US554097A

US554097A - Apparatus for railway signaling and switching

Info

Publication number: US554097A
Authority: US
Publication date: 1896-02-04
Anticipated expiration: 1913-02-04

Description

5 Sheets-Sheet 1.

(N0 Model.) I

J. D. TAYLOR. APPARATUS FOR RAILWAY SIGNALING AND SWITCHING. v No. 554,097. Patented Feb. 4, 1896.

INVENTOH A TTOHNE YS.

WITNESSES:

ANDREW 8,6RAHANLPHO1O LITNOWASHINGTDN. D C

(No Model.) Q 5 Sheets-Sheet 2. J. D. TAYLOR.

APPARATUS FOR RAILWAY SIGNALING AND SWITCHING.

No. 554,097. Patented Feb. 4, 1896.

i WITNESSES: VENTOR M I MW 6 I ATTORNEYS.

6N0 Model.) 5 Sheets-Sheet a.

.J. D. TAYLOR. APPARATUS FOR RAILWAY SIGNALING AND SWITCHING.

Patented P 4, 1896.

A TTOH/VEYS.

5 Sheets-Sheet 4.

(No Model.)'

-J. 1). TAYLOR.- APPARATUS FOR RAILWAY SIGNALING AND SWITCHING. No; 554,097.

Patented Feb; 4, 1896.

INVENTOI? WITNESSES.

A TTOHNEYS.

AN DREW B GRAN/m.Fn'utau'mawAsmNGTON n C (No Model.) 5 Sheets-*Sheet 5,

J. D. TAYLOR.

APPARATUS FOR RAILWAY SIGNALINGAND SWITCHING. No. 554,097. Patented Feb. 4, 1896.

F i I WITNESSES: INVENTOI? MM $44M Qmh ATTORNEYS,

lNDREW B.GRAHAM. FHUTOUTNOLWASHINGTDNJL road.

UNITED STATES PATENT OFFICE.

JOHN D. TAYLOR, or CHILLICOTIIE, 01110.

APPARATUS FOR RAILWAY SIGNALING AND SWITCHING.

SPECIFICATION forming part of Letters Patent No. 554,097, dated February 4, 1896. Application filed October 29,189i. Serial No. 527,217. (No model.)

T 0 at whom it may concern:

Be it known that I, JOHN D. TAYLOR, of Chillicothe, in the county of Ross and State of Ohio, have invented a new and Improved Apparatus for Railway Signaling and Switching, of which the following is a specification,

reference being had to the annexed drawings, forming a part thereof, in which- Figure 1 is a diagrammatic view of the tracks, electrical circuits, magnets and motors for operating interlocked derailing-switches and the signals indicating their position at a grade-crossing of a single and double track Fig. 2 is an end elevation of the interlocking mechanism, with parts of it elevated to more clearly show the construction. Fig. 2 is a side elevation of the switch lever and bar releasing device. Fig. 3 is an inverted plan view of the interlocking mechanism. Fig. 4 is a perspective view of the same. Fig. 5 is a perspective View of the electric switch for reversing the switch operating motor. Fig. (5 is a side elevation of the slotted crank by means of which the switch-rail is moved from one position to the other and held there until it is locked. Fig. 7 is a side elevation of the switch-operating mechanism. Fig. 8 is a plan view of the locking mechanism and electric switch; and Figs. 9 to 14, inclusive, are side elevations of the electric reversing-switch in different positions.

Similar letters and figures of reference indicate corresponding parts in all the views.

This invention is in part an improvement upon that for which I have obtained Letters Patent No. 516,903, and it has for its chief ob j ects to provide improved mechanism for operati n g the rail-switch; to so arrange the electrical circuits that an accidental cross of anyof the wires will notlead the current to the switch or signal where it is not wanted; to provide for reversing the switch-operating motor, so as to avert the possibility of a failure of arrest of its operation at the right point; to reduce the number of wires required to operate a switch and signal plant, and, in general, to produce a perfectly reliable and efficient apparatus for switching and signaling.

The improvements consist in features of construction, combination, and arrangement of parts, and in the method of changing the circuits, as hereinafter described.

In Fig. 1 the wires constituting the electric circuits are numbered for one branch of the track 1 2 3, &c., and corresponding. wires on the other branches are numbered 1 2 3, &o., 1 2 3", 1 2 3. The normal condition of the apparatus iswith all the switches open and the signal standing at danger.

