, anticlinally arranged rail sections adjacent ,the track-of each block,an insulated element arranged-to contactwith the rail sections as the trainr passes through the block, mechanical connections betweenv said element and the valve controlling mechanism, semaphore arm supported on the rolling stock, a notched disk connected to said arm-to operate the semaphore as -the disk is rotated, a bar movable toward and away from said disk, mechanical connections operated by the aforesaid mechanical connection for supporting said bar and moving it tangentially of the disk, a'spring normally holdingsaid -bar clear or" said disk, a guide for oneend of said bar, a pivoted lever whereon .said guide moves, auf armature on said lever,a 'magnet-adjacent said armature, one end of said magnet being grounded and the opposite `end :being connected through the rstnamed magnet to the insulated element,'means'adjacent each block to complete acircuit including the track and one ot the rail, sections'fwhereby current will flow through the magnets when thc'insulated elementcontacts with the rail section, andalip on saidbar adapted to engage the notch when the guide is drawn in by the magnet. i, Y

In a devicey of the kind described,fa series of track blocks, 'a' set of tour rail sections adjacent each block and having insui lation therebetvveen,'said sections being arranged in anti'clinall'y disposed pairs, separate circuits each including the track and. one voli said vsections,ftrain supported valve' controlling mechanism including an actuating element insulated from thev balance of the mechanism and arranged to move over saidtracksections, said mechanismy further including a pair of rotatable plates having alined perforations, and a pin provided with an armature upon .one end' normally held in said perforationsto connect the plates, a magnet mounted adjacent said armature to attract thesamewhen a current passes, therethrough, a signal actuating mechanism operatively connected to the valve controlling mechanism and movable simultaneously therewith, said signal actuating vmechanism including a longitudinally movable bar, a pair of bars slidable transversely of the iirst mentioned bar, springs normally urging said bars in one direction, pivotal guide levers foreach of said bars, armatures on leach of said'guide levers, a magnetadjacent 0319 GL bili* et pm? @i bers and arranged the tj f eemeeef wiih Said movable vnotch et :smddlsk: es the bare are cfr'efl fm' @pei-Mine signal operar# upwald a secoue); disk prem-fied w'eh e mfrf nech opening upward, Said second disk te ing' connecte@ *Je the second semaphore and. a dowmvaly turned second ef seid pair of bei?, whereby the n movement of be bar upward W operate x apparet-u :ldzlped when energized e fende? the fisi; me with respee; to 0pthe lies?, semaphore anf lle mov-ment @if t e Op exiting appar-aies, v y r 1 eef dewafnvec Wll operate trleeecoid #5m 2i; eenneeimg @per-x phol'e when (surfent passes through. me Led A.ineens nlgle struerzm'e, and mee-ns epeeve magnets centrolng; the velsely mev'f f here.

in e zfau annif-s sysem, a' engud nelly meveble srl'leture, train stepping. ap pipetas adapted te -beyeperated by e moveent of the stuetlu'e in one direction, Sgna'ling appmaus a'eped te be operated by the movement ei' stmcture in a, everse relation te ehe Meek and aaeed te mise nd lower'szud street-ure and supply current decton, andi eleefrieafly ope-fated mees to the seme, apparatuses for stopping the for rendermg the ongwudma'lly moxfeble vehice adapted te be opezaie by the uy,-

Werc. movement ef the sfametme, eppm'eus i'el'. zietuamg e slgnai adapted $0 be operated by the downward movemen of seid speet to operating seid train snoppng and sgnalmg; eppaauses.

D um seid structure whereby current may page from ehe afei the fermer,

1G. En a #er au.. chameau-y ind A amine eti? the l le summiere, e., Temp u a mins, signaling appemus adapted te a mi he raised and lowered, f1- ramp disposed' in opere ive' lip formed' en the ing apparatus, elee'iealy operate@ means nected with the connecting means for operating the same to unlock the movable-struc ture and train stopping apparatus,

13. In apparatus of the character described, a movable structure, a ramp disposed in the path of travel thereof, tram stopping apparatus to be operated by the-movable structure, connecting means'between the movable structure and train stopping apparatus and serving yto lock these parts together at certain times, electrically operated means .for operating the connecting means, and -means electrically connecting the electrically oper* ated means with the movable structure.

