US1193472A - Lilla c - Google Patents

Description

B. C. ROWELL, DECD ..L. C. ROWELL,.EXECUTR!X. MECHANISM FOR OPERATING BRAKES IN SIGNAL SYSTEMS.

APPLICATION FILED FEB. 13, 19H.

Patented Aug. 1, 1916.

4 SHEETSSHEET B. C. ROWELL, DECD. L. c. ROWELL, EXECUTRIX. MECHANISM FOR OPERATING BRAKES IN SIGNAL SYSTEMS.

APPLICATION FILED FEB. I3. I'JII.

' PatvntvdAng. 1, I916.

4 SHEETS-SHEET 2.

B. C. HOWELL, DEC'D.

L. c. ROWELL. EXECUTRIX.

MECHANISM FOR OPERATING BRAKES IN SIGNAL SYSTEMS.

APPLICATION FILED FEB. I3, 19]]. 1 i 1. 193,472. I PatcnredAug. 1,1916.

7 J 4 SHEETS--SHEET S.

\ x \i in 3f1'/%M %a; 7 246015%??? .fi'cnion Baa/all '474/ r l M B. C. HOWELL, DECD. L- C. HOWELL, EXECUTRIX. MECHANISM FOR OPERATING BRAKES m SIGNAL SYSTEMS.

APPUCATION FILED FEB.13|19|1- 1,193,472. PafeutedAug. 1,1916.

4 SHEETSSHEET 4- Irwezaia r:

BENTON C.

HOWELL, OF QHICAGO, ILLINOIS; LILLA C. BOWELL EXECU'IRIX OF BENTON C. ROWELL, DECEASED.

Mechanism ron. ornaarrne BRAKES m SIGNAL sYsrEMs.

This invention relates to signal controlled train brake setting mechanism. and is adapted for use on either single tracks having trains passing thereover in either direction, or on double tracks in which the trains pass in one direction only on each track.

The objects of the invention are: First, to provide mechanism which will set the train brakes when the visual signals are at danger and the engineer ofthe trainruns bythe same without stopping; second, to provide mechanism which will set the train brakes when the visual signals fail to properly go to danger when the train passes; third, to provide mechanism which will set the train brakes when the home signal is clear but the distant signal indicates caution and the engineer fails to reduce speed to a predetermined limit.

The invention furtherconsists in the improvements in the parts and devices and in the novel combinations of parts and devices herein shown, described or claimed.

Briefly, the entire mechanism comprises in cooperative combination, a track instru-- ment train or trip which is disposed alongside the track and is adapted to assume either a safety position or a danger position, and in the latter case will set or trip suitable mechanism on the locomotive of a train as the latter passes over the track instrument to set the train brakes; mechanism for setting or controlling the track instrument, the same being controlled by electrical circuits and operated from the visual signals with which it is mechanically con nected. i

In the drawings forming a part of this specification, Figure 1 is a plan View showing the mechanism for operating the track instrument with parts removed. Fig. 2 is a longitudinal, vertical section of the structure shown in Fig. 1. Figs. 3 and 4 are detail views showing various parts of my improved mechanisni. Fig. 5'is a diagrammatic view showing the controlling electrical circuits 'forptheiztrain stop' ishiftn g' Specification of Letters Patent. Application filed February 13, 1911. Serial Np. 608,246.

Patented Aug.1, rare.

mechanism as'arranged for a single track railway over which the trains run in both directions, the West bound signal arms be ing both shown at clear to indicate the positions' they would be in when a west bound train is in the section a of track and the east bound signal arms being at danger to 1 indicate their normal position. Fig. 6 is a viewsimilar to that of Fig. 5 showing the arrangeme'nt as used in connection with a westbound track of a double track railway, the signal arms being shown at clear to indicate the position assumed there y when a west bound train is on the sub-see tion of track to the east of that referenced 0:. Figs. 7 and 8 are side and front elevations, respectively, of one form of signal adapted. for use with my improvements, and Fig. '9

' is'a detail side elevation of part of the shifting appliance and more particularly those parts shownin Figs. 3 and 4 of the draw ing. Fig. 10 is a partial sectional view showing the operating mechanism on the shaft 2 for two signal posts, one for trains going in each direction.

' Referring more particularly to Figs. 1 and 2, 1 represents an inclosed casing in which is located the mechanism for operat- Ellis.

ing the track instrument or brake setting d'evice E, it being understood that this mechanism is mechanically operated from the motive power, which is used for moving the signal arms of the signal H and is electrically controlled as hereinafter described. The signals H used may be of any suitable or well known type,'having arms indicating safety, caution and danger, and it is immaterial to my invention how the signal circuits are arranged for controlling the movements of the arms, so long as the arms are arranged and operated to indicate the three positions stated. And it is rurther,

immaterial whether or not two arms are used, one a bolus and the other a distant signal, or whether a single arm is used to indicate the"- three positions, but for clear- 'ness of illustration, 1 have shown in Figs.

v and 6, signals which employ two arms for each direction of movement of the train.

The signalarms'are-shiftbd by any suitable motive power (not. shown) controlled by the signal;circuits, and this shifting niechanismjncludes a'rock shaft 2 (Figs? and 8) Whlch is exte ded into the casing 1, and I to. when. is ltey' s ate agniay rorm d' by the clearance 36. The casing, as shown, is preferably provided with a removable cover 34, the latter having detachably se-- cured thereto a magnet chamber 85.

