US1196189A

US1196189A - Block-signaling system

Info

Publication number: US1196189A
Authority: US
Publication date: 1916-08-29
Anticipated expiration: 1933-08-29

Description

C. W. WARD.

BLOCK SiGNALING SYSTEM.

APPLICATION FILED JULY12,19I2.

Patented Aug. 29, I916 4 SHEETS-SHEET I.

awuemiio'a wi/imeoow C. W. WARD.

BLOCK SIGNALING SYSTEM. APPLICATION FILED JUILYIZ, 1912,

4 SHEETS-SHEET 2.

" warns PETERS cu.. rwnmuruau WASNINGYON. u r:v

C. W. WARD.

BLOCK SIGNALING SYSTEM. APPLICATION FILED JULYI2, 1912.

Patented Aug. 29, 1916.

4 SHEETSSHEET 4.

2% ME I I .n

Illluuu I 5 I 'wnlnmnu w H M 'IE IIII 111 11 I I I a W IIIIIE 537 "QIHHNAI I II I CHARLES WALKER WARD, OF LAKEWOOD, OHIO.

BLOCK-SIGNALING SYSTEM.

Application filed July 12, 1912.

To all whom it may concern:

Be it known that I, CHARLES V. WARD, a citizen of the United States, residing at Lakewood, in the county of Guyahoga and State of Ohio, have invented certain new and useful Improvements in Block-Signaling Systems, of which the following is a specification, reference being had therein to the accompanying drawing.

The signaling system of my invention is of the type of block signaling systems comdirection in the block, upon the passage of.

the first car of the series into the block, and the signals set are maintained set until the last of the series of cars has passed without the block at the opposite end, whereupon the signals are restored to a normal clear position. The signal at the entering end of the block is usually set at caution upon the entrance of the car to the block, while the signal at the leaving end for that car is set at danger, thus preventing entrance of any car from the opposite direction, and

at the same time giving following cars from the same direction indication that there is one car already in the block and that they should proceed with caution. The signals of course are oppositely set when a car enters a clear block from the opposite direction.

The prime object of my invention is to secure reliability under all conditions of service to be met with in commercial practice. It is a well known fact that one great factor of unreliability is improper design of circuit controlling switches, and improper duration ofcontact. This is particularly true with respect to high speed op eration, and high speed operation is essential in meeting the demands of modern heavy traffic. It is moreover true that the interlocking and relative functioning of the signaling devices at the opposite ends of the block must be positively and certainly con- Specification of Letters Patent.

Patented Aug. as, rare. Serial No. 70934.9.

trolled, so that there may be at no time failure of the signals due to any improper relative indication.

The system of my invention, and particularly the embodiment described herein meets fully all of these conditions. It comprises as a feature of prime importance a master controller through which the interlocking and relative functioning of the signals at opposite ends of the block is controlled by time element apparatus, and by a common positively operated circuit controlling member. By this master controller also account is taken of the number of cars entering and leaving the block, and an indication of that number appropriately dis played. 'The structure of this master controller while of moderate size, is sturdy and strong, and the contacts of its circuit controlling members are of generous proportions, which together with the time control insure absolute reliability. Still further there are employed time locked controlling devices at the entering and leaving ends of the block subject to control of the master controller through which they effect the op erations of the signaling devices.

. Of the drawings: Figure 1 is a diagrammatic illustration of the system of my invention, and Figs. 2 to 6 are detail and as sembly views of the master controller, Fig. 2 being a side elevation of the same, Fig. 8 being a left end elevation, Fig. 4L being an elevation of the car counting mechanism, Fig. 5 being a right end elevation, and Fig. 6 being a detail of Fig. 3. Fig. 6 is a view of a modification of the car counting mechanism shown in Fig. 6. Fig. (3 is a rear view of theparts shown in Fig. 6, the parts '10 and P being indicated by dotted circles for the sake of clearness of illustration.

