US314763A - Electrical railroad-signal - Google Patents

Description

13 SheetsSheGt 1.

(No Model,)

W. T. WATERS. ELECTRICAL RAILROAD SIGNAL.

No. 314,763 PatentedMar. 31, 1885.

INVENTOR Zo'wmT Wcote rs.

WITNESSES v By his Attorney (No Model.) 13 Sheets-Sheet 3.

W. T. WATERS.

' ELECTRICAL RAILROAD SIGNAL. I No. 314,763. Patented Mar. 31, 1885.

WITNESSES INVENTOR @5- a WV- mum) mers.

By his Attorney (No Model.) I 13 Sheets-Sheefu 4. W. T. WATERS.

ELECTRICAL RAILROAD SIGNAL. No. 314,763. Patented Mar. 31, 1885.

WITNESSES INVENTOR Wham ZT'Weitem. Q5. C. 7? I By his .dttomey l/(tbwfibm N. PETERS. Fhnlmllllmgrnplmr. Washmglon 0.c.

(N0 ModeL) 13 Sheets-Sheet 5.-

W. T. WATERS.

ELECTRICAL RAILROAD SIGNAL. N0. 314,763. Patented Mar. 31, 1885.

WITNESSES INVENTOE m'zla'amr Witers. 86 MM,

W By his flttbrney /laplavflwwl 13 SheetsSheet 6.

(No Model.)

W. T. WATERS.

ELEOTRIGAL RAILROAD SIGNAL.

.No. 314,763. Patented Mar. 31, 1885.

WITNESSES LNVENTOR Wvlizlalm TW/iers.

By his Attorney N. F'KTERS. Puma-um (No ModeL) 13 Sheets Sheet 8.

W. 'T. WATERS.

ELECTRICAL RAILROAD SIGNAL. No. 314,763. Patented Mar. 31, 1885.

WITNESSES INVENTOR m'ZZv'a/m/ T Wale/021.9.

a By hi .flttorney /(M/(OWbMX) N. PETERS Phbhrblhugmphcr. Washiuglcn. n. c.

(No Model,) 13 Sheets-Sheet 9.

W. T.. WATERS.

ELECTRICAL RAILROAD SIGNAL.

No. 314,763. Patented Mar. 31, 1885.

WITNESSES INVENTOR J B?! .hzls' .Httorney I 3 S R E T A T (No ModeL) ELECTRICAL RAILROAD SIGNAL.

No. 314,763. Patented Mar. 31, 1885.

WITNESSES I N O Q6 mlliwm/ T Wd/ters ML.

7 W 31 his .ifforney V N. PETERS. Fhololilhugnlplu-r. W-xslmlglon. l1 0 13 Sheets-Sheet 12.

(No Model.)

W. T. WATERS. ELEGTRIGALRAILROAD SIGNAL.

Patented Mar. 31, 1885.

INVENTOR WiZZZ'amIZ". Wafers J/f. i/mwdz,

WITNESSES By his flttorney (No ModeL) 13 Sheets-Sheet 13.

W. T. WATERS.

ELECTRICAL RAILROAD SIGNAL.

No. 314,763. PatentedMar. 31, 1885.

INVENTOR- 71 2 285604 Z 7 6066 15 N, PETERS. Pnuwunm a nL-r. wmn unn, n. c.

UNirEn grains Arnsir tries.

WVIL LIAM T. WATER-S, OF ATLANTA, GEORGIA.

ELECTRICAL RAlLROAD-SlGNAL.

i3PEGI-FIQATIQN forming part of Letters Patent No. 314,763, dated March 31, 1885.

Application filed April 1, I884.

T aZZ whom it may concern:

Be it known that I, \VILLIAM T. XVATERs, a citizen of the United States, residing at Atlanta, in the county of Fulton and State of Georgia, have invented certain new and useful Improvements in a System of Electric Signals for Railways, of which the following is a specification, reference being had therein to the accompanying drawings.

