US605359A - Railway signaling and switching apparatus - Google Patents

Description

(No Model.) 8 S11eets-'-Sheet l,

J. D. TAYLOR.

RAILWAY SIGNALING AND SWITCHING APPARATUS.

No. 605,359. Patented June 7,1898.

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ATTORNEYS.

(No Model.) 8 SheetsSl1eet 2.

J. D. TAYLOR. RAILWAY SIGNALING AND SWITCHING APPARATUS. N0. 605,359. Patented June 7,1898.

A o 9 9 a I "was/r02 W62 k M; A BY W ATTORNEYS.

(No Model.)

J. D. TAYLOR. RAILWAY SIGNALING AND SWITCHING APPARATUS. No. 605,359 8 Patented June 7,1898.

L A A a x g a r I A sy WITNESSES 5 5 01% A ATTORNEYS.

8 Sheet;sSheet 3.

8 Sheets-Sheet 4.

(No Model.)

J. D. TAYLOR. RAILWAY SIGNALING AND SWITCHING APPARATUS. No. 605,359.

Patented June 7,1898.

. INVENTOR Q W WITNESSES W ATTORNEYS.

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IIIIIIIIIII ARATUS.

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P atented Ju ne 7, 1898.

(No Model.)

8 S11eetsSheet 6. J. D. TAYLOR. RAILWAY SIGNALING AND SWITCHING APPARATUS.

Patented June 7,1898.

/ lflype WITNESSES; I 10 16 0,. L BY W ATTORNEYS.

(No Model.) 8 Sheets-Sheet 7 J. D. TAYLOR.

RAILWAY-SIGNALING AND SWITCHING APPARATUS. No. 605,859.

Patented Jung 7,1898.

WITNESSES ATTORNEYS.

8 Sheets-Sheet 8.

(No Modl.)

J. D. TAYLOR.

' RAILWAY SIGNA NO. 605,359.

LING, AND SWITCHING APPARATUS.

Patented June 7,1898.

M/ VENZ'OI? A TTOfi/VEYS ject .is' to construct an interlocking or. controlling apparatus. havingmeans for prevent-- 'tion, and then theappended claims.

mechanism. Fig-dis an UNITED STATES JOHN D. TAYLOR, OF

RAILWAY SlGNALlNG Ann CI-IIL'LICOTHE, 01110.

SWITCHING'APPARAT'US.

SPECIFICATION forming part of Letters Retent- NQ. 605,359, dateddune 7, 1898. Applldhtitn filed lush 24, 1897. Serial Fo- BRQ OSB (Ho model.)

To all whom it may concern:

Be it known that 1, JOHN D. TI-TAYLOR, of Chillicothe, in the county efRoss and State of Ohio, have invented new and. useful Improvements in Railway Signaling and Switch iug Apparatus, of whiehth'e\followingjsa full, clear,- and exact description;

-This invention relates to an improved ap-. paratus fercoutrollin g the movements of signals and switches on a, railway; and a.n obing a lever changing its position in either di rection before the track-switch has made its eomplete movement. I The invention contemplates in part improvements uponmy Patent No." 516,903, of March 20, 1894, and Patent No. 554,097, of February 4, 1896. I I-will describe a. railway signaling and switching apparatus embodying myinvenpoint out the novel features in Reference is to be had to the-accompanying drawings, forming a part of this specification,- in which similar characters of reference indicate corresponding parts in all the views.

Fignrel is a plan view of the locking-bars" employed in the switeh-tewer'and showing how the transverse bars are interlocked with one another by longitudinal time... Fig. 2 is a perspective view of a portion of the switchcontrolling inechnnism. Fig. 3 is an end ele nation of a portion thereof. Fig. 3" is a detail view thereof. Fig. 4 is a perspective' view of a portion of the signal-controlling end elevation of'the same. Fig. 5 is a. detail view thereof. Fig. 6 is a perspective view of thetwo-aruied si nal. Fig. 7 is a sectional view showing a clutch mechanism employed for operating the signal-arms. "Fig. 8 is a side elevation ofthe track-circuit relay. Fig. 9 is a perspective view of the polarized pole-changing relay. Fig. 10 is a diagram oil the tracks, switches, and signals, and of the electriceircnits. Fig. 11is a side elevation of a chain-sheave eniploycd,and Fig. 12 is adiagrammatic view drawn on a scale to ciearlyshow the operating-cirenits-.