Referring first to Fig. 1 it will be seen that I have illustrated my system by grouping the signals and the master controller around and connected to the trolley wire with which they are associated. Although only the trolley wire is shown together with the siding connections for the same, it will be understood of course that the track section protected by this system of signals is of the same extent and has the same branches as has the trolley wire. The signals S and S respectively at the opposite ends of the block are controlled by means of locking switches L and L adapted to be operated by the passage of a trolley along the trolley l l O i 1 The signals S three-position upper quadrant type we will .jsay' in which the semaphore blades's 'are normally verticalb-ut' are capable of assuming two other positions, one at 45tothe vertical at caution position, and-the other point or other device, the magnets mare 'deenergized and the blades 6 fall, thus opening the circuits.

and S are each of the at 90 to thefverticalat danger position. This type of signal is described particularly in my application SerialNo. 721,033 filed Sept. 18th, 1912 and also need not be de scribed here. In brief the operating and control devices for the semaphore arms may be said to consist in each caseof a driving motor M, and a motor control magnet 9 adapted to close the circuit of the motor .when energized, and cause the semaphore arm to be driven from either danger or caution position to clear position, the semaphore arm being biased by the weight of'the spectacle casting or by other means .to danger position. lVhen'the arm reaches the clear position, the motor circuit is opened by a suitable limit switch If, and the arm is held in the clear position by a suitable mechanical clutch device. desiredto operate thesignal to caution or to danger position, the clutch release magnet R is energized over a suitable circuit to release the 'arm from the holding clutch, whereupon it drops by gravity to either position desired; T A permanent stop device defines the danger position which is the lowermost extreme of movement,

.while a mechanically operated detent defines a half-way or caution position. For

- 7 the operation of this detent, a magnet D is 'prov'ided'in' each of the circuits 0, the detent magnets D beingenergized as long as there is current in the control circuits 0.'

All of the signal controlling conductors extending from the switches L L and the signals '8 and S pass through the intermediately located master controller C. The master controller illustrated in Figs. 2to 6, comprises in this embodiment a horizontally arranged control shaft 10 connected through gearing 11 with a small motor 12 adapted to drive the same through one revolution in a fixed time This time may be made anything desired by choosing a constant speed the outer periphery of the disk 17.

When it is motor 12 and the gearing between it and the shaft 10. The motor circuit is arranged to be initially closed through a switch 13 on the upper end of a lever 14. The outer end of this lever 14: overlies the end of a transversely extending lever 15 (see Fig. 2.) The lever 15 is pivoted at one end and at the other is engaged on its under side by the reciprocating core 16 of a solenoid 17 Through the energization of the solenoid and its action to raise the core 16, the upper end of which of course may be and preferably is of non-magnetic material, the motor circuit may be closed. A disk 17 is mounted on the control shaft 10 directly beneath the leverl15 and is provided with a single notch in which normally rests a lug 18 on the under side of the lever L The lever 15 having been raised to close the motor circuit and the shaft 10 having commenced to rotate, the motor circuit is maintained closed for one complete revolution of the shaft 10, due to the engagement of the lug 18 with The opposite end of the lever 1% (Fig. 2) is connected with a clutch 19 on the control shaft 10 for the purpose of connecting and disconnecting the same from the motor gearing 11.

Grouped at one end of the shaft 10 are circuit controlling switches 20, 21 and 22 (Figs. 2 and 5). These switches comprise movable contacts 23 carried on the outer ends of overlying transversely pivoted arms 24, and cooperating with fixed contacts 25. They are operated by cams 26 fixed to the shaft 10 beneath them and engaging the under sides of the arms 24:. These cams are of various proportions, suitable for the timed closures of the circuits connected with the contacts 23, 25.