My invention relates to improvements in electric railway-signals, the object of which is to provide a system of automatic signals for railways suitable t'or'and applicable to all the purposes for which stationary railway-signals are required and used. The objects sought for I attain, by means of the mechanism and electrical connections illustratedin the accompanying drawings, in which Figure l is a side elevation, partly in section, of the signal-box. Fig. 2 is a front elevation, partly in section, of same. Fig. 8 is a plan view of ame on line 8 of Fig. 2, showing the upper bearings of the three signals. Fig. 4 is a plan view of a portion of the sig nal-actuating mechanism, showing the insulated electric switches. Fig. 5 is a plan view of the power-receiving mechanism, showing the-advance signal-releasing magnets with their armatures, the switch-controlling magnets of the motor-circuits, and the cut-out of the signaling'circuit. Fig. 6 is a plan view of the power-releasing magnets, showing the free end of the shuttlearm in section, the own plates being broken away to show the shuttlecam and rollers. Fig. 7is a side view, partly in section, of the power receiving and signalactuating mechanisms. Fig. Sis a front view, partly in section, of a portion of the advance signal-actuating mechanism and the insulated electric switches controlled thereby. Fig. 9 is a front elevation of the power-receiving and power-releasing mechanism and a portion of the advance signal-actuating mechanism. Fig. 10 is a plan view of the beveled sector, rigidly attached to shaft ofadvance sig nal. Fig. 11 is a plan view of the upper of a pair of slotted wheels, loosely mounted on the shaft or stud upon which the advance signal shaft is pivotally mounted. Fig. 12 is a plan view of the lower of these slotted wheels. Fig. 13 is a plan view of the rag-wheel, loosely (X0 model.)

mounted 011 the same shaft or stud. Fig. 14 is a vertical section 0. theadVance-signal-actuating mechanism. Fig. 15 is a plan View of the compound bev led sector and crown sec tor rigidly attached to the shalt of rear signal. Fig. 16 is a plan view of the eccentric boss, rigidly attached to shaft of rear signal. Fig. 17 isa plan view of rag-wheel rigidly attached to shat": or stud upon which the rearsignal shaft is pivotally mounted. Fig. 18 is a vertical section of the rearsigniiilactuating mechanism. Fig. 19is aside vertical section of a portion of the shuttle-arm and a portion of compound wheel of the power-receiving mechanism. Fig. 20 is a front vertical section of same. Fig. 21 isa frontelevation, partly in section, ofa portion of the shuttlearm. Fig. 22 is a side vertical section ofsai'ne. Fig. 23 is a vertical section of the shuttle through line 23 of Fig. 25. Fig. 24 is a vertical section oftheshuttle through line 2etofFig. 25. Fig. 25 isacrosssection of the shuttle, taken on line 25 of Fig. 24. Fig. 26 is a section of a portion of the shuttlearm, taken through line 26, Fig. 21. Fig. 27 is a section of the shuttle-arm, taken through line 27, Fig. 21. Fig. 28 is a section of the shuttle-arm, taken through line 28, Fig. 20. Fig. 29 is a section of the shuttle-arm, taken through line 27, Fig. 20. Fig. 30 is a View, partly in section, of meet the camshafts with signal-locking arm, and CZLUISlGBVG with locking-arm escapement of the advance signal, with insulated electric switches oper ated thereby. Fig. 3L is a side elevation of the signal-releasing magnet and its armature, the signal-locking arm, the lockingarm escapeinent, gravity dog with latching-lever and switches operated thereby, and spring-latch, with switch-controlling magnet of motor-circuit and its armature. Fig. 32 is a diagram of the reversible electric motor and its connection, with power-receiving mechanism, and of the electrical connections for signaling and motor circuits, lighting-circuit, and light-controlling circuit. Fig. is a diagram of the electric motor and its connection with powerreceiving mechanism, together with the electrical connections for opcratin g special distant signals. Fig. 3i is a perspective view of the track and nine signal-posts, representing two trains moving in one direction and one train moving in the opposite direction, and showi opposite direction, the white side being in ing the positions of the several signals in front and rear of each train.

It is intended that a train moving over a line of railway shall protect itself from collision both in front and rear automatically, maintaining two advance signals continually displayed in front, and one rear signal continually displayed in rear, the former of which are successively concealed as the train passes them, and the latter is concealed only when the receding train has passed out of the block it is designed to protect.

The setting of an advance signal at a second post in front of a moving itrain completes a circuit from a source of electricity at said second post in front to and through a reversible electric motor located at first post in front of said train, the action of which motor stores power for displaying the rear and concealing the advance signal at that post, and at same time turns the verifying-signal at that post to safety and holds it there. The train on passing this post releases the power stored by the electric motor,which power, when released, displays the verifying and rear signals, and conceals the advance signal at that post, and at same time connects the advance signalingcircuit with a local source of electricity, displaying an advance signal at the second post in advance of the moving train, and alsoconmeets a local source of electricity with a rear signaling-circuit, thereby concealing the rear signal at the post last passed.