For controlling. the movements of the G3 around. each side mounted in bearings I o cared to the. shaft 4: is collar 4% and slidahly mounted thereon is 5 the latter being limited inits son the shaft away from. the shaft 4, I provide two oppositely arranged by a shoulder 8 formed on the levers 17 and 25, pivoted respectively at 18 t Y i and 26, and. provided with oppositely arspring 5) is placed on theshaft l ranged shoulders 19 and 27, the shoulder "no collar ii and sleeve 7, whereby 19 being adapted to engage the collar (3 to prevent the latter from moving toward the right, as viewed in Flg. 2, and the shoulder 27 being adapted to engage the sleeve e may moved. toward the colbv the forked lever against the com- 53- and independently J siaft 1. cross 7 to prevent the latter from moving to l and to the left. The lever 17 with its shoulder 19 is normally held depressed by means of a link 20, pivotally connected to the lever 17, the link 20 being pivotally connected to a second lever 21,mounted on a pivot 23, the latter having a spring 22 therearound for normally urging the free end of the lever 21 upwardly, the lever 21 serving as an armature for the. magnet 24, which, as will be hereinafter described, is normally kept energized. The lever 25 has pivoted thereto alink 28, to which is pivoted a lever 29,

The arms 10 are ends by across a slot 13 formed 't chain engages the .l by idler rollersllG, chain are secured he a through packed; or "o prevent leaking ting liquid with iy filled. The

Lu. track instrument or mounted on a pivot pin 31, the latter having {see Figs. 5 and 6) a colledspring therearound, and the lever me "rein the posi- 29 serving as an armature for a magnet 32.

S it

The springs 22 and 30 are of such strength that they balance the weight of the'levers 17 and 25, links 20 and 28 and armatures 21 and 29, respectively, and just tend to keep. the inner ends of the armatures 21 and 29 raised, but as Willbe apparent, the energy stored up in the spring 9 when the latter is compressed between the collar 6 and sleeve 7 Will be sufiicient to counteract either of the springs 22 or 30, and force the inner ends of the armatures 21 and 29 downwardly at any time when the magnets 24. and are not energized. As will be hereinafter described, the magnet 32 is normally denergized, and'hence the shoulder27 will therefore be out of the path of movement of the sleeve 7. Ashas just been stated,when no trains are on the track, the magnet 24 is normally energized and the magnet 32 deenergized, and the shaft 4 therefore prevented from movement toward the right, as viewed in Fig. 2, that is, the brake setting device E is prevented from assuming a safety position.

I will now describe the electrical circuits which control the energizing and deenergizing-of the magnets 24 and 32, and particular reference will be made to Fig. 5 to describe the arrangement for a single track adapted i'to have trains run thereover in both direcoralre setting Lnis track instru- .1 is preferably d. described in my ooo. 5-! 24.0 and is pro- 'eight which will au- .18 tra in trument into trip the brake sete locomotive, unless other- 'tion of the mecha- The track ins, 5 and 6, as in the l ication and areas shown in Fig. e danger position of the g ti on, it will d position of governed by i, that is,

pin 13, arms 16 and wires udden move- "he case 1 in ilse of the ie shaft at each l5, and e shaft -th. oil or o" varying the sand cytions. I

The track as shown is divided into-a plurality of insulated sections a, 'b, 0 and (i, each provided with a relay a, 6 and d and a track battery F connected in the usual manner. I 1 v v H represents the signal post, provided with signal arms H and H representing the home and distant signals for west bound trains, respectively, and the home and disquently the circuit for the relay B will. be

tant signal arms H and H*, respectively, for east bound trains, the position of the west bound signal arms-H and H as shown in Fig.- 5, indicating clear, as the same would be when the train is on the subsection of track a and the signal armsH and H being at danger, which istheir normal position. The train stop E as shown in Fig. 5, is setat danger, the normal position: of the same. At each signal station H, where my improvements are to be used, there is provided a main battery and signal relays A and B, the latter,as will be understood, being normally energized. The circuit for the magnet A is made through the wire 90 having a bat tery 90' therein, through magnet A, wire 90, e, e of relay al 71. h of relay 0, through circuit breaker 53 on the brake setting device E, which circuit breaker is closed when the device E is at danger, through is, it of relay 6 wire 48 and Wire 90. lhe circuit for the relay B is formedthrough the wire 80, relay B, wire 80, m, m of relay a, Z, Z of relay 6 through circuit breaker 54, closed when the device E is at danger, from circuit breaker 54 through 2', i of relay'c and back through wire having battery 80 therein to relay B. Inasmuch as the relays A and B are normally energized, it will be apparent that the contacts between the points 36 and 37, and 3S and 39 will be closed, and that therefore the magnet 24 will be normally energized by current from the battery C through the following circuit. From battery C through Wire 34, magnet 24, wire v4O, which leads to the contacts 37 and 39, through 37 and 36 and. 39 "and 38 to wire 35, and by the latter back again to the opposite side of battery C. The magnet 32 will be normally deenergized, since the circuit for the same from the battery C which includes the wire 50 will be broken at the points g, g of relay 0, or at y, j of relay 5 since the latter points 9 g and j, j are back points of the respective relays c and 77 The circuit breakers 42, 142, and 47 and 147 are normally open, that is, are open when the home signal arms H and H are at danger, and the circuit breakers 44 and 49 are closed when the distant signal arms H and H indicate caution. As a train comes from the east, the operation is as follows: Upon the train entering the track section a, the relay a will be deenergized, and consebroken at m, m, which, in turn will openthe contacts 36, 37. The circuit of relay B will be kept open as the train continues along the section 7) by the opening of the points Z, l of relay 5?, and this circuit will again be broken when the train enters the section 0 of the track by the opening of the points 2', i of relay a and hence it will be seen that the magnet 24 can not be energized by any circuits which include the contacts 36, 37 while;

a train'is passing alongthe track through the sections a, b and c.