In the interlocking apparatus shown in Figs. 1, 2, 3, and 4 a cast-iron plate A is suspended from the operating-table or other support by a framework of iron. The plate A has a longitudinal groove made in it, in which slides the bar a, the groove being in depth equal to twice the thickness of the said bar a. The plate A is provided with transverse grooves crossing the longitudinal groove for receiving the bars 1), Z), b b 0, c and 0 the depth of the slots being equal to the thickness of the bars. The bar a is at right angles to and underneath the bars I) 0.

One operating-lever B is provided for each of the switches on a double-track road and one for both the switches on a single-track road, as the switches must always be worked simultaneously. The bars 0, c, and c are each connected to an operating-lever B by a link 0, as shown in Fig. 2, and each of the said bars has formed in its edge a V-shaped notch, which when the said bars are in their normal position, lies directly over the bar a, and to the bar a are secured dogs ff f with V-shaped points which fit the notches in the bars 0, c, and 0 The V-shaped notches in the bars 0 c are oppositely arranged with respect to the V-shaped notch in the bar 0 and the dogs ff are oppositely arranged with respect to the dog f The said dogs are placed at such distances apart that if either of the bars 0 or c is moved out of the normal position the bar 0 cannot be moved, and if the bar 0 is out of its normal position the bars 0 and c are locked in their normal positions by virtue of the entrance of the dogs f f into the notches in the bars 0 c, the bar 0 in this case engaging the angled end of the dog f This part of the interlocking mechanism is not materially different from that in use in connection with mechanically-operated switches and signals, and is not claimed herein, except in so far as it enters into combination with my improvements.

The bars I), Z), I) and b are bent downward ICO at right angles beyond the edge of the plate A and are connected each to a core of one of the solenoids A, A A and A, as shown in Figs. 2 and 3. These solenoids are supported at one end by ribs, each formed integrally with the plate A, and at the other end by pieces of non-magnetic material secured to the plate A. hen a current is sent through the coils of the solenoids, the bar corresponding to it is caused to slide in its groove out of the normal position, and it is returned to its normal position on the cessation of the current by a spring A The bars I) I) come spond to the switch on the double-track road and the bars 6 b to those of the single track. These bars have rectangular notches in their edges, which, when the bars are in a normal position, are directly over the bar a, and fit rectangular dogs g g g g riveted to the bar a. The notches in the bars I) b are oppositely arranged with respect to the notches in the bars 11 b and the dogs g g are oppositely arranged with respect to the dogs 9 \Vhen the bars I) Z) 0 b are all in the normal position, either of .the bars 0, c or c is free to move; but if either the bar Z) or b is out of its normal position, the bar 0 is locked, and if either the bar b or b is out of the 11ermal position both bars 0 and c are locked. The bars I) and c are shown in the position they would be in with the corresponding switch closed, this switch being shown closed in Figs. 1, 7 and 8. All the other switches and corresponding parts are shown open or normal.

Over the bar I) a magnet B is suspended from an iron standard attached to the plate A, and to the foot of the standard an armature d is pivoted, and when the magnet is energized the said armature is polarized by virtue of its connection with the pole of the magnet. A tappet e having an upwardly projecting ear is secured to the bar I) in position to engage the end of the armature d and stop the motion at half-stroke of the bar I) when the said bar is moved by the spring A attached thereto. XVhen the magnet B is energized the armature cl is lifted above the ear 011 the -tappet e and the bar 1) is allowed to complete its stroke and return to its normal position.

The bars I), b and b are fitted with locking mechanism of similar character, and so also are the bars 0, c and 0 the current for operating the magnets C Q C being derived from a dilferent source from that which operates the magnets 3 3 13", &c. To the bars I) b b b are attached standards I)", which extend upward above the magnets and carry plates h which serve as indicators to show the position of the switch corresponding to the position of the bar carrying the plate. The said plate is painted in three longitudinal bands, each equal in width to half the stroke of the bar to which it is attached. The first band is painted red, the middle one white, and the third or upper one is painted in any manner to distinguish it from the other two. It is represented in the drawings by longitudinal lines. Directly over these indicator-plates apertures are made in the cover of the apparatus, each having a length equal to the length of the plate It, and a width equal to the width of one of the bands painted thereon. Each aperture is located so that when the bar is drawn forward to its full extent by the solenoid A, the parallel lines will show. When the plate is held in a middle position by the armature-lever cl the middle or white band will show, and when the plate is in the normal position the red will show. The apertured part of the cover, to which reference has been made, has been omitted, to more clearly exhibit the internal construction.