The displaying of an advance signal at the second post in advance of a moving train connects a local source of electricity at said second post with a motor located at the the first post in advance of said moving train; but the motor-circuit is automatically broken by the action of the motor itself at the post where such motor'is located as soon as the necessary power has been stored, and the breaking .of this circuit, which passes through an electromagnet at the advance post from which cur rent is received, allows the armature of said magnet to rise, and this operation unites or couples together the two normally-independent signaling-circuits which terminate at that post, thus completing the signaling-circuit from the post next to be passed by the train to the second postin advance thereof. These signals are so interdependent that no train can operate a signal at a post where another train has a signal (advance or rear) displayed, thus always securing an entire block between any two trains, whether moving in the same or in opposite directions on the same track. Each advance signal normally held at safety is opadvance signal in one direction, (west, for instance,) and the other turns the red side in the every case turned toward the approaching train by which it was displayed. The advance signal is displayed by normally-stored power released by an electric impulse from a distant point, and is afterward concealed by the display movement of the rear signal. The rear signal is displayed by power stored from an electric motor released by an electric imp'ulseimparted through the track-circuit to the auxiliary circuit by the passing train, and the same movement stores power for concealing said signal. This power last mentioned is released by an electric impulse from a distant point caused by the receding train passing said distant point. p y The operation of the motor is dependent upon the position of the advance signal next beyond it, and the direction of its rotation is determined by the direction from which it re ceives current. Turned in one direction it stores power that, when released, will display an east rear and conceal an east advance signal. Turned in the other direction it stores power that, when released, will display a west rear and conceal a west advance signal, and turned in either direction it will turn the verifying-signal from its normal position of "danger to safety, in which position it will remain until the power stored at time of its initial movement is released, and in every case the current that drives the electric motor is automatically broken as soon as the required power has been stored thereby. The further rotation of the motor, caused by its momentum at the time when the current is shut off, atfects no part of the power-receiving or signal-actuating mechanisms, except the com pound wheel and gearing through which the driving-power of the motor is communicated position of this wheel will not interfere with the proper working of that mechanism. An electric-lighting circuit, normally open, is provided at each signal box or station, and is so connected through switches operated by the movement of the signals and a source of electricity at that post that a lighting-current will be diverted through an electric lamp whenever an advance or rear signal is displayed on that post; but the lamp will be cut out when neither one of said signals is displayed.' The lighting-circuit is further controlled by an independent light-controlling vto the power-receiving mechanism, and the -IIO will appear. The object of this independent light-controlling circuit is to enable those using this system of signals to prevent the waste of electric energy by the burning of the light during daytime or when no lights are required, and the cutting off the lighting-circuit is made dependent upon the presence (rather than the absence) of a current on this independent circuit, in order that any accident to said independent circuit will leave the lighting-circuit turned on, and thus insure the presence of a light when needed. In this independent circuit at each post and station s a cut-out in which a plug connected with a telegraphic outfit may be inserted at any time with or without battery, as required, and this circuit thus used for telegraphic purposes or the sending of an alarm in cases of emergency, or whenever necessary.

For convenience in describing the apparatus, a railroad running east and west may be assumed. The letter E in connection with a figure (thus 2 IE) will denote east, and the letter IV in connection with a figure (thus 1 W) will denote west. The electric switches and their contacts are lettered E A,(east advance,) E R. (east rear,) WV A, (west advance,) W R, (west re ar,) in sets corresponding to the sig nals by the movements of which they are operated, and each set has a separate series of numbers, thus 1 W A, (1 west advance,) 850. The switches pertaining to the lighting-circuit are lettered L, and numbered separately, thus 2 L (2 light.) I can use any source of electric ity that is constant and reliable, whether it be a local or storage battery at each post,or a generalsupply wire, or a supply-wire in con nection with storage batteries, (the latter method preferred,) and in case of the generalsupply wire being used I would prefer an underground cable, as being free from atmospheric disturbances. The use of a generalsupply wire or other common source of elec trieity at each post or station will necessi tate, of course, the use of such resistances as will limit the amount of current imparted to any circuit from such common source to the need of that circuit, and in any case I can use the ground or any other return-circuit. For convenience in this description I use the word ground for the return-circuit, and in the drawings I have shown the return-circuit as going to ground through the rails of the track.