It will be understood that before the train enters the section b, the home signal H for the west bound train will have been cleared by the proper signal circuits for controlling relay 5 will be deenergized, which will open the contacts Z, Z and 7c, is and will close the back points j, j.- lhe opening of the contacts k, 70 will then break the circuit for the relayA, and hence open the contacts 38 and 39, but in. order to keep the magnet 24 energized, an auxiliary circuit is provided as follows: lVire 41 taps oil of wire 40 and through wire 46 passes through circuit breaker 47, now closed, "wire 46, wire 35 through battery C and back through wire 34, to the magnet 24. Also as soon as the train enters the track section b, the magnet 32 will be energized due to the circuit for the same being closed by the back points j, j of relay 6 and upon the magnet 32' being energized, it will be apparent that the tor-the right by the lever 3 when the signal arm H went to the clear position. The signal arm H will go to danger when the circuit for relay A is broken at 70, la and in so doing, will move the lever 3 through the intermediary of the shaft 2 to the position as shown in Fig. 2. .But, in view of the fact that the shoulder 27 is now in the path of the sleeve 7, the latter will not move with the lever 3. The signal arm H in returning to danger, will break or open the circuit breaker 47, which will allow the magnet 24- to become deenergiZed,whereupon the .right will now set the brake setting device E in the safety position. As the train passes onto the section 0, the circuit for the magnet 32 will still be kept closed, due to lag the left or normal position, and the apparatus will be in the same condition as before the train entered the section: a.

The foregoing sequence of operations and. formation of circuits takes place when the signal for the westbound train indicates clear. If, however, the signal arin indicates caution, the following circuitsare provided in order to compel the, engineer to reduce speed to a predetermined limit in trav cling over the section Z of the track. When the signal arm H indicates caution, as has been previously described, the circuit breaker 49 will be closed, and hence a patch circuit for thebreak in the circuit of the relay A which occursat In, it when the relay 5 is deenergized, will be formed as follows, in order to close the contacts 38, 39 and keep the magnet 24 energized. ire L8 is tapped to one side of the contacts 7c, is and leads to circuit breaker 49, circuit breaker 147, also closed, and back through wire 48 to the opposite side of the points 7r, Z2. The signal arms retain their caution indication so long as the relay A is energized. This maybe accomplished in a number of ways,

one being by passing the circuits for con trolling the signal arms themselves through front contacts 55 and of the magnet A,

said circuit being indicated on the drawing.

by the wire 155 shown in Fig. 6. (This feature of wiring being shown in this figure because of the relative simplicity of the wiring in'this figure over Fig. 5). Hence, so long as the train is on the section Z) of the track while the signal arm H indicates caution, the magnet 52% will be energized and the collar 6 on the shaft 4: will be prevented from movement. The circuit for the relay A will therefore not be broken until the rain reaches the section 0 of the track, which will open-the contacts h, 72 of the relay 0 whereupon therelay A will become deenergized and in turn the magnet 2 t will be deenergized. llith this condition, therefore, the shaft l will not operate the track instrument E until the train reaches the section 0, and 'nasmuch as it takes an appreciable amount of time for the shaft 4 to move, due to the displacement of the oil or other liquid in the cylinder 15 from one side of the pistons 14 to the other, it will be seen that thespeed of the train must be reduced to a predetermined'liinit to allow theoperations to take place while the train is passing from the section F;- of the track I to the section 0, and this speed maybe varied as before described by varying the sizes of the interchangeable pistons 14.

The track instrument E is located directly opposite the insulation between the track sections band 0 so that it will operate, the same upon trains going in. both direc' tions. In actual practice, the valve in the train pipe for setting the brakes and which is adapted to be tripped by tht track instrument is carried on the locomotive tender so that the engine on a west bound train, for instance,will pass into the section 6 before the track instrument can operate the valve on the tender, but there is a sutlicientim terval of time between such entrance of the engine into the section a and the connectioli between the track instrument and the vali e on the tender, to allow the apparatus to clear, provided the speed of the train has been'reduccd to the predetermined rate for which the apparatus has been set or ad justed.