The electric switch for controlling the circuits of one of the switelroperating motors consists of two bars W and X, each supported by a standard attached to the wooden cover, and contacts U V Y Z are fastened to the wooden cover. The bars \V and X are rigidly attached to one operating-lever B, but are electrically insulated therefrom. In case of a single-track road where only one operating-lever is used, four bars V X XV X are all attached to one lever B, as shown in Figs. 2) and 4, but insulated electrically therefrom and from each other. The bars W and X are bent edgewise, so that neither can touch more than one contact at a time.

I11 the switch-operating mechanism, Figs. 6, 7 and 8, the motor is not shown, as it may be of any of the ordinary types of continuouscurrent motors in general use. A pinion is attached to the armature-shaft of the motor, which engages the spur-wheel 19, thus communicating the motion of the armature to the train of gearing of which the spur-wheel 1) forms a part. The last wheel 0 in this train of gearing carries the pin 0* which transmits motion to the slotted crank q. The said pin r is provided with a friction-roller a for reducing the friction between the pin and the crank.

The crank q is shown in detail in Fig. 13. The center 20 is one on which the crank oscillates. The centers 21 and 22 are equal distances from the center 20. The distance between the centers 20 and 21 is equal to the throw of the switch-rail divided by the di tance between the centers of the pins 0'7" and multiplied by the distance between the centers of the shaft 0 and pin 7'.

The curve 32 26 is described from the center 21, with a radius equal to the line joining the centers of the shaft 0 and pin 1" added to the radius of the friction-roller u. The are 31 29 is described from the center 22,with the same radius. The semicircle 27 28 is described from the center 33, with a radius equal to the radius of the roller 11.. The center is on a straight line passing through the center 20 and bisecting the line 21 22, and the distance from the center 20 is equal to o r 0 9'.

IOL

ITO

The center of the semicircle 30 23 is on aline joining the centers 21 and at a distance from the center 21 equal to 0 r. The center of the semicircle 24 is on the line 20 22, and the distance from the center 22 is equal to the distance between the centers of the shaft 0 and pin 9". The radii of these two semicircles are equal to the radius of the roller 11. The are 23 2a is described from the center 20 and joins the semicircles 23 and 24 25. "The arcs 30 31 and 25 32 are drawn from the centers 21 and 22 and join the adjacent arcs. The parallel

straight lines

26, 27, 28, and 29 join the adjacent curves.

A rectangular slot q is formed in the downwardly projecting arm of' the crank q, in which is placed the block s,which is bored to receive the pin 9", the said block being adjustable by screws i and t in the slot, so that it may be placed at different distances from the pin 7". By this arrangement the throw of the switch is adjusted. The pin 'ris connected with the crank y by the rod 2;. The other arm of the crank y is connected by a link with the bar z,which carries the lockingbolt 00. The bar ,2 slides in a groove cast in the under side of the casting at. The locking-bar oiwhich is connected with the switchrail, slides in a slot in the guide-casting as and has two holes formed therein, one of which is opposite the bolt-hole in the guidecasting when the switch is open, and the other hole is opposite the bolt-hole in the guide-castin g when the switch is closed. The locking-bolt min passing through these holes locks the switch open or closed. A lever w is pivoted at one end to the bar 2 and carries at the other end a contact-bar J, which is insulated electrically from the lever 10. A vertical stud on the locking-bar '0 midway between the two holes through which the lockin g-bolt passes, projects through a slot formed in the lever w. i

The electrical contact-pieces K and L are supported on a block of wood or other insulating material, and so placed that when the switch is closed they will be connected by the contact-bar J. The spur-wheel 0 makes one revolution for one movement of the switch and the pin 0" always comes to rest in the line joining the centers of the shaft 0 and pin 4". A little more than the first quarter of the revolution is employed in unlocking the switch. By the time the pin T has reached the point 26, Fig. 6, the locking-bolt is entirely withdrawn from the locking-bar e and the roller 16 strikes the plane-surface 28 29, turning the crank g on the pin r, and through the connecting-rod o opening the switch until the are 29 31 is brought concentric with the shaft 0, when the motion of the crank q, the switch-rail and the locking-bare ceases. The pin 7" moves along the are 29 31, the lockingbolt 00 is drawn into the hole through the guide-casting m and the locking-bar '0 and when the pin 9" reaches the point .31 the switch is completely locked. The remainder of the motion of the crank-pin up to the point 24: is employed in stopping the motor and generating the current which releases the interlocking apparatus in the oflice, the motor now acting as a dynamo supplying current to the magnet B. The movement in closing the switch is the same, but in the reverse direction.