14. In an apparatus of the character def scribed, a movable structure, a ramp disposed .in the path of travel thereof to move -the same,train stopping means, and connecting means between ,the movable structure and train stopping means and adapted to normally lock the -movable structure with I. the train stopping means, electrically operated means, and connecting meansbetween the electrically operated means and the first mentioned connecting means whereby said' rst named connectingmeans will unlock the train stopping means andthe movable structure, when the electrically operated means is energized.

15. In apparatus of the character described,

train stopping means, a signal device, a conos mon mechanlcally operated structure to.. ac-

tuate at different times the train stopping means and ,signaling device, connecting means between the common ngrechanically operated structure and' train stopping means and signal device and serving to; lock these` parts together at certain times,an d electrically operated means for effecting a relative A ture.

movement between the connecting means and the common mechanically operated struc- 16. In apparatus of the character described, a ramp, a structure to be reciprocated by engagement with the ramp, train stopping means, and electrically controlled means to positively lock the reciprocatory.

structure and the train stopping means together.

17.' In apparatus of the character de scribed, a ramp, a structureadapted to be -reciprocated by engagement with the ramp,

train stopping means normally in locked means, connecting means between the movable element and train stopping means and serving to normally lock the same together, and electrically operated means adapted to be enegized upon the engagement of the shoe with the ramp when the ramp is electri-fied to operate the said connecting means, for unlockmg the movable element and the train stoppin meansg 19. In app ratus of the character 'described, a ramp, a structure to be moved by engagement wlth the ramp, train' stopping means normally conected with said movable structure for movement therewith, and electrically operated means adapted upon being energized to disconnect said movable struc- 4ture andtrain stopping means, whereb the 1former may move independently o the atter.

20. In apparatus of the character des.

scribed, a ramp, a movable structure to be moved by engagement therewith, train stoppingmeans, 'a' rock shaft' adapted to-opervate .said train stopping means, -said rock -sha-ft being normally connected with said movable structure for movement therewith,

and electrically controlled means adapted upon being energized to disconnect the movable structure from the rock-shaft, whereby the former may move independently ofthe latter. Y A

21. In apparatus of' the character described, pivoted elements normally locked together whereby the movementof one will effect the movement of the other, electrically controlled means to unlock the pivoted elements, train stoppin means actuated by one pivoted element, an mechanically operated means to move the other pivoted element..

22; In apparatus of the character described, a ramp adapted to `receive electric' current, a movable 'structure adapted to be moved by engagement with the ramp, train stopping means normally in locked engagement wlth said movable structure,- electromagnetic means adapted upon 'bemg energized to break said locked engagement, and means whereby said electro-magnetic means receives its current on contact ofthe movable structure with the ramp when said ramp is electrified.

23. In apparatus of the character described, anormally electrified ramp inclined upwardly from opposite ends, a movable structure adapted to be moved upward on Contact with said ends on approaching the same from either direction,train stopping apparatus normally connected to be operated by the upward movement' of said structure,

and electrically operated -means deriving current from the ramp for disconnecting said structure from said train stopping means.

24. In apparatus of the character described, a rampy rail having its terminal por- 13o' my aon'aud mf: center, wmp for dsconmcing said, lwlmall" @i m le gme foar, a Shoe Cal'- atlve mzmectmn.

lower and of said guide bal' and ln testimony Wbeao. my Signa adapted ifo move the bur upwady fm l'ldmg mire, D. pf-25eme@ @l W0 'witnesses'. 1w) ql Il. lc mi "L )u fn "1 Y V Y v" u blthe 11- llne, LL nin BLOQ; EL 1 ius wnu ijf operative 0mm.

Saul umn Stopg,

:mg zppamus and Witnesses Je and 'clectrmw nein: magma e- BOLANDH. BRADYg cmvsmt through s. Q Sme. fram sind ROGER R, NELSON