The operation for. trains eastbound is as follows: As before, the'rclays A and B are normally energized, as is also the magnet 52%, while the magnet 32 is demagnetiaed, the track instrumentlh is in the danger position, the signal arms for the eastbound train H and H are also at danger and the mechanism, shown more particularly in Fig. 2, is in the position as there shown. Asthcmtrain enters upon the section d, the circuit for the relay A will be broken at e, c and as the train continues eastward over the sections a and b, the circuit for the relay A will-be kept open when the relays and b are in. turn deenergized which causes the opening of the contacts 72., h and k, is and hence the magnet 24 cannot be energized by any circuit which passes through the contacts 38 and 39. As soon as the train enters the section 0, the circuit for the relay B will be broken at the contacts 2', i when relay 0 is deenergized, but the magnet 2 1 will be kept magnetized for the necessary length of time by the following auxiliary circuit. Starting from battery C through wire 34, magnet 2f, wire 40, wire il, circuit breaker 42 (which is closed since the home signal H" has gone to clear) then through wire ll to wire 35 back to the opposite side of battery C. As in the case of a westbound train, when the signal. arm ljl" goes to clear, the sleeve on the shaft l will be moved to the right, and the collar 6 will be prevented. from HIOVE, ment due to the shoulder 19 being held in the path of the same while the magnet 24 is energized. Upon the signal arm H falling to danger as the train continues over the section 0, the lever 3 will he returned to the position shown in hi 2, but the sleeve 7 will be prevented from fo. lowing the movements of the arm 3, because the shoulder 27 on the lever 25 will-have been lowered due to the fact that the magnet 32 will have been energized immediatelyupop the train entering .the section c'through the following circuit,

a From batteryGthrough wire 34, magnet 32,

wire 50 throngh' back points g, g of relay o wire 50 to wire 50, 51', wire 50, contacts a it of relay a wire .50 back to wire 35 and then to the opposite side of battery C. As soon as the signal arm H returnsto danger, the circuit for energizing the magnet 24 will be broken at the circuit breaker 42, and the shoulder 19 will, then be withdrawn from en-.

""gagement with the collar 6 on the shaft 4, and the latter will then be projected to the right, as viewed in Fig. 2, and the track instrument or brake setting device E placed in .the safety or in inoperative position. Gil? cuit for magnet 32will still be kept closed when the train enters'upon the section 6 due to the closing of theback points j, j ofrelay should the signal arms indicate caution, the,

following circuits will be brought into play to compel the engineer to reduce'speed in traversing the section a of the track. The circuit for the relay B will be broken, as before, at the contacts 71, i of relay 0 but inasmuch as the distant signal arm H will indicate caution, the circuit breaker 44 will be closed and the gap in the circuit at z, i will be bridged by the following circuit which starts at one side of z, i andthen through wire 43, circuit breaker 44-, circuit breaker 142, now closed, wire 43 back again to the opposite side of the contacts 71, This circuit will keepythe'magnet 24 energized and" prevent the movement of the collar 6 withthe shaft 130 the right, as viewed in Fig. 2, until the train reaches the section b of the track, whereupon the circuit. for energizing I the relay B will be broken at the points 1, l

(if relay b when the latter becomes denergized. As soon as the magnet 24 is thus caused to be. denergized, the shoulder 19 will be lifted out of the path of the collar 6 and the shaft 4 then allowed to be moved to the right, as vie-wed in Fig. 2, under the impulse of the spring 9, but aS will be'obvious, the time required for this change of,position of the shaft 4, and hence of the brake setting device E, is an appreciable amount and the change must take place while the train is passing from the section 0 to the section b, and hence the speed of the train must be reduced to the predetermined limit in order to allow the track instrument E to be moved to the safety or inoperative position in the same manner as described for a westbound train.

Referring now to the circuits for controlling the brake setting device as applied to a double track, and as more particularly shown in Fig. 6. The circuits shown in this connection for a' track over which the trains run in one direction only, comprise substantially one half of those shown and described for the single track shown in Fig. 5,

and the formation of the circuits is similarto the formation. ofcircuits for a westbound train over the track shown in Fig. 5., Inthis system the signal H is shown as provided with two signal arms H and H, a signal relay D, main battery C and track instrument E it being understood that the relay D is normally energized as were the relays A and B in the previously described system, and the circuit through the relay D is formed as follows through wire 161 from a battery 161 relay D, wire 162 through contact t of relay A through circuit breaker (closed when the track instrument E is at danger), through contact 8 of relay 6 contact 0" of relay 0 and out of wire 161 to battery. The magnet 24 is' normally energized while the relay D is kept energized by a circuit which starts at battery C through wire 34, magnet 24, wire58, contacts 57, 55, wire 56, back to the opposite side of C The circuit for the magnet 32 is normally broken at the back point t of relay a As the train enters section a. the circuit for the relay D will be broken at t and hence the contacts 55, 57 will be broken, but in order to keep the magnet 24 energized the necessary length of time, the

' gap at 55, 57 is bridged bya circuit which includes the wire 59 which taps onto the wire 58 at the contact 57 and passes through the circuit breaker 6O (closed when the signal arm H. is clear), then through wire 59 back to wire 56, through battery C and wire 34 back to the magnet 24. The signal arm in going to clear will operate. the lever:3 in a manner similar to that already described for the signal arms H and H, but the 'shaft 4 Will be prevented from longitudinal movement, since the shoulder 19 will be held in the path of the collar 6, because the magnet 24 is still energized. The train, upon entering the section a of the track will cause the magnet 32 to be energized, since the circuit for the same will be closed at back point t ofthe relay a and hence the shoulder 27 will be, moved into the path of the sleeve 7 which has previously been moved to the right by the movement of the lever 3, and when the signal arm H dg'ops back to danger, the

sleeve 7 will be prevented from following the return movement of the lever 3 by the shoul der 27. As the signal arm H returns to dan- As the train continues its westv'ard movement and enters upon the section of track I), the circuit for the magnet 32 is unaffected, but as soon as the train enters the section 0 of the track, the circuit for the magnet 32 is" broken at the contact 1' of relay and theshoulder 27 of the lever 25 will therefore be removed from the path of the sleeve 7 and the shaft l will be allowed to return to its normal position, that is, the one shown in Fig. 2, under the impulse of the counterweight of the track instrument E, which will of its own accord, return to the danger position.