The contact-pieces K and L must be electrically connected to complete the circuit to the signal. By reference to Fig. 8 it will be seen that as the bar .2 is pushed outwardly in unlocking the switch the contact-bar J will be withdrawn from the pieces K and L, thus breaking the electrical connections between them. The construction is such that this connection is broken before the locking-bolt is withdrawn from the bar 222. When the switch is opened, the swinging lever w lies on the other side of the bar 2 in a position nearly at right angles to that shown in the drawings. This arrangement makes it necessary that the switch be both closed and locked before the circuit can be completed to the signal.

It is apparent that the signal cannot be changed from danger to safety so long as the lever w is not engaged with the contacts K L, which are the terminals of the signal-switch proper.

The current is cut off from the switch-operating motor, and the motor stopped by the mechanism shown in Figs. 5, 9, 10, 11, 12, 13

and 14. The bent bars M and N are each supported by the standard. The standards and the contacts 0, P, Q and R, Figs. 1 and 5, are insulated from the supporting-plate by a sheet of fiber, and the screws which fasten them are insulated by fiber bushings and washers. The bars M and N are rigidly attached to, but electrically insulated from, an are 0 having the radial arms Z m n. A cam i is rigidly attached to the shaft 19, and the cams j and k are rigidly attached to the shaft 0. The relation of the shafts o and p to other parts of the switch-operating mechanism is shown in Fig. 7. The shaft 1) makes twelve revolutions to one of the shaft 0.

For convenience of description 1' will use the exact numbers and proportions used in the machine in actual operation. The relativeposition of the parts when the switch is open is shown in Fig. 9, and on closing the switch the cams have the motion indicated by the arrows in Figs. 9, 10 and 11. Atabout nine and a half revolutions of the shaft 19, and just after the cam '6 passes the arm Z, the cam During the next revolution of the shaft 10 the arm Z is depressed so as to be in the path of the cam t', Fig. 11, thus further depressing the arm Z and reversing the electric switch by putting it in the position shown in Fig. 12. After the switch is completely reversed the shaft 19 has about one and a half revolutions yet to make before coming to a stop, and as the motor is geared to the shaft 10 in the ratio of four to one its armature has six revolutions J0 strikes the arm n, as shown in Fig. 10.

to make. The described reversal of the electric switch, the connections in the office remaining the same, simply short-circuits the motor-circuit independent of the generator which supplies current to drive the motor, and the continued rotation of the armature due to its acquired momentum induces an electromotive force which on a short circuitproduces a strong current, which stops the armature without any danger to the mechanism.

If the rail-switch works easily and the motor is running at a high speed, more power will be required to stop it, but the higher speed induces a higher electromotive force and a stronger current. If the rail-switch works hard and the motor is running slowly, it does not require so much power to stop it, and as the speed is slower less current will be generated; The result is that the mechanism comes to a stop at the right place after each operation.

The movement of the reversing-switch in the opposite direction is illustrated in Figs. 13 and 14:; but this needs no further description, as the operation is the same as that just described, only in the reverse direction. The electric reversing-switch must be started in operation by some part of the mechanism, (in this case the shaft 0,) which makes only one revolution during one opening or closing movement of the rail-switch; but as this part moves too slowly to efiect the complete reversal of the electric switch without taking up too great a part of its revolution and cutting the current off from the motor too soon a part which moves much faster is utilized to complete the movement.