ing-bars bears stone-end end-oi. the red 7 and attiie other end against -'against a collar .bars .1 cent-rally over the ham 2.

spring 9 or 10, as th In the interlocking ap aratus, which is placed \in the signal-tower, I employ in the l switch-operating mechanism a series of look- 1. These bars 1 are mounted upon a series of switch-lever bars 2, and there is designed to bee relative movement between said bars 2 and I mounted in aframe 3-,and, the bars 2 have connection with switch levers 4. These switch-levers; have link connections 5 with "lugs 6 on 'theinner ends of the bars 2. .From 5 the lugs 6 rods 7 pass loosely through open 'ings-in blocks-8, mounted on the bars 1.

within the opening in the The portion movable block-'8 of each rod 7 is made somewhat larger; than the 'remaining portion. The spring!) against a nut on .the inner a. collar-loose on the rod,- and:thespring'10 engages around theother end of the rod and *abu'ts against 'thelug 6 and at loose on the rod. These to hold the Double-shouldered lugs 11 and 1'? springs 9 and 10 have atendency sre secured to the upper sides of the bars 1 and are designed; to

beengeged by swinging latches l3-and 14 operated, respectively, by electromagnets '15 and 16. These latches 13 and 14 are provided with armatures coscting with theeores of the magnets, ally connected to the uprights supporting the eleetromagnetsr It will be here seeh-thstthe adjacent pivoted ends of the latches 13 endl are extended in an upward direction, andbetween the upper ends of these upwardly-disposed portions I placesu adj listing-screw 17,

' designed to destroy the effect of residual megu'etism. These latches and lugs are so placed that they engage and momentarily hold the bar 1 'when it has made one-half ofits move ment in either direction. The remaining part of the movement. of the bar 2 compresses the I e case may be.

Fig. 3'shows the bar 2 to have been changer from the reversed to a-normal position and now in the normal position. Its -movement from reversed to nermaltended through the spring connection to carry the'bar 111130 from the reversed to normal position; but the latch.

14 engaged the lug 12..when theber IJmoved half-way from the reversed to thenormsl; and stopped the mevement'of the Thebar was, however, free to oo,ntlnue its move the other end 1. The several bars. are

and they are pivot- {mcnt as the spring connections between it and the bar 1 yield,

The bar 7 is rigidly attached to the bar 2, biit'slides loosely through the holein the h1g8. The sleeves 117 and 118 are also loose on the rod 7, so that the movement of the bar fl'toward normal position compresses the spring 9 after the bar 1 is stopped by the latch l-L. The large part 119 of the-rod 7 is thus partially withdrawn from the lug 8, and the pressure of the spring 9 is brough to bear on the lug 8 and through it pushcs th'e bar 1 into normal position as soon as the latch 14 is lifted by the'electromagnet 16. The barl in Fig. 3 is not in the normal position, but is stopped in the middle position by the latch 14. When bothbars 1 and 2 are in, either the normal or reversed positions, the large partlli) of the rod fl is entirely inclosed by the lug S. i

.In moving from normal to reversed positions the operations are the same, except that the latch '13, lug 1-1, and'spriug l0 come'into play instead of the parts. 14, 12, and 9.

The reason whyI permit a half-movementof the bar 1 before it is stopped by the latch- 14 This serves the pnr-- is to put the indicator carried by the bar 1 in" the neutral positione-th'at is, neither normal or reversed-whenever the switch-operatingpose of destroying the effect of residual ma netism in the following manner; Suppose the magnet 15 to be energized and the latch 13 to bel fted. This releases the bar 1,which under the influence of the spring 10 carries an elevated portion oftlie lug'lf. under the pointof the latch 14, lifting it and, through the'setscrew 17, pushing the latch 13 away from the 'magnet 15 after the current through the magnets has ceased. This action is-the same in 4 either direction and'is illustrated by the two central bars shown in Fig. 2, which are in.

complete normal and reverse position, respectively.