The foregoing operations take place when the signal arm H indicates clear, but should the signal indicate caution, the circuit breaker at 62 'will be closed and a patch circuit will be formed for keeping the relay D energized, as follows, to bridge the gap caused by the opening of the contact t; wire" 61 taps onto Wire 1622, then through circuit breaker 62, wire 61, circuit breaker 160 (now closed), wire 61 back to the opposite side of the contact 5, and by means of this circuit the magnet 24 will be kept magnetized and the collar 6 thus prevented from movement pivotally connected to the lever 3 and 0perated thereby. Secured to the shaft 66 and until the train reaches the section b of the track where the circuit for the relay D will be broken at the contact s of relay I).

From the foregoing'description, it will be seen that'the mechanism for operating the brake setting device will not be released until the train enters the section b, and inasmuch as an appreciable amount of time is required to allow the shaft 4 to move to the right, the

engineer avill be compelled to slow the speed of the train to give the mechanism time to operate while he ispassing from the section a of the track to the section I).

I will now describe the mechanism for preventing the throwing of the track instrument to the safety position when the signal" arm indicates clear, which nllg'lltOthGIWlS occur if any breaks were formed in the en-' ergizing circuits for the magnet 24 and particular reference will be made to the structure as shown in Figs. 2, 3 and 4-; Formed integrally with the-horizontal floor portion 33 of the case is a boss 67 in which is rotatably mounted a short shaft 66, the latter" having secured thereto at the lower end a crank arm 68 to which is pivotally connected a link 72, the latter at its opposite end being mounted thereon above the boss 67 is a sleeve 69, the same being provided with a projection 169 which is adapted to coiiperate WIN in the position shown in Fig. a,

by retaining the Site means a corresponding projeetion 1T6 formed o" the sleeve 70, the projection 16%) and 1'30 forming what is commonly known as a knuckle joint. and 69, and secured to each is spring "(1,

' the latter being adaptedto move the two members 169 and lfftl normally to engagn 2; position, as shown in Fig. I. '.lhe member 70 1S prov1dedat its upper end with disk ortion, in which is orovidcd slot iii. the

latter being located when the lever arm 35 is under a lug or projection 121 formed on the outer end of the lever 21 and through which the projection 121 is adapted to pass should the mag net 2% become tie-energized, The upper face of the disk Wis provided with an inclined face 171, the latter formin at one and a shoulder 75. Under norma conditions, the lug 121 is disposed in a plane above the top of the shoulder 2'5 and should the magnet 24 become deenergized, the lug 121 will pass through the slot "When, however, the lever arm 3 is swung to the right, as viewed in Fig. 2, that is, when the signal arm goes to clear, the career inclined face lil will engage under theprojectioi'i 121 and will be'rotated to a point where the shoulder T5 is beyond the projection lrll, thus preventing the lever 21 from f lling down, and there tier l9 in engagement with the collar 6 on. the shaft t. It will thus be seen that the track instrument E cannot be thrown to thesafety positionwlriile the lever arm 3 is moved to right, if for any reason the circuits for energizing the magnet 24 should become broken accidentally If,

raised and the lug li'il removed from the path of the shoulder Til, whereupon the sleeve 70 willhe returned by the spring Q'l to the position shown in Fig. 3, which in turn will'locate the recess or 74: beneath the lug 121, and the latter can then fail down as soon as the magnet lis deenergized to thereby release the collar 6 and allow the" track instrument to assume the safety posi" tion. In the drawings, the slot 74: is shown as extended. entirely through the disk 70,

but in actual practice, the member 70 is; made so -that the slot extends down to near the 1 bottom ofthe same and the lug 121 in its lowered position never leaves the slot.

lilounted on the sleeves it) meagre In Figs. 7 and 8 isshown a. signal of common form and the method of connectingthis signal arm to the shaft 2 oi my mechanism I for operating the track instrument or brake ,5 setting device. The structure shown in Figs. 7 and 8 is for a signal having only a" single arm which indicates the three positions, danger, caution and safety, but as previously pointed out in the specification, it is 10 immaterial to my invention'whether a single arm signal is used or one having two arms, one for home signals and the other for distant signals, the only essential being that the first movement of the signal arm must operate the shaft 2, and that further movements of the signal arm must retain the shaft in the position to which it .is first moved until the signal arinreturns to its normal position. In the device shown in go Figs. 7 and 8, 76 denotes the operating rod of the signal on which is fixed the pin'78, the latter being adapted to operate an e'scapement crank 77 keyed to the shaft 2.

The dotted lines A, B and C show the three positions of the operating rod 76. The first upward movement of the rod when the pin 78 has reached the level B, has operated durjng the early part of this upward movement the crank 77 and the shaft 2, and a.

- so further upward movement of the pin 78 to the line C on the fiat face 79 does not eliect the'rotation of the shaft .2, and as will be obvious, it is necessary for the pin 78 to travel backto the level A before the crank 55 77 and the shaft 2 are returned to their normal position. The effect of the movement of the pin 78 upon the operating mechanism occurs in the first small fractional part of the pin movement. Because of this fact 40 any accompanying movement given to the signals for a train moving in the opposite direction will be so slight as to not materially affect the position of these other signals. In other words, such movement is insulficient to move said signals out of boundary position, although they may be slightly moved from their normal arrangement. Some of the movement is taken up in the back latch or loose connection of the parts,

and such as is not is without appreciable efifect upon the signal indication.