In Fig. 1, if the switch and signal on the left arm of the track were in a normal position instead of closed, as shown, the bars M and N of the reversing-switch would be in contact with the contact-springs Q and R, respectively, and the rotary switch-arm I of the signal would be in contact with the brushes S and T. Supposing this to be the actual condition and the bars W and X of the electric switch being as shown, a current from the generator D would flow through the wire 8, solenoid A, wire 10, bar W", contact U, wire 2, contact Q, bar M, wire 15, armature E, wire 16, bar N, contact R, wire 17, fields of the armature E, wire 5, brush T,r otary switcharm I, and wire 1 back to the generator D. This would energize the motor having the armature E, close the rail-switch, and eventually put the electric switch-bars M N in the position shown. The change of the reversing switch-bars M N from the cont-acts Q and R to the contacts 0 and P interrupts the current from the generator D and forms a new circuit, including the motor having the armature E, so that the current induced by the continued rotation of the armature due to its momentum. flows from the armature E through the wire 15, bar M, contact 0, wire 17, fields of the motor having the armature E, (in the same direction as the derived current,) wire 5, brush T, rotary switch-arm I, wire 1, wire 9, barX, contact V,wire 12, wire 3, contact P, bar N, and wire 16 back to the armature E. The wires 3 and 12 are connected for convenience under the same binding-screw at contact Y, although the latter is really not part of the circuit, and their connection with each other is independent of engagement of \V with Y. The wire 12 might obviously be connected to wire 3 at any point in the latter instead of at the binding-screw. This induced current being in the same direction through the fields as the current derived from the generator D maintains the magnetism of the fields, while flowing in the opposite direction in the armature checks the rotation of the motor. hen the switch is closed and the bar J connects the contacts K and L the first-named circuit is continued from wire 2 through contact L, bar J, contact K. wire 4, motor F, brush S, rotary switch-arm I, and wire 1 to the generator D. This causes the signal-arm to be drawn down to the position indicating safety. The movement of the signal is continued until the rotary switch-arm is carried away from the brush S and the last-named circuit is broken between the brush S and arm I, but is continued from the motor F through the magnet G, primary of the induction-coil H, and wire 1 to the generator D. This energizes the magnet G, which holds the signal in the position of safety. The magnet G is wound to a high resistance to make the current required to hold the signal a minimum.

For further details of the arrangement and connections of the magnet Gr, see my aforesaid patent, No. 516,903.

The current which operates the switch and signal-motors flows through the coils of the solenoid A, which causes the bar 1), Figs. 2, 3, and 4, to be drawn forward to the limit of its motion, exposing the lined portion of the indicator through the slot in the cover. If any obstruction should prevent the complete movement of the switch mechanism, the current through the solenoid would be maintained and the indicator would show this fact. As soon as the current through the solenoid is interrupted the bar 1), under the influence of the spring A returns toward its normal position until the armature cl catches 011 the tappet c, which stops it in the middle position, exposing the white portion of the inclicator, which shows that the switch is closed. This position of the bar also looks the bar c and the operating-lever and electric switches, 1V X W X, connected thereto, as before ere plained, preventing their being put into position for closing the switches on the other road.

The induction-coil II has a primary coil of a large number of turns of wire, which is in circuit in series with the magnet Gwhen the signal is held down, and a secondary winding of a few turns of heavier wire, the terminals ICO IIO

of which are connected to the rails 50 and 51'. The terminals of the magnet C are also connected to the rails 50 and 51.

To open the rail-switch the electric switchbars XV X are removed from the contacts U and V and placed in contact with the contacts Y and Z. A little less than one-half their movement is sufficient to break the circuit through the magnet G and induction-coil H. This allows the signal to assume its normal position indicating danger, and the interruption of the current in the primary coil of the induction-coil H induces a momentary current in the secondary coil which flows through the rail 50, wire 19, magnet 0, wire 18, rail 51, back to the coil H. This energizes the magnet G, causing it to lift the armature d in time to allow the tappet e to pass under it, thus permitting the bars V and X to be put in connection with the contacts Y and Z. This closes the circuit of the generator D so that the current flows through the wire 8, solenoid A, wire 10, bar V, contact Y, wire 3, contact P, bar N, wire 16, armature E, wire 15, bar M, contact 0, wire 17, field-magnets of the motor having the armature E, wire 5, brush T, rotary switch-arm I and wire 1 back to the generator D. This current passes through the armature E in the reverse direction to that of the current which closed the switch, but which passes through the fields in the same direction. Consequently the rotation of the armature will be in the reverse direction. This rotation continues until the switch is opened and locked and the reversing switch-bars M N are changed from the contacts 0 and P to the contacts Q, and R. This breaks the circuit and establishes a new circuit including the motor provided with the armature E, independent of the generator D, so that the induced current flows from the armature E through wire 16, bar N, contact R, wire 17 fields of the motor provided with the armature E, wire 5, brush T, rotary switch-arm 1, wire 1, wire 9, bar X, contact Z, wire 14., magnet B, wire 13, wire 2, contact Q, bar M and wire 15 back to the armature E. This current serves to check the ro tation of the armature E, as before explained, and also energizes the magnet B, causing it to lift its armature (1 out of the path of the tappet e, and as the current through the solenoid A is interrupted before the current through-the magnet B is established, the bar Z) returns to its normal position. In this position the red of the indicator is visible and shows that the switch is open. As the only current circulating in the coils of the magnet 13 is derived from the armature E after the track-switch is completely open, the bar I) remains locked until this takes place, and itself locks the bar a which controls the switches on the other road. This makes it impossible to carelessly give a clear track to trains on both roads at the same time.