For draw-bridges, switches, railway-crossings, junction-working,and all cases where it is necessary to display a distant signal nor mally held at safety,an'd afterward desirable to restore such signal to its normal position from the same or from one or more other more or less distant points, I use a special distant signal with power-receiving mechanism similar to what is here shown, so far as similarity-is necessary for operating said mechanism in one direction only. An electric impulse from a distant point will display such a signal, and the displaying of it will divert a current from a source of electricity at the signal=post through a motor at that post, and thence over the singleline wire by which such distant signal-post is connected with the post or station from which such signal is being operated. through one or more electro-magnets :at that station, for giving an audible or visible verification of the distant signal, and for operating any device in connection with the locking mechanism of drawbridges and switches, as desired, and thence to ground. The motor, in this case, as before. has an automatic cutout, whereby the driving-current is cut out as soon as the motor has stored the necessary power for concealing the displayed signal. A second impulse from the same or another distant point to the signal-post will pass through a power-releasin g magnet at that post and to ground, releasing the stored power, and thereby concealing the displayed signal.

For signal boxes or posts I have shown a box having an iron bedplate, and in the lower part of which are housed the power-receiving mechanism and electrical appliances, with a door in each side that affords access to these parts when necessary. The upper part is preferably glazed all around,and covered with a metal roof, thus permanently housing the signals from the elements,but at the same time leaving them in plain view from any direction. These boxes are to be mounted conspicu- 'ously on any suitable supports located at intervals along and near the line of the track, and at such distances apart and at such distances from the line of the track (not neces sarily uniform in either case) as the traffic of each road may require, or the topography of' the country through which it passes may render most convenient or desirable. 'The signaling-circuits, each of which extends only from a given signal-post to the one nearest to it in either direction, are normally independent of each other. They are arranged in series along the line of railway, each series extending from one station or passing-point to another only along tracks over which trains are permitted to run in both directions; but along double-track roads over which trains are permitted to run on a given track in one direction only, a single series may extend from end to end of each of such tracks. In either case, before a train is permitted to enter a series the train-dispatcher, station-agent, or other official of the road charged with that duty, by means of a manual-key located at the initial station, imparts to the signaling-circuit about to be entered two electrical impulses, the first of which displays an advance signal near by, and the next displays a second and more remote advance signal. The displaying of this second signal causes the verifying-signal at first signal-post to'be turned to safety, and the engine-driver is thereby. notified that his train may proceed. On leaving or passing out of such a series of circuits there is left behind the train but one signal in an abnormal position, and that a rear signal'at the signal-post last passed, and it may be concealed by an electric impulse transmitted from a manual switch or key at the terminal station.

It is manifest that initial and terminal impulses may .be transmitted from track circuit closers operated by the movement of the train itself, if this mode is, in any case, preferred to the manual switches or keys above referred to. A single conductor for both motor and signaling circuits is required for each track, whether trains movein both or in one direction only over said track, and a single supply-Wire and asingle light controlling circuit is required for each road regardless of the number of tracks. For track-circuit closersl may use any of the well-known forms. Referring to the drawings, the railwaytrack A, Fig. 32, is provided at any suitable intervals with track-circuit ,closers B, (of any approved pattern,) so adjusted with reference to one rail of the track that the passage of a locomotive or car, or of the locomotive and cars composing a train, will complete a local circuit at the signal-post 0 through thecircuitcloser B, a source of electricity, B, the elec tro-magnet D, and the wires connecting them. The closing of this circuit causes the magnet D to attract its armature, which is part of an auxiliary circuit that includes the magnets D D D, the armature-of the magnet D and its contact E,.the movable brush or strip E, its

fixed contact or strip E a source of electric-- ity, and the wires by which they are connected. The armaturcs ofthe magnets D D have each a hook or shoulder formed on the free end thereof, with which the long arm of the twoarmed levers F F are normally engaged. The

levers F F are pivoted at their angle, and provided with retracting-springs F", havinga tendency to hold them in their normal positions. These armatures also carry at their free ends each an insulated flexible strip, F whichare electrically connected by flexible conductors with the binding-screws l E 1 WV,

respectively. The strips F are provided with an upper contact each, 2 E and 2 XV, and a lower contact each, 3 E and 8 WV, and are normally held against the upper of their re spective contacts; but when the armatures to which they are attached are. attracted by the closing of the auxiliary circuit their contact with 2 E and 2 WV is broken and their contact with 3 E and 3 \V is established.