As will be understood, the arrangement shown in Figs. 7 and 8 is merely illustrative of one form that can be employed with my to improvements and is such as would be used for operating a train stopadjacent one track of a double track railway. With a single track where the traiiic is in both directions 1 and two signal arms are employed, any

to suitable arrangement would be employed whereby the operating rod of either signal arm would-operate the shaft 2 independently of the other. A large variety of arrangements, depending upon the type of signal t8 employed, for accomplishing this result will readily suggest themselves tothose skilled in the artand I do not deem it necessary to illustrate the same.

' From the description of the mechanism.

shown more particularly in Figs. 3 and l of "the drawing, itwillbe seen also that the track instrument cannot be moved to safety and that the train will therefore be stopped if the home signal arm does not return to danger, because while the signal arm is in the clear position, the lever 3 is invite extreme position to the right of that shown in Fig. 2, and hence the notch 74 will be moved from under the lug 121 and the lever 21. will be prevented from falling and cannot release the collar 6. I w

' The circuit breakers 53, 54 and state in the circuits of the relays A, and D and if either of the track instrumentsshould be at clear the corresponding circuit for A, B or D is interrupted andthe relaydeenergized, and it will be understoodithat the signal clearing circuits (not shownyca be arranged to include contactsat these relays so that whenthe relays are deenergized the corresponding signals cannot clears If the track instrument therefor is inadvertently out of position the signals must remain at danger until itgis repaired.

also be adapted to trip or set a signal indicating device on the train instead of operating the'brake setting valve.- Furthermore, mechanical circuit breakers may be substituted for the relays a, 6 0 andd which may be operated by the wheels of the train.

Many other changes besides those already indicated may be made in the system oi: circuits and in the arrangement of the various elements and in the details of construction of the mechamsm without departtions are contemplated as fall within the scope of the appended claims.

I claim 1. In comblnation with a train stop located adjacent a railwaytrack and having an operative and an inoperative position, a signal alongside the track, a shifting appliance electrically controlled 'andin part by said signal for operating the'train stop and ii.

operable to throw the train stop" to. inopera tive position only when the signal has been operated from clear to danger, substantially as specified.-

2. In combination with a train stop. to

ice

.ing from the spirit ofmy invention, and all such changes and variations and modificacated adjacent a railway track and having operative and inoperative positions, a signal alongside'rthe track adapted to indicate clear and danger, a shifting appliance for operating tlie train stop, and means preventing the shifting appliance from throwing the train stop to its'inop'erative position while the signal isat. clear, substantially as specified.

3. In combination with a train stop located adjacent a railway track, and having operative and inoperative positions, a shifting appliance for said train stop having controlling magnets, circuits for energizing said magnets, asignal alongside the track mechanically connected to the shifting appliance, and mechanical means for preventing the shifting appliance from throwing the train stop to inoperative position while the signal indicates clear, substantially as specified.

4. ln combination, a train stop, a signal located beside, the track, signal circuits governing the movements of-the signal, a controlling applianw for said train stop, said appliance taking its initial power from the signal beside the track and having fluid controlling means for regulating the speed of its operation, and electric means for controlling the operation oi said appliance, substantially as specified in combination: a train stop; a shifting appliance for said. train stopga signal, the

signal being adapted to store energy in the shifting appliance; .traclr circuits; signal circuits having included therein contacts governed'by relays in the tracl: circuits and. also acontrolling magnet; and circuit breakers in. the signal circuit operated in accordance with the indication of the signal, substantially as specified.

3. A shifting appliance of the character above described, deriving its power from the movement of the signal beside the traclt in combination with said signal, a :duid governor for controlling the speed of action of the appliance, a holding magnet "for holding the appliance in the clear position, a

ln'ilding magnet for holding it in the danger position, and a lock which looks it in the danger position. when the latter magnet fails for any reason.

7. A shitting appliance of the character described, deriving its power from the movement of the signal beside the track, in combiuation with said signal, a iiuid governor cont-rolling the speed of action of the'appliance, a holding magnet for holding the appliance in the danger posrtzom-and means for locking the appliance in the danger position when said magnet fails for any reason. i

8., it shifting appliance ot the character above described, deriving its power from the movement of the signal beside the track in combination with said signal, holding magnets for controlling the movements of massive controlled by track circuits and said signal,

signal circuits jointlycontrolled by the track circuits and the instrument operated by the shifting appliance, the circuits being so interlocked that the instrument and the signal cannot both be in the clear position at the same time. i

9. The combination in a block signal system ot'a section or block of railway upon which the traflic is in both directions, a track instrument adapted to control trains in both directions on said section, a shifting appliance for setting the track instrument for trains in both directions, said shifting appliance having means for regulating its speed of operation, and electric means for controlling the shifting appliance.

10. The combination in a block signal system of a section or blockof railway upon which the tratlic is in both directions, a track instrument adapted to control trains in both directions on said section, a shift ing appliance for setting-the track instrument for trains in both directions, said shift ing appliance having fluid controlling means for regulating the speed of its operation, and electric means for controlling the shifting appliance. I

11. The combination in a block signal sys tem of a section or block of railway track upon which the tr'aflic is in both directions, a track instrument tor setting the brakes of the trains, a shifting appliance for positioning; said instrument properly for approaching trains, electric means controlling the operation of the shifting appliance for trains in both directions,- and means for regulating the speed of the operation of the shifting appliance.