' Grouped around the opposite end of the shaft 10 from the

circuit controlling switches

20, 21, 22, are the elements of the number indicating devices adapted to indicate the number of cars passing into the block from any one direction, and also to indicate their passage out of the block. This mechanism comprises a number ratchet 27 loosely journaled by means of -a bearing sleeve 28 on the shaft 10. A pair of oppositely disposed pawls 29 hung over the ends of overlying transversely extending levers 30 are adapted to cooperate with this ratchet (Figs. 3 and 4c).

The levers 30 are pivoted on longitudinally extending shafts 31 and their intermediate portions are bowed upwardly in order to allow the reciprocation of the pawls 29. The pawls 29 rest in their normal positions as shown in Fig. 1 against the rollers 32 carried on the transversely extending control beam 33 centrally and loosely journaled on the sleeve 28 surrounding the shaft 10, and the upper ends of which respectively bear on the vertically arranged operating members 34 connected with the cores of control electromagents 35 and 36 respectively mounted in

brackets

37 and 38 attached to the base of the frame. When one of the

magnets

35 or 36 is operated, the corresponding end of the control member 33 is raised, thereby moving the end of the corresponding pawl into engagement with the ratchet 27. The

magnets

35 and 36 are included in the control circuits presently to be described.

Connected with the shaft 10 adjoining the motor control disk 17 and between it and the ratchet 27 is a pawl operating disk 39 carrying on its face in a position to engage the under sides of the inner ends of the pawl levers an operating pin 40. Once each revolution of the shaft 10 the pin 40 engages the under sides of the ends of the levers 30 and raises both of them, and through that one of the pawls 29 which hap ens to be in engagement with the ratchet 2 moves the ratchet through an angular distance corresponding to one tooth space. The ratchet is held in the position to which it is operated by a spring detent 41 coiiperating with the notched disk 42 connected with the sleeve 28 (F ig. 3). Also connected with the sleeve 28, to which is connected the ratchet 27, and between the disk 42. and the control bar 33 (Figs. 3 and 4) is what may be termed a signal control disk 43 provided with a single notch 44 in its periphery. Normally resting in this notch is a lug 45 on the under side of a transversely extending lever 46 pivoted at one end on the shaft 47 and carrying at the other upper and

lower switch blades

48 and 49 coiiperating respectively with fixed

contacts

50 and 51 which respectively control the signal setting and signal clearing circuits.

Each of the

solenoids

35 and 36 shown in Figs. 3 and 4 is arranged to operate certam controlling contacts. This is particularly shown in Fig. 5. Oscillating contact blades 52 and 53 are connected by links 54 and bell crank levers 55 respectively with the core members 34 of

solenoids

35 and 36. The connection at the core members 34 is a pin and slot connection as clearly appears so that the rectilinear movement of the cores 34 is not interfered with. The switch blades and 53 are provided with contacts on opposite sides of their upper ends insulated from each other and respectively coiiperating, those of the member 53 with diverging fixed

contacts

56 and 57, and those of the member 52 with similarly arranged diverging and upwardly extending

fixed contacts

58 and 59. Such in the main is the mechanical form of this embodiment of the master controller.

Referring now again to Fig. 1, an understanding of my invention may be readily had together with the functioning of the master controller just-described in combina tion with the signals and their control and operating circuits.

The system (including the master controller) and its operation as such is as follows: A control circuit 0 extends from a selflocking switch L at each end of a block to the master controller O. The control circuit 0 from the left or west -=end of the block extends through the solenoid 35 of the master controller and through the normally closed contacts 56 of solenoid 36 and by way of conductors 60 and 61 through solenoid 17 controlling the initial closure of the motor circuit, and by way of conductor 62 and through the normally closed contacts of cam operated switch 20 and by way of conductor 63 to ground. Similarly the con trol circuit 0 from the east endof the block passes through the solenoid 36 and through the normally closedcontacts 59 of switch 35 and thence to ground by the path previously traced. Thus when either switch L is closed by the passage of a trolley along the. trolley wire, the corresponding control circuit 0 is closed, and locked closed by magnet m, the corresponding one of

solenoids

35 and 36 being energized in series with solenoid 17 which closes the motor circuit. The motor circuit extends from the positive wire P branched from the trolley through the contacts 13 controlled by the solenoid 17, the motor 12 and to ground. Once the motor has commenced to rotate, the contacts 13 are maintained closed by means of the lever 14 and the notched disk 17.