If the switch-operating lever4be placed in position to effect the movement of a trackswiteh and before the track-switch has made its complete movement it be changed from that position to the opposite position suddenly, the effect on hc releasing-magnets 15 or 16, as the casemay he, would be the same as though the track-switch had made its complete movement in the opposite dircctionto that in which it' was moving at the time the current was cut oil, and the locking-bar 1 would be released, permitting other move ments which might be conflicting. To prevent. this, a pawl 18 is pivoted to'abracket 19, attached to the frame 3, and this pawl is pressed into engagement with the bar 2 by means of a spring 20. A notch is cut in the edge of the bar 2; into which the pawl is delever 4 has movedifar enough to break the circuit through the switch-operating motor, andprcvcnts reverse movement of the lever 4'. \Vhen the track-switch completes its movement, the'bar 1 is released and slides out past the point of the pawl 18 and the-notch notch, so that both bars are frccto move. The switch-operating lever 4 can-now be put in the other position. If an operator inadvertently-tries to move the lever 4 too soon and anotch in the bar 2 is made to receive thepawl 18, the pressure on.ihc pawl will prevent the complete movement of the barl,

notch; but if theflever 4 be put into proper position and the pressure on.the pawl removed the bar l-will complete its movement.

bars'2, or rather at each side of the frame 3, to engage with opposite end portions of the bars.

are worked by separate levers. The signalopera-ting'lcvers 21 are connected to bars 22, which carry and arc connected to bars 23 in the same manner that the bars '1 and 2 are connected tothe switch-operating lovers. The construction and operation of-- the bars 22 and.23 are similar to the bars 1 and 2 in all respects-except that the-bar'23- is locked by a latch 24 in only one direction and that in moving toward the normal position col-re.- spo'idiug to the danger position of the signal. I Thelatch 24- is lifted at the proper time by the elcctromagnet 25, which is energized by a current generated in thc armature of the signal-operating motor, which is caused torotate by the turning of a counterweight I The manner of convertingthe signal-motor into a generator driven by the-counterweight during its descent is described in my Patent used fornoiother purpose than to retard the fall of the counterweight and prevent shock to the mechanism. In this application it is used both to retard the counterweight and to necessary to lock the bar 23 by a latch when the signal is the last thing that is to be reversed, nothing afterward depo'nding on its making a complete movement in that direction. Of course the distant signals must not be reversed until after the home signal is com pletely reversed; but this is secured by passing'the distant-signal circuit through acircuit-closer operated by the home signal.

The mechanism for operating the double crating a single signal, described in my latout No. 516,903, except that instead of one chain keyed to the shaft there are two chainsheavcs 26 and 27, placed looscl y on the shaft and carrying spring-pressed pawls 2S and 20, which engage teeth in ratchetwheels 30 'and signed to engage before the switch-operating in the bar 2 and forces the pawl out of said as the pawl will bear against the wall of the Thepawls 18 are employedat each end of the In this app1icatio'nthe switches and signals operate the releasing-magnet 25. It is un{ signaL Figs. 6 and 7, is similar to that for op- ,which places the signal in a normal position.

No. 516,903; but in said patent the current-is moving toward the reverse position, because respectively. The ratchet-wheels and 31 each have only one tooth, and these and the pawls are so arranged that the tooth on the wheel 30 engages the pawl 28 when moving in one direction and the tooth on the wheel 31 engages the pawl 29 when running in the opposi to direction. The ratchet-wheels 30 and 31 are keyed to the shaft 32.0f the signal-operating mechanism and rotate with. it in one direction or the other, depending upon -the rotation of the motor-armature. The parts are so proportioned that less than one -re'vo-' lution of-the ratchet-wheel 30 is suflicient to effect the reversal of the signal-arm. This is,

necessary, because if morethan one revolution were required the other ratchet-wheel. would pass its pawl. Then when the first signal returns to its normal position the other pawl would catch and tend to reverse the othersignal.