12. The combination in a block signal system, of a section or block of railway upon which the trafiic is in both directions, a track instrument for setting the brakes of the train, a shifting appliance for positioning rushing power for operating the signal and the shifting appliance.

The combination in a block signal system, of a block or section 0t railway track, a movable signal for such block having different positions indicating safety, danger and caution, a track instrument, for setting the brakes of thetrain, a shifting appliance for shifting the track instrument and mechanically connected to the signal, and magnets and electric circuits controlling said appliance on. the approach of trains from either direction, specified.

14. The combination in a block signal system, of a section or block of railway upon which the traiiic is in both directions, a movable signal for s11 -h block havingdifi'erent positions for indicating safety, danger and substantially as caution, a track instrument for setting the brakes of the trains, a shifting appliance for positioning the track instrument properly for approaching trains, electric means con trolling said shifting appliance for trains in both directions, and means supplying power for the shifting appliance and the signal.

15. In a system of the class described, in combination, a track instrument adapted to assume either an inoperative or an operav tive position and in the latter position to cocombination, a track instrument adapted to assume either an inoperative or an operative position and in the latter position to cooperate with a device on a passing train to automatically apply the brakes or operate the signal'thereon, mechanism for governing the position of the track instrument including track circuit controlled magnetic devices, a visual signal, connections from the latter to said mechanism and adapted to operate the same, and means preventing the track instrument from assuming an inoperative position while the visual signal is at clear.

17. In a system of the class described in combination, a track instrument adapted to assume either an inoperative or an operative position and in the latter position to cooperate with a device on a passing train to automaticallyapply the brakes or operate a signal thereon, mechanism for governing the position of the track instrument, visual signals, connections between the visual signals and said mechanism, and means for storing up energy in said mechanism to shift the track instrument to inoperative position when the visual signals are moved to clear, substantially as specified.

18. In a system of the class described for a single trackluiving trains passing thereover in both directions, in combination, a track instrument adapted to assume. either an inoperative or an operative position, and in the latter position to cooperate with a device on a passing train to automatically apply the brakes or operate a signal thereon upon trains going in either direction, mechanism governing the position of the track instrument, a visual signal normally at danger, and means for storing energy in said mechanism upon the movement of the visual signal from danger to clear, said signal being movable from clear to danger independently of any movement of the track instrument or governing mechanism, substantially as specified.

19; In a system of the class described, in combination, a track instrument adapted to assume either an inoperative or an operative position and in the latter position to cooperate with a device on a passing train to automatically apply the brakes 01' operate a signal thereon, said track instrument being adapted to normally assume the operative position, mechanism adapted to shift the track instrument from the operative to the inoperative position, and including track circuit controlled magnetic devices, a visual signal and connections from the motor power of the signal to said mechanism and adapted to operate the same, and a signal circuit including a relay, said circuit having a circuit breaker therein operated by the track ins'trument.

20. In a system of the class described adapted for a. single track having trains passing thereover in both directions, in combination, atrack instrument adapted to assr ne either an inoperative or an operative position, and in the latter position to cooperate with a device on a passing train to automatically apply thebrakes or operate a v signal thereon, said track instrument being adapted to normally assume the operative position, mechanism for shifting the position of the track instrument from the oper ative to the inoperative position, said mechanism including track circuit controlled magnetic devices, visual signals for each direction of the train, a signal circuit for each of the. signals, each of said signal circuits including a relay .and having a circuit breaker therein operated by the track instrument.

21. In a system of the class described, in combination: a train stop having operative and inoperative positions and normally held in operative position: a visual signal; track circuits having relays therein; signal circuits. the latter having contacts therein governed by the relays of said track circuits, said signal circuits having also included therein a circuit breaker operated by the train stop and closed when the latter is in its operative position, substantially as specified;

22. In combination: a train stop having operative and inoperative positions and normally held in operative position: shifting mechanism for said train stop for mming thc latter from operative to inoperative position; means for storing energy in said shifting mechanism; signals; and electricaliy controlled means governing the movements of said shifting. mechanism, said means including circuits having circuit breakers therein operated by the signals, substantially as speciliesii.

vE23. it mechanism of the class described comprising a casing. a rod movable therein, a lever for moving said rod, a sleeve slidably mounted on. the rod, a collar secured to the rod, and a spring disposed between the collar and sleeve, a pair of movably mounted n mbers adapted to engage and prevent the movements of the collar and sleeve and to also assume a position out of the path of movement of the collar and sleeve, mechanism for operating each of said members, each of said mechanisms including a magnet armature, and a magnet cooperating with each of said armatures.

24. In a signalsystem of the class described a track instrument, mechanism for shifting the track instrument comprising a casing, a rod movable therein, a lever for 'inoving said rod, a sleeve slidably mounted on. the rod, a collar secured to the rod, and a spring disposed between the collar and sleeve, a pair of movably mounted members 1 adapted to engage and prevent the movements of the collar and sleeve and to also assume a position out of the path of movement of the collar and sleeve, mechanism for op erating each of said members, each of said mechanisms including a magnet armature, amagnet cooperating with each of said armatures, and track circuits for controlling the energizing of said magnets.