, The induction-coil H takes the place of a primary battery in supplying the current motor F to the magnet C through the rails of the track.

This arrangement enables me to dispense with the battery, which is troublesome to keep in working order. The coil requires no atten tion.

The operation of the other switches and signals is the same as the one described, and the electric circuits are the same, with the exception of the circuits to the signals on the singletrack road. On the single track both the signals must be interlocked vith both switchesthat is, armngecrsd that neither signal can be put in the safety position until both switches are closed. This is accomplished by extending the circuit from the .wire 2 through the contact L bar J contact K wire 6, contact K 1031 11 150 contact L where it branches, one branch going through wire 4-", motor F and the other through wire 7 to From these motors to the generator D the circuit is the same as before described.

If the wire No. 2 used in closing the switch were to become crossed or electrically connected through faulty insulation with the wire No. 3 used in opening the switch, a current would flow from the generator D through the wire 8, solenoid A, wire 10, bar WV, contact U, wire 2, wire 3, wire 12, contact V, bar X, wires 9 and 1, back to the generator D. This would form a practically short circuit and would burn off the fuse placed in the circuit near the generator D for that purpose. Whether the fuse burned or not,-the current would not reach the motor having the armature E. This method of connecting prevents the track-switch being opened while a train is passing over it by a cross in the wires.

In the methods heretofore used, if wires 2 and 3 or their equivalents were to become crossed, the result would be the same as though the electric switch W X were to be put in the normal positionthat is, in contact with Y and Zand the track-switch would be opened. If the electric switch W' X were in the normal position and wires 2 and 3 should be crossed, the circuit would be from the generatorD through wire 8, solenoid A, wire 10, bar W, contact Y,wire 3,wire 2,wire 13, magnetB, wire 14:, contact Z, bar X, wire 9 back to the generator D. This also would not reach the motor having the armature E and would have no effect on the track-switch. If wires 2 or 3 should be crossed with Wire 1, itcan easily be seen that the result would be a short circuit having no effect on the switch-motor.

Having thus described my invention, I claim as new and desire to secure by Letters Patent 1. In electric railway switching and signaling apparatus, the combination with interlocking mechanism an electric switch,an elec- 4 tric generator, an electric motor, means for mechanically connecting it with the switchrails, and suitable circuit connections, of electric reversing-switch and mechanism WlllGh connects it with the motor mechanically, sald switch being constructed and geared with the motor as described, whereby when the motor has made a certain number of revolutions, and, after the track switch is completely opened or closed and locked, the electric reversing-switch is automatically shifted, and, breaking the circuit through the generator, forms a new one which is reversed in the armature of the motor, but not in the fields, so that the rotation of the motor is quickly arrested, as specified.

2. I11 electric railway switching and signaling apparatus, the combination, with interlocking and switch-operating mechanism, a generator,and suitable electrical connections, of a reversing electric switch, consisting of pivoted bars having arms or tappets aifixed, two pairs of contacts for said bars, and a rotatable-cam mechanism for acting on said arms to automatically shift the bars from one pair of contacts to another, the said mechanism being adapted to be geared with the 1110- tor and thus rotated by it in either direction, as required for opening or closing the railswitch, as set forth.

3. In the combination of an automatic reversing-switch with switch-rails, interlocking mechanism, a magnet and pivoted armature for looking a portion of such mechanism, a manually controlled double throw switch, double contacts therefor, and a generator and suitable circuit connections, substantially as shown and described.

4. In electric railway switching and signalin g apparatus, the combination of the manual electric switch \V, the generator D, motor E, the electric reversing-switch M N, the solenoid A,and interlocking mechanism cont-rolled thereby, as shown and described.

5. In electric railway switching and signaling apparatus, the combination of the manual electric switch X, the motorE, and electric reversing-switch M N, and suitable circuit connections, substantially as shown and described, for arresting the rotation of the armature.