All the signal operating circuits, both the setting circuits and the clearing circuits, extend to the master controller and are governed directly by it. The west signal setting circuit 64 as well as the east signal setting circuit'65 connects with the clutch release magnet R through-a normally closed mechanically operated switch 66. signal setting circuit 64 passes through normally closed contacts 56 of solenoid 36, while the east signal setting circuit passes through corresponding normally closed contacts 59 of solenoid 35. Through the nor mally

closed contacts

56 and 59 both setting

circuits

64 and 65 are connected to a common conductor 67 connecting with contact 22 of cam operated switch 22 which is arranged to effect the operation of either signal which remains connected to conductor 67 to caution position, through connection of the conductor 67 with the con ductor P supplying power from the trolley. Normally open contacts 22 of switch 22 is arranged at the proper time to supply power from branch P through conductor 68 to the normally

open contacts

58 and 57 respectively of

solenoids

35 and 36.

The signal clearing circuit 69 is common The west to both signals, and extends from normally closed mechanically operated switch If and through the signal motor control magnets g in each case to ground. A branch 69 conmembered is separate from the controlshaft and is operated step by step through the pawl and ratchet mechanism of Figs. 3

' ands. Passing through the switch 4E9,51,

V .enterthe block frointhe west, the switch I) i from that end'of the block is closed, thereby the clearing, circuit is continued through Conductor 7 0' and through the normally closed contacts of the cam operated switch 21 and to the power branch P. I

ating ci'rcuits all open, and assuming a canto closing the control circuit ,0 and energizing thesclenoids35.;and 17. Solenoid innm'e'diately opens contacts 59.59, and closes a signal setting circuit 65 of the eastsignal through contacts 58 onto conductor'68. The

would lock out the solenoid 35. c solenoids 35 and 36 are interlocked.

opening of contacts 59 opens the control circuit c from the east end of the block, so that solenoid 36 in that circuit cannot be operated. Its contacts 56 and 56' therefore remain closed. If a car enters the-block from the east, the solenoid 36 would be operated, and by the opening of contacts 56 Thus the Simultaneously with the operation of magnet 35, the motor circuit is closed through contact 13 through the power conductor P to ground as previously traced. Immediately the shaft 10 is, clutched to the motor and all themechanisms connected with it commence their'rotation of one revolution. I have determined by experiment that the time of this rotation should be about ten seconds, but it may be made more or less as any case may require. Th control circuit includingsclenoids 35 and His maintained closed for a considerable period of time by means of a cam switch 20, rotation'beingfin the direction shown by the arrow. Atthe first movement, the notch N in the disk 17 passesbeyond the lug 18 on the under side of lever L and the motor circuit is mechanically 'maintained closed until one} revolution has been completed. The cam switch 20 of course opens its contacts before the revolution has been completed, thereby unlocking the switch L at the west entrance to the block and rendering the circuit 0 inoperative, thereafter the circuit 0 is again conditioned for controlby the switch L upon closure of'the cam switch 20 at the completion of the cycle of operation of the master controller.

issuming the positions of all-parts to be normal as shown, with the control and oper- V clear posit-ion.