25. In a system of the class described, in combination, a track instrument, means for shifting the track instrument comprising a casing, a rod movable therein, a lever for said rod, asleeve slidably mounted on the rod, a collarsecured to the rod, and a spring disposed between the collar and sleeve, a pair of movably mounted members adapted to engage. and prevent the movements of the collar and sleeve and to also assume a position out of the path of. movement of the collar and sleeve, mechanism for operating each of said members, each of said mecl'ianisms including a magnet armature, a magnet coiiperating vvith each of said armatin-es, track circuits for controlling the energixing of one of said magnets and track and signal controlled. circuits jointly controlling the energizing of the other of said magnets.

26. In a system of the classndescribed, in combination, a track instrument adapted to assumeeither an inoperative or an Operative position, and in the latter position to cooperate with a device on a passingtrain to automatically apply the brakes or operate a signal thereon, said instrument being normally in an operative position, mechanism "tor shitting said instrument to its inoperae including a movable member, devices for controlling the movements of said member, magnets for controlling said devices, track circuits for one of said magnets and combined track and signal controlled circuits for the other of said magnets, said combined track and signal circuits having included therein circuit breakers operated by the visual signal. I

27. In a system of the class described, in combination, a track instrument adapted to assume either an inoperative or an operative position and in the latter position to cooperate with a device on a passing train to antomatically apply the brakes or operate a signal thereon, said instrument being nor mally in an operative position, mechanism for shifting said instrument to its inoperative position, a visual signal, a signal circuit therefor, and means for furnishing power to said mechanism operable when the signal is operated, said mechanism including a movable member, devices for controlling the movements of said member, magnets for controlling said'devices, track circuits for one of said magnets and combined track and signal controlled circuits for the other of said magnets, said combined track and signal circuits having included therein circuit breakers operated by the visual signal.

28. In a system of the class described, in combination, a section ottrack divided into a plurality of insulated sub-sections, each ofsaid sub-sections being provided with a track relay and battery, a track instrument of the insulations, a shifting appliance for the track instrument, a visual signal adapted to indicate danger, caution and safe, a signal circuit, and means for supplying power to the shifting appliance operable when the signal is operated, said shifting appliance including a movable member, devices for controllin the movements of said member, a pair 0 magnet 'for controlling said devices, track circuits or one of said magnets, circuits for the other of said magnets including circuit breakers adapted to be closed when the signal-is changed from its normal to its extreme opposite condition and thereby complete circuits for energizing the second named magnet, each of said circuit breakers operated by the signals being opened when the signal returns to its normal position, thereby breaking the energizing circuits for y the second named magnet, substantially as specified. I

29. In a system of the class described, in

nppiienc income (.sombinetion, a track instrument oriented to assume either an inoperative or an opera ti ve position, and in the letter position to co- /cratc with. n d vice on a passingtrain to mtometiczilly apoly brakes or operate a .--.i; nal thereon, id track instrument being i nmnlly in one ve position, mechanism in?) shifting th inetrmoent from theoperative. to stir-e position means :l'mr supplyi to the it rig n scha- JzlSlIl, and means ingiuding t" tog the I cos.

- etnrn in case foin stio of the s" 30. lunnt on o. 1 is is hetivccn the shifti. no electrical 1? lion of the s J chenicsl means for o the train stop to binetion at inoperative poo mechanism sci A I signsl and the s arranged to store snow mechanism when the H whereby the shiittinv me anism "may mopeintive lock prechsthc train stop me; a

.1;; clensc bins on:

able the operative oosition a si nal hen i l a b an electrically controlled lock normally pie venting the movement of fixed collar in direction, e second electrically controlled lock for preventing the movement of the slidzible collar .in an opposite direction, e mechanically operated locking mechanism for preventing accidental release of first-named electrically controlled lock; nections between the train stop and of said shifting appliance; connections hetwcen the signal mechanism and the shifting appliance arranged to compress said spring when the signal goes to clearg and means for operating said mechanical locking mechanism operated by the signal, substant ally specified.

In apparatus for train control in combination: a train stop having operative and operative positions and norm-Lilly in clear, caution and danger positions; at s. iiting zippli ce connected to the train stop and to the signal and receiving its cnergydrom the latter; track circuits having relays therein; a circuit having a magnet therein, said on cuit lmidng contacts therein governed by some of said track relays; two magnets governing the operation or". said shifting appliance one of said magnets being normally energized and the other being normally deenergized, the circuit for the norma y enerized magnet having contacts therein gove ned by the relay; and a patch circuit hoving included therein a circuit breaker closed when the signal indicates caution, for orit gthe contacts in the normally energized nignet circuit which are controlled by the clay and adopted todelay the operation of 1- sv ifting appliance, substantially as speci- 35. In apparatus'for train control, in comhinetionz a trzun stop having operative and inoperative positions; a signal adapted to' indicate clear, danger and caution; itiSlllIiling appliance connected to the train st to the signal and deriving its power roni the let-tor; and electrically controlled inomis governing the operation of the shifting eppiiiince, said means including circuits formed in accordance with the indication of signal and arranged to release the shifting niechanlsm at one time when the slgnal 1nd1 czites clear and at a later time when the nal indicates caution, substantially as specified.

BENT Ol-l (l. RG'WELL.

lVitncsses PEARL ABRAMs, EDW. S. Even'rsi

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