Adjacent to and between the two levers F F is a two-way-reciprocating power-receiving mechanism, Fig. 5, pivoted upon the shaft G, and consisting of a pair of loosely-mounted arms carrying the heavier weights H H, a-

pair of 1ooselymounted arms carrying the lighter weights H H", the loosely-mounted bifurcated two =armed lever I, the looselymounted compound wheel J, the rigidly mounted shuttlerarm K, the rigidly-mounted two-armed weightraising lever L, and the rigidly-mounted insulated brush or strip E. The shaft G is supported in suitable bearings fastened to the bed-plate or floor of the signalbox. The bifurcated two-armed lever I is pivoted loosely-atits angle on the shaft G, and each of its arms, at its outward extremities, is fitted with a latch, 1 and 1', respectively, adapted to engage, and normally engaged with, the short arms of the levers F F, respectively, but in such manner as to effect only the down ward movement of saidlatches. Each of these latches is pivoted and provided with a retracting-spring, I, having a tendency to hold the latch in its normal position with respectto the arm on the end of which it is pivoted. Each arm of this lever is also fitted at its extremity with a downward-projecting hook, I. At the shaft G the lever I has two bearings, between which are mounted the shuttle-arm K and the compound wheel J. One of these bearings extends upward and carries the beveled sector 1 The arms of the lever I also carry the weight-raising projections I 1 respectively, projecting at right angles to the vertical plane of said lever. The arms carrying the lighter weights H H rest in the path of these projections 1 F, and in such position that one or the other of them is raised whenever the lever I is moved from its normal position. The compound wheel J' is loosely mounted at its center upon the-shaft G, and its face is divided circumferentially into two parts, one part, J being like the face of any ordinary worm-wheel, the other presenting a preferably flat smooth surface with one or more radiallyprojecting teeth, J. The shuttle-arm K is. rigidly pivoted to the shaft G, and carries at one end the beveled sector K. Its other end is bored and slotted to receive the shuttle K, its cam-rollers K the shuttle-bolt K, and its cam-rollers K Figs. 19 to 22. The normal position of the shuttlearm is perpendicular to the horizontal plane ofthe shaft G, with the beveled sector K above and the bored and slotted end below said plane, and in this position the shuttle-bolt K at its inner end is in the path of the radially-projecting teeth J of the compound K. The shuttlebolt K is fitted with two stops, between which the spring K is mounted, said spring resting against a washer at each end, and thereby confined, underaslight compression, between said stops. The ends of the shuttle K are bored, Figs. 19 to 29, to accommodate the movement of the bolt K and slotted to permit the stops on said bolt to pass through.

On the shuttle K are formed. laterally-projecting studs K, parallel to the shaft G, which slide in slots in the arm K, and, projecting beby which the shuttle can be moved longitudinally Within said arm.

On the shuttle-bolt K are formed laterallyprojecting studs K also parallel to the shaft but projecting beyond the outer surface of the longitudinally within the shuttle K, or held at a fixed distance from the shaft G while the yond the surface of said arm, form bearings- G, and adapted to slide in slotsin the arm K,

said arm, whereby the bolt K may be moved wheel J, and held there by the shuttle-spring position of the shuttleitself is being changed. I shaft W. On the outer end of this cam-shaft The two-armed weight-raising lever L, Fig. 5, is rigidly pivoted at its anglcto the shaft G, and each arm has a lateral projection, L U, at right angles to the vertical plane of said lever. The arms carrying theheavier weights H H rest in the path of these projections, and in such position that one or the other of them will be raised whenever the shaft G is turned from its normal position. The movable brush or strip E is rigidly pivoted at one end upon, but insulated from, the shaft G, and in its normal position its free end rests upon an insulating-surface; but when moved from this position it passes off the insulating-surface and upon the metal surface of the insulated semi-annular strip E The beveled sector K, Fig. 7, meshes with a beveled sector, M, rigidly mounted on the shaft N of the verifying-signal. This shaft is held in its position by suitable bearings, as at O O. The beveled sector I meshes with the beveled wheel M, which is rigidly mounted on the shaft N. Through this shaft N motion is communicated from the shaft G of power-receiving mechanism to the rear and advance signal mechanisms.

To the compound wheel J is geared a reversible electric motor, P, Fig. 32, having no (lead-centers.