1,19e,1se

As soon as the shaft 10 has commenced to rotate, the cam switch 22 through its contact 22? connects the conductor 68 to the branch P, whereupon. the clutch releasing magnet It of the east signal is energized over 68, 58 and 65; The semaphore arm of that signal therefore falls from its normal clear upright position to its horizontal danger position, and in falling operates the switch 66 toopen the circuit of the clutch releasing magnet. Immediately following this operation, which it will be noted by the illustrated relatively short length of the moving member 22 of the cam switch 22, is of a duration less than that of the complete cycle of operation of the master controller, thepower branch P is connected to theconductor67 and through normally closed contacts. 56 of solenoid 36 to the west signal setting circuit 61. Thereupon clutch release magnet R of the west signal is energized, releasing the west semaphore arm from its The arm falls to caution position only, being arrested in its downward movement bythe detent controlled by the magnet D in the then closed control circuit 0. Simultaneously with the fall of the arm the switch 66 is operated to open circuit of the clutch release magnet. Now'bynoting the relative lengths of the contactsof the

switches

20 and 22 of the diagram, it will be noted that the switch 20 governing the control circuits 0 does not open the circuits until after both signal setting circuitshave been closed by switch 22. Thus through the setting of the signal at the entrance end of the block at caution ,succeeding cars seeking to enter the block are apprised of the fact that there is already a car in the block, and cars attempting to enter th block on the leaving end are apprised that there is a car in the block approaching from the opposite directi n, and that the block must not be entered- Upon the energization of solenoid 35 the indicating or registering device comprising the pawls 29 and ratchet 27 and associated parts, is operated to move the sleeve 28 and consequently the control disk 43 through the angular distance of one ratchet tooth (Figs. 3 and 1), whereupon the

switch

49 and 51 normally closing the clearing circuit is opened. The solenoid 35 of the control circuit upon actuation throws the lefthand pawl 29 (Fig. et) into engagement with the ratchet, and upon further rotation of theshaft 10 the pin 10 of the disk 39 is brought into engagement with the underside of the levers 30, thus stepping the ratchet around by one tooth. The cam switch 21 which-governs this circuit upon closure toward the end of the revolution of the shaft 10 therefore does not complete the closure of the clearing circuit. F urthermore the clearing circuit cannot be completed until the disk 43 has made one com plete revolution if it is operated always in the same direction, or until it has been operated through one step or more in a backward direction. I have shown the ratchet 27 as being provided with twelve teeth, thus providing for the entry into the block successively of twelve cars from the same direction, before the signals may be cleared. Of course it is not desired that the signals should be cleared as 1on as there is a single car in the block, am? the number twelve chosen is of course arbitrary and admitted to be greater than the maximum occurring in a given case in practice. In case it is desired to admit to the block a greater number of cars than twelve, I have provided an attachment which forms a part of the master controller to take care of the increased number. This is shown particularly in Fig. 6 and comprises a disk 71 loosely mounted on the sleeve 28 immediately adjacent the control disk 43 of the clearing out switch. The disk 71 is provided with a notch 72 of substantially the same size and position as the notch 4-1 in the disk 43, and this notch is normally maintained in coincidence with the notch 4:4 by means of a weight '73 attached by chain 74 to an arm 75 on the hub 76 of disk 71. The disk 13 is provided with two pins 77, one on each side of the disk 71 which is smaller in diameter in its main body, and these pins are adapted to engage the backs 78 of ears 7 9 on the disk 71. hen the control disk 43 has been stepped through more than one tooth space on the ratchet 27, the notch 13 is covered by one or the other of cars 79 and is thereafter not uncovered until the disk 43 has been stepped backward an angular distance equal to that through which it has been stepped forward. Therefore the clearing circuit is maintained open at this point as long as there is a single car upon the block, no matter what the total number which may enter it.