6. In electric railway switching and signalin g apparatus, the combination of the manual electric switch X, the motor E, the electric reversing-switch M N, the magnet B, and suitable circuit connections, as shown and described.

7. In electric railway switching and signaling apparatus, the combination with the generator and signal apparatus, in circuit as specified, and slidable bars forming interlocking mechanism, of electromagnets included in the generator and signal-circuit, and arranged opposite certain of said slidable bars, pivoted locking-dogs arranged between the bars and magnets and forming the armatures of the latter, and suitable electric switch mechanism also forming part of the aforesaid circuits, as shown and described.

8. In a railway signaling and switching apparatus, the combination with the generator switch-operating apparatus and solenoids in circuit as specified, and slidable bars operated by said solenoids, forming interlocking mechanism, of electromagnets in circuit with the switch-operating motor and deriving current therefrom and arranged opposite said slidablc bars, pivoted locking-dogs arranged between the bars and magnets and forming the armatures of the latter, and suitable electric switch mechanism also forming part of the aforesaid circuit, as shown and described.

9. In electric railway switching and sign aling apparatus, the combination with the signal and means for operating it electrically, and a motor and suitable connections for shifting the switch-rails, and the mechanism for locking said rails and making or breaking the signal-circuit, of a bar attached laterally to the switch-rails, a movable device connected with and operated by the aforesaid motor, for engaging and locking such switch-bar, and an insulated contact-bar which acts as a switch for the signal-circuit, said bar being pivoted to said devices and moving with it, a means of loose engagement between the contact-bar and the lateral switch-bar, and contact-pieces forming the terminals of the signal-circuit, all arranged substantially as shown and dcscribed, whereby, when said device is moved to lock or unlock the switch, said contact-bar is simultaneously operated to close or break the signal circuit, as set forth.

10. I11 a railway signaling and switching apparatus, the combination of the inductioncoil, II, a generator and an electric switch, which are electrically connected with the primary of said coil, the track-rails, interlockin g and switch-operating mechanism, a mag net which is electrically connected with the secondary of said coil and with said interlocking mechanism, the pivoted armature of said magnet connected with a part of said mechanism, for locking the latter, substantially as shown and described.

11. In railway signaling and switching apparatus, the combination, with the switch rails, of a power-operated crank, switch-locking mechanism operated by said crank, and a crank-lever operated by the latter, one arm of the lever being connected to the switchrails and the other arm having a cam-slotf0r receiving the crank, the said slot having the shape specified, whereby the middle part only of the revolution in either direction of the said crank is effective in moving the switch" rails, the first and last parts of the movement of said crank in either direction effecting the unlocking and locking of the switchrails, only one revolution of said crank in one direction being practicable, and reverse movement of the crank being required for reverse movements of the switch-rails, substantially as specified.

12. The combination with the switclrrail locking mechanism and switch-operating circuits, of an electric switch-arm moved by the bolt-operating bar, and a pair of electric contacts supported in the path of the electric switcl1arm, for closing the signal-operating circuit, substantially as specified.

13. In electric railway switching and signaling mechanism, the combination with the electric switch-arms and switch-rail-operating mechanism, of tappets placed on the shafts of the switch-rail-operating mechanism, and a series of fingers connected with the electric switch-arms and adapted to be engaged by the tappets, substantially as specified.

14. In railway signaling and switching apparatus, the combination with the switcharms M, N, of the arms I, m, 'n, and the cams i, j, 70, operated by the switch-moving mechanism, substantially as specified.

15. In a railway switching and signaling apparatus, the combination with interlocking and switch-operating mechanism, of an electric switch for controlling the current derived from the generator, a solenoid having a sliding core connected to one of the bars of the interlocking mechanism, an electric motor mechanically connected to the switch-rail by suitable gearing, an electric reversing-switch for automatically controlling the currents through the motor, said currents being derived either from the generator or induced in the motor itself, and suitable electrical connections, substantially as specified.

16. In railway switching and signaling apparatus, the combination with the electric switch and signal apparatus, switch-operating levers and slidable bars connected thereto and forming interlocking mechanism, of electromagnets in circuit with the track-rails and secondaries of aninduction-coil and arranged opposite said slidable bars, pivoted lockingdogs arranged between the bars and magnets and forming the armatures of the latter, and suitable electrical switch mechanism controlling the circuit through the primaries of said induction-coils, substantially as specified.

JOHN D. TAYLOR.

WVitnesses:

BENJ. F. STONE, W. H. PURDUM.