Fixed to the bed-plate of the power-receiving mechanism are the two cam-plates Q Q, each having an eccentric groove or hearing, Q, Figs. 7 and 9, in which the projecting lugs K of the shuttle K are adapted to move,and two concentric bearings, Q Q, on which the projecting lugs K of the shuttle-bolt K are adapted to move. The bearings Q are cut away at the limit of the upward movement of the lugs K in either direction to allow said lugs K to pass from the inner bearing, Q to the outer bearing, Q, and are also cutaway at the limit of the downward movement of the lugs K to allow them to pass from the outer bearing, Q to the inner bearing, Q

Cam-rollers may be used on the lugs or studs K and K, if found to be desirable, and I have shown that construction.

On the shaft N, at its upper end, is rigidly mounted a rag-wheel, B, Fig. 7, carrying a chain belt, R through which motion is communicated to another rag-wheel, It, loosely mounted on the fixed shaft N. The rag-wheel Rhas formed 011 its upper face radial ribs or projections or lugs V The shaft N of the rear signal ismounted pivotally, Fig. 18, upon the top of the shaft N, and is held in an upright position by a suitable bearing, O,at the top, as shown, Fig. 3.

Mounted rigidly upon and at the bottom of the shaft N is the boss S, carrying the downward projection S in-the path of the ribs or projections or lugs R of the rag-wheel B. On same shaft and immediately above this boss is the cam T, the beveled sector U, and the crown sector U. The beveled sector U, Fig. 7, meshes with the beveled sector V, which is rigidly mounted on theinner end of the cam is rigidly mounted an arm carrying the weight H The cam-shaft W is in its normal position when this weight is at its lowest point, and has athree-eighths turn movement, more or less, in either direction from its normal po sition.

Between the beveled sector V and the weight H are arranged tive insulated electric switches, (shown in plan view in Fig. 4, and diagrammatically in Fig. 32,) two of which are disturbed by a movement of the eamshaft W in one direction only, two more are disturbed by a movement of the cam-shaft W in the other direction only, and one (2 L, Fig. 4) is disturbed by a movement of said cam-shaft in either direction. Each of these switches is provided at its free end with an upper and a lower contact, Fig. 32, between which it is adapted to move, and each is normally held against its lower contact; but a movement of the camshaft WV in either direction will so move three of the switches as to force them away from their lower contacts and against their upper contacts, the other two switches remaining meanwhile in their normal position.

Around the cam T passes the eccentric-strap X, Figs. 4 and 7, which is bent to pass the shaft N of the verifying-signal and terminates in abolt, X, passing through the bearing X in proximity to the wheels Z Z of advancesignal mechanism, with both of which said bolt is thrown into engagement by the displaying of the rear signal; but normally it is not so engaged. The crown-sector U, with two notches formed therein at points diametrically opposite to each other, i ig. 32, is adapted to engage with the hook or shoulder on. the armature of the magnet D It is not normally so engaged, but a quarter-turn of the shaft N in either direction from its normal position will allow the hook of the depressed armature to rise into one or the other of the notches U U of the crown'sector U, looking it in that position.

On the shaft N are loosely mounted the ragwheel R and the slotted wheels Z Z, Figs. 7 and 14:. On the upper side of the rag-wheel R is formed a recess, and in this recess is the loose arm Y, Fig. 13, pivoted about the shaft N and having a reciprocating movement within said recess. On the upper surface of this arm are two perpendicular projections, Y Y Around five-eighths, more or less, of the peripheries of the wheels Z Z are formed beveled teeth, Figs. 11 and 12. The remainder of their peripheries is smooth, with a single notch in each to receive the bolt X. The wheel Z, Figs. 12 and 14:, carries a short downward projection, (I, located. in the path of the projection Y and a longer upward proj ection, b, the latter extending upward through aslot in the wheel Z and above its surface.

upward one, I), the former extending down IIO ward through a slot in the wheel Z and into pelled by the suspended weight H, makes its the path of the projection Y. The shaft N of the advance signal is mounted pivotally upon the top of the shaft N, Fig. 14, and is held in an upright position by suitable bear ings, as shown, Fig. 3. On the shaft N is rigidly mounted the beveled sector UL, on the under side ofwhich are the downward projections 0 c, locatedin the paths of the projections b b. The beveled sector U meshes with the beveled sector V, Fig. 7. This last is rigidly mounted on the inner end of the camshaft W, on the outer end of which is rigidly mounted an arm carrying the adjustable weight H, the normal position of which is that which it would assume under the law of gravity.