For each car that enters the block subsequently to the first car from the same direction, as that assumed above, the

solenoids

35 and 17 on the master controller are energized over the control circuit 0, and the master controller is operated by the motor 12 through one complete revolution or cycle of operation. It is to be noted however that although the registering mechanism is operated as just described, the signals are in no wise affected, the circuits of both clutch magnets being open at the switches 66, and the clearing circuit being open at switch 4:951. On the other hand, whenever a car passes out of a block, the control circuit 0 from the east end of the block is closed and locked at the east switch L, whereupon solenoid 36 is energized in series with solenoid 17, the solenoid 35 being locked out by the opening of contacts 56. While the closing of the motor circuit, as is apparent,

operates the shaft 10 always in one direction, the magnet 36 throws the opposite pawl 29 into engagement with the ratchet 27, and therefore during this rotation of shaft 10 the indicating device is ratcheted back toward its normal position one tooth space. This takes place once for each car that leaves the block so that tooth by tooth the atchet 29 turns the disk 43 to normal position. During this time also the signals are not affected for the reasons already stated. Obviously additional cars may enter the block as others leave, the ratchet 27 being moved backward and forward and keeping at all times a true tally of the number of cars remaining in the block. As soon however as the last car has left the block and the disk 43 has returned to normal position, the clearing circuit is restored by the closure of switch 4L951, and during the latter part of the revolution of the shaft 10 on this cycle, the cam switch 21 completes the clearing circuit, whereupon both motor control magnets g are energized over conductor 69 and both signal motor circuits closed, whereupon the semaphore arms are again raised to their vertical clear positions. Just as the arms reach these positions, the limit switches t in the control magnet circuits are opened through the movement of the semaphore arm, the control magnets are decnergized and the arms are held in their clear positions by means of the clutches under. the control of the magnets R. Upon the entrance of the cars from the opposite end of the block the operation is in all respects the same except that the indicating device of the master controller is first stepped in the opposite direction, and thereafter stepped in the reverse direction.

It will be noted that the entire operation of the signals S and S is under the direct control of the master controller, and that the master controller is simply started in its functioning and controlled in part through the control circuits 0 extending from the opposite ends of the block. The setting and clearing circuits of the signals are not directly connected with the trolley T or the closed switches L as is customary in other systems. Furthermore it will be noted that the closure of all contacts exists for a measurable length of time which may be made as shortor as long as desired by simply changing the time constants of the master controller. With such contacts, controlled directly through the high power obtained from the trolley itself or indirectly through mechanical power derived through a powerful (though small) driving motor in the master controller, the operation is necessarily absolute and reliable.

- While 1 have described the best form of my invention now known to me it is of course readily apprehended that my invention may be given many forms both as to the nature of the signals S and S and as to the master controller and the connecting circuits, without in any wise departing from its generic spirit. I desire to cover in the annexed claims all such modifications.

As an example of the modifications that are possible, Fig. 6' shows a form of car counter which I prefer in practice. In this figure, instead of the disk 71 being controlled by studs 77 and a weight 73, it is geared to the disk 43 through wheels and pinions w, p, 'w, 79, whereby one complete rotation of the disk 43 will turn the disk 71 through a single counting step, and since the disk 43 can count twelve cars to each rotation, this method of gearing increases the capacity to 48 cars, which of course may be varied by varying the gears.

Having thus described my invention, what I claim and desire to secureby Letters Patent is:' y

1. A signaling system comprising signals at the opposite ends of a block, controlling and operating circuits for the same, and a time operated master controller device intermediate the signals set in operation by either of said controlling circuits, and governing the said signals through said operating circuits, said controller having a period of complete operation greater than the period of complete operation of said signals.

2. A block signaling system comprising signals at the opposite ends of a block, oper- V ating circuits for the same, a power driven master controller device having a prolonged action containing terminals of the operating circuits and having means to connect the same to operate the signals, and means including control circuits closed respectively from the opposite ends of the block and electromagnetic devices responsive to current changes in either of said circuits, acting to initiate operation of the master controller to set the signals upon the entrance of a car to the block.

3. A block signaling system comprising signals at the opposite ends of a block, controlling and operating circuits for the same, a motor driven master controller device intermediate the signals and governing both the controlling and operating circuits therefor, said controller having a period of complete operation greater than the period of complete operation of said signals and 7 means for setting said master controller device in operation by one of said controlhng signaling clearing circuits and devices, and a power driven master controller having a prolonged action governing said circuits and devices to operate the signals and means controlled by the passage of cars into and out of the block and governing said controlling circuits for setting said master controller in operation.