Between the sector V and the weight H is a single insulated electric switch, 1 L, provided at its free end with an upper anda lowor contact, between which it is adapted to move. It is normally held against its lower contact, but a movement of the cam-shaft W in either direction from its normal position will force it away from its lower contact and against its upper contact.

On either side of and at right angles to the vertical plane of the cam-shaft W, and in the vertical plane of the shafts N N are the camshafts W W of the two'sets of advance-signalactuating mechanism. As these are similar in construction and operation, I will describe but one of them.

On the inner end of the camshaft 'Wis rigidly mounted the beveled sector 61, meshing with the slotted wheel Z, and on itsouter end is rigidly mounted an arm carrying the weight H and the signal-locking arm 6, Figs. 7 and 32, adapted to engage and normally engaged with the hook or shoulder formed on the armaturef, of the electro-magnet D There is also loosely mounted on the camshaft WV the cam-sleeve 9, Fig. 30, carrying the lockingarm escapement h, and an arm carrying =the weight H The locking-arm escapement h is adapted to move behind and parallel to the path of the signal-locking arm 6, and is normally at rest against it. Said lockingarm escapement has formed on it and projecting at right angles to the plane in which it moves four lugs, i i i Of these twoviz., i and i"are short, and two-viz., i iare long.

To the lug t" is attached an insulated strip or spring, 16, adapted to. make contact with the fixed contactpoint 17, but normally out of contact therewith.

The armaturefof the magnet D has a hook or shoulder formed both above and'below on its free end, and the lower oneis extended horizontally at right angles to said armature.

When the mechanism is in its normal position, the signal-locking arm 6 is engaged with the armature f of the magnet D and the locking-arm escapement h is held away from said armature by the lug t, resting against the locking-arm e; but if the armaturefis depressed, the signal-locking arm 6 is released, and, im-

The cam-sleeve 9 will make a second short movement, but is again stopped by the lug i striking against the hook on the upper side of the restored armature f. If the armature f is again depressed out of the path of the lug 17, the cam-sleeve y will make a forward movement, but is again stopped, this time by the lug v3 striking against the hook on the under side of the depressed armature f; and now, if said-armature be allowed to rise again out of the path of the lug i, the cam-sleeve 9 will complete its forward movement, following up and finally resting against the, signal-locking arm e, and the restoration of said locking-arm e to its normal position will restore the lockingarm escapement h to its normal position also.

The cam-sleeve g has formed on it two standards, j, between which is a pivoted'a gravity dog, is, Fig. 31, in such position that the second forward movement of the cam-sleeve 9 will carry said gravity-dog is through and, be yond that portion of its path in which normally rests a locking-lever, Z, and, depressing it,will leave its free end engaged with aspringlatch, m, adapted to engage therewith at the limit of the downward movement of said locking-lever Z. The free end of said lever is rigidly connected with the free ends ofthe switches 4 E A, 5 E A by a connecting-rod, n, pivoted to the lever Z and to a cross-bar, a that is 'con-.

nected with but insulated from both of said switches, so that when the lever Zis depressed the said switches are likewise depressed, and when the lever is allowed to rise the switches rise with it. I

Below the lever Z in same vertical plane with it, and'with its free end in same direction as that of said lever, is the armature 0 of the electro-magnet D. This armature is so connected with the locking-lever Z that the depression of said lever will not change the position of said armature; but when both are depressed, the lever cannot rise till the armature be allowed to rise also. If the lever Z be depressed, it makes engagement with the spring-latchm, and depresses the switches 4 E A, 5 E A, as above set forth, breaking the contact of the former with 12 E A, and establishing the contact of the latter with 13 E A, and they will be so held; and now, if the armature 0 be depressed, its free end passing over a cam formed on the spring-latch at will force said latch outward, releasing the lever Z from said latch; but as the said lever cannot rise while the armature is depressed, it is now held down by the armature, and when the armature is allowed to rise to its normal position the lever land the switches4 E A, 5 E A, with which it is connected,wi1l rise to their normal positions. The cam-sleeve g has also formed on it a cam in such position that the fourth and final forward movement of said cam-sleeve will bring said cam into that portion of its path in which the insulated electric switch 6 E A normally rests, raising it away from its lower contact, 15 E A, and against its upper contact, 14: E A. The cam-shaft W has also formed on it a cam in such position that its forward movement will bring said cam into that portion of its path in which normally rest the insulated electric switches 1 E A, 2 E A, 3 E A, raising them away from their lower contacts, 8 E A,

10 E A, and 11 E A, and against their upper contacts, 7 E A, 9 E A, and the upper contact of 3 E A, respectively. The latter being merely a stop, and having no electrical connection, is not shown in diagram of circuits, Fig. 32.

The cam-shafts WV W their cam-sleeves g g, and all their electrical and mechanical connectionsare similar, one being connected with the slotted wheel Z for advance signals of trains moving in one direction, the other being connected with the slotted wheel Z for advance signals of trains moving in the opposite direction. The cam-shaft WV" has the lockingarm cengaged with armature f of magnet D the cam-sleeve g with lockingarmescape ment h, locking-lever Z, spring-latch m, connecting-rod a, armature of magnet D and switches and their contacts, numbered as before, but designated by the letters W A, in stead of E A, as before. In other respects the description above given of NV" and its connections will apply to W T3 and its connections.

On the shaft N, Fig. 32, of the verifying signal is rigidly mounted the double cam p, in proximity to which and in its path normally rest the insulated electric switches q q, their free ends pressing against the contacts 4* r, and in such position with respect to each other that the turning of the shaft N in either direction from its normal position will force said switches away from said contacts. There is also rigidly mounted on this shaft, or on the shaft G, as may be most convenient, the automatic cut-out P, Fig. 32, of motor circuit. The armature of the magnet D carries at its free end an insulated strip, F which is electrically connected with the fixed contact 1 E. Near and in the path of this strip are the contacts 2 E 3 E, between which it is adapted to move, and against the former of which it is normally at rest.

The armature of the magnet D and its strip F and contacts 1 XV, 2 W, and 3 V are similar in construction and operation to those of the magnet D, just described.

The electrical connections of each signalpost are as follows: The track circuit closer B is the normally-open point in a local circuit that includes a source of electricity, B, and q an electro-magnet, D. The contact 1 T is con- I nected, through the source of electricity Band the magnet D, with the contact 2 T. In the auxiliary local circuit there are two normally-open points. One pole of the'source of electricity is connected through the magnet D with the fixed contact E. The other pole of the source of electricity is connected through the magnet D with the movable brush or strip E. The fixed contact or strip E is connected, through the mag net D, with the armature of the magnet D. If, new, the brush or strip E be brought into contact with the metal surface of the strip E and the armature of the magnet D be depressed against the contact E, the auxiliary local circuit will be closed. The closing of thiscircuit will excite the magnets D D and their armatures will be attracted, and any power that may have been stored in the power-receiving mechanism will be released. The armature of the magnet D being attracted, the insulated strip connected with line eastward, for instance, will be drawn away from the contact 2 E and against the contact 3 E, and so remain until the movable strip E moves off the metal surface and upon the insulatingsurface of the fixed strip or contact E contacts 1NV, 2 NV, and 3 V will be similarly affected at same time. to armature of magnet D, is connected through the fixed contact 1 E directly with line-wire ot' signaling-circuit in one direction, and the strip F attached to armature of magnet D is connected through the fixed contact 1 W directly with line-wire of signaling-circuit in the opposite direction. ris-connected with 1 W R, r with 1 E R. 2 E R is connected with q, 2 WV R with q. 4 E R is connected with 8 E A, 4 W R with 8 \V A. 5 E R is connected with 9 E A, 5 W R with 9 W A. 1 E A is connected with 2 E A, 1 W A with 2 WV A. 4 E A is connected with 6 E A, 4: W A with 6 W A.. '11 E A is connected with ground, 11 WV A with ground. 3 E R and 3 W Rare connected with one end of the coils of the signal-' controlling magnet D, the other end of which is connected to ground. 7 E A is connected with 3 E A, with 16 E A, and with one end of the coils of the signal-controlling electro-magnet D, the other end of which is connected with 10 W A. 7 W A is connected with 3 \V A, with 16 W A, and with one end of the coils of the signal-controlling electromagnet D the other end of which is connected with 10 E A. 5 EA is connected,through the coils of the switch-releasing magnet D", with one pole of a source'of electricity the other pole of which is connected to ground. 5 W A is connected, through the coils of the switchrcleasing magnet D with one pole of a source of electricity, the other pole of which is connected to ground. 14 E A and 14 W A are connected, through the reversible electric motor P and the automatic cut-out P, with ground. E A is connected with q. and 15 WA with 12 E A is connected with 2 E and with 13 \V A. 12 A is connected with 2 W and The 1 magnet D its armature, and strip F and its The strip F attached

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