5. A block signaling system comprising signals at the opposite ends of a block, signal controlling and operating circuits and devices, a master controller governing said circuits and devices comprising control switches in said circuits, means for moving the switches in a predetermined order, and a constant speed motor for driving said means, and means governed by cars as they enter and leave the block to operate said motor through said controlling circuits.

6. A signaling system comprising signals at the opposite ends of a block, signal controlling and operating circuits and devices,

a master controller governing said operating circuits and devices and con'iprising control switches in said operating circuits and a motor for driving the same through a predetermined cycle of operations, and switches in said control circuits governed by cars as they enter and leave the block to operate said motor.

7. A block signaling system comprising signals at the opposite ends of a block, signal controlling and operating circuits and devices, a power driven master controller governing said operating circuits and devices and comprising control switches in said operating circuits, and. a constant speed motor governed over said controlling circuits for driving the control switches through a predetermined cycle of operations, a self-locking switch in each oi said at the opposite ends of a block, signal controlling and operating circuits and devices, and a power driven master controller govlerning said operating circuits and devices,

comprising control switches and connected in the circuits, and a motor governed over said control circuits for driving the control switches through a predetermined cycle of operations, and switching means in said con trol circuits operated by cars entering and leaving the block to effect energization of said motor.

9. A signaling system comprising signals at the opposite ends of a block, signal controlling and operating circuits and devices, and a power driven master controller governing said operating circuits and devices,

comprising control switches and connected in the circuits, and a motor for driving the control switches through a predetermined cycle of operations, switching means in said control circuits operated by cars entering and leaving the block to effect energization of said motor, and a registering device operated by said motor once for each cycle and means governed by the registering device and governing the restoration of the signals.

10. A block signaling system comprising a pair of signals one at each end of a block, signal controlling and operating circuits and devices, a master controller governing said operating circuits and devices comprising control switches in said operating circuits and a motor for driving the control switches through a predetermined cycle of operations, switching means in said control circuits operated by cars entering and leaving the block to effect energization of said motor, and switches associated with the signal operating devices and operated thereby to open the operating circuits when the sig nals are first actuated upon the entrance of a car, and to retain said circuits open until the signals are returned to normal.

11. A signaling system comprising a signal protecting a block, a controlling and an operating circuit and device therefor, a master controller governing said operating circuit and device and comprising control switches in said operating circuit and a motor for driving the same, means comprising trolley actuated switches in the control circuit to close the motor circuit upon the entrance of a car upon the block, together with means operated from the motor locking the motor circuit closed through a predetermined cycle of operation.

12. A block signaling system comprising a signal protecting the entrance to a block, an operating circuit and device therefor, and a master controller governing said circuit and device comprising a motor, and a switch normally disconnected from the motor and adapted to control the said circuit, means to close the motor circuit upon the entrance of a car to the block, and a clutch simultaneously connecting the switch to the motor for operation thereby.

13. A block signaling system comprising signals at the opposite ends of a block, operating circuits and devices therefor, a master controller device for governing said circuits and devices comprising time controlled switches for said circuits, and a motor for driving the control switches, and control circuits extending from opposite ends of the block with electrically interlocking relays in said master controller responsive to changes in said circuits to govern the operation of the controller to set the signals.

14. A signaling system comprising signals at the opposite ends of a block, con trolling and operating circuits for the same, and a master controller device having a prolonged action including a car counting device intermediate the said signals set in operation through said control circuits, and

governing the said signals over said operating circuits.

15. A block signaling system comprising signals at the opposite ends of a block, operating circuits and devices therefor, a master controller device for governing said circuits and devices comprising control switches for said circuits, and a motor for driving the same, control circuits extending from opposite ends of the block with electrically interlocking relays in said master controller responsive to current changes in said circuits to govern the operation of the controller to set the signals, and a counting device operatively associated with said master controller and controlling the clearing of the signals.

16. A block signaling system comprising signals at the opposite ends of a block, operating circuits and devices therefor, and a master controller governing said circuits and devices comprising control switches in said circuits and a motor for driving the same, a counting device also operated by the motor, a pair of electrically interlocking solenoids jointly controlling the operation of the counting device and control. circuits extending from the opposite ends of the block and to said solenoids respectively.

17. A block signaling system comprising a pair of signals one at each end of the block, setting and clearing circuits and devices for the same, a master controller for governing said circuits and devices comprising control switches for closing said circuits, and a motor for driving the same, means for energizing the motor to drive the switches to set the signals upon the entrance of each car into the block, a normally closed switch in the clearing circuits driven by the motor to open the circuits upon the entrance of a car into the block, and preventing the closure of the clearing circuits as long as there is a car in the block.

18. A block signaling system comprising apair of signals one at each end of the block, signal setting and clearing circuits and devices, a master controller governing said circuits and devices to operate the signals, said master controller comprising control switches in said circuits, a motor for v driving the same, a counting device driven by the motor, one of said control switches being active upon each energization of the motor to close the clearing circuit, means operatively associated with the counting device to disable the clearing circuits as long as the counting device registers a car upon the block, and electrically interlocking control circuits extending respectively from opposite ends of the block controlled by movements of the cars into and out of the block and governing said master controller.

19. A block signaling system comprising a pair of signals one at each end of a block,

operating circuits and devices therefor, a

7 control circuit.

20. A block signaling system comprising a pair of signals one at each end of the block, operating circuits and devices for the same, a master controller governing said circuits and devices, control circuits extending from opposite ends of the block to said master controller to govern the same, and electromagnetic means directly operated from said control circuits mechanically associated with the signals to determine the positions to which the signals shall be operated.

21. A block signaling system comprising a pair of signals one at each end of the block, operating circuits and devices therefor, a master controller for said circuits and devices comprising switches in said circuits and means for driving the same, said means 7 having prolonged action, self-locking control circuits extending from opposite ends of the block and controlled by a passing car to initiate action of the master controller, a witch in the master controller driven by said means for opening said self-locking circuits after a predetermined time, and gearing in the master controller determining the time period covered by the cycle of operations of'said time operated switches.

Copies '01 this patent maybe obtained for five cents each, by addressing the Commissioner 7 22. In a block signaling system, signals at the opposite ends of the block, operating circuits and switches therefor, a master controller therefor comprising electrically interlocking electromagnetic switches, control switches jointly controlling said operating circuits, and means to drive said control switches, and means operable from opposite ends of the block to energize said electromagnetic switches singly and to control said driving means.

23. A block signaling system comprising signals at the opposite ends of a block, signal setting circuits, signal clearing circuits associated with said signals, operating devices for the signals, a master controller governing said circuits and devices comprising a switch normally closing the clearing circuits, a second switch normally holding the signal setting circuits open, and a motor for driving the said switches through a complete cycle of operations in which the clearing circuits are first opened, the said signal circuits are then closed, and the signal setting circuits then again opened and the clearing circuits then again closed, said switches having relative angular relation to said driving means giving them the aforesaid order of operation, motor controlled means determining the time period covered by the cycle of operation of the switches, control circuits connected with the master controller over which the cycle may be initiated upon the entrance and departure of cars, trolley switches for said control circuits actuated by passing cars and an auxiliary motor controlled device associated with the clearing circuits adapted to maintain the same open as long as there is a car upon the block.

In testimony whereof I afiix my signature in presence of two witnesses.

CHARLES WALKER VVARI).

Witnesses J. P. BECKER, JAMES B. Hocn.

of Patents,

Washington, D. G.