If it is desired to reverse the signal-arm 33,-

the signal-operating motor is run in such direction that the ratchet-wheel 30 engages the pawl 28 and causes the chain-sheave 26 to rotate with it. At the same time the pawl 29 slides easily over the periphery of the ratchetwheel 31 and has no effect on the signal 34.

If the motor is run in the opposite direction,

the ratchet-wheel 31 engages the pawl 29. and

the pawl 28 slides easily overthe ratchetwheel 30 and thesignal 34 is reversed. The signals 33 and 34 will be operated bythe winding of the chains 35 and 36 on the sheaves 26 and 27, thus moving the pivoted levers 37 and 38 and moving the rods 39 and do, which connect with the signals.

' The instrument whichefi'ects the reversal of thesignal-operating motoris shown in Fig. s. It is similar to the well-knownpolar ized relay, except that 'it has-two contacttongues -11 and 42, each of which can make contact with either of two contact-posts. The

tongues 41 and 42 are attached to the arma-' 0f cou rse the armature-lever 43 will be swung laterally to make the above-mentioned .con-- tacts-by means of the electromagnet 48.

In the track-circuitrelay shown in Fig. 8

the arm aturc-lcver is retracted by a weight 51. There is no objection to the weighton account of the slowness of its action, as rapid action of the armature is notrequired in a relay used for this purpose, and it has the following great'advantago over a spring when the relay is used for the purpose herein described. A weight when suspended from a hc rizontal axis and free to move about that axis will tend to place itself in such position thatits center of gravity is vertically below the axis, and the force required to push it out of its position will be zero at the start, but will increase proportionally to the sine of the angle which a line passing through the .center. of gravity and the axis makes with the-verti. cal, and the actual force at any point will equal the weight multiplied by thesine of the angle. Applying the weight to the relay-an,

, mature, as shown in the drawings, the weight will be partially counterbalanced by the or mature-lever. This will cause the weigh't'to hang at some point between. the vertical and horizontal, and the force required to move'it will be equal tqthe weight multiplied. by the sine of the angle whichpthe" line passing through its center of gravity and the axis .makes with the vertical, less the counterbalancing ,efiect of-the armature. -The weight may be so adjusted as'to size'and relative position with respect to the armature that the separation of, the contacts 52 and 53 may be any amount desired,-and still the force 'required to draw the armature down will be so .small that anyprdinarybattery used in track circuit work will exert'sufficient force. A wide separation of the contacts '52 and 53 is useful in working on high-potential circuits in order to break the are formed. The armature-levr has knifeedged bearings 54.

To more clearly illustrate the functions of the mechanism described above, I will describe the operation of one of each of the dif-. ferent kinds, using the diagrams in Figs. 10 and 12; The normal position of all derails is tooopen. .The normal position or the transverse switches is set for the main track, and the normal position ofall signals is at danger.-

In Fig. 'IO'everythin'g is shown in normal position. Suppose it is desired to give a clear track to a traint'raveling in the direction of the arrow shown in Fig. 10. Derails N 8 and 9 must first be reversed or closed. I will describe the operation of only one, as they are alike. First, the proper leve'r' 4 (that, for.

IlU

instance, which maybe numbered 9 to corre' spend to the derail No. 9) is to be reversed.

This pushes its bar 2 forward into reversed.

position and carries its bar' 1 half-way, where it is stopped by the lug 11, engaging with the latch 13, where it remains until the trackswitch completes its movement. The reversal of the lever! also puts an electric switch-arm 55 in contact with the contactrfingers 56-. This closes the circuit of the generator 57, so that the current flows through the wire 58,con,iact-. 'fingers 56, switch-arm 55, wire 60, contact 61, switch-arm 62, armature-motor 63,switch-arm 64, contact 65, field of-the motor 63, wire 60, contact 67,bar 68,contaet 69,and wi rolltback to the generator 5'1. This rotates the armature of the motor 63, closes and locksthc railswitch, and reverses the pole-chan gin g switch (i l 62, as described in my Patent No. 554,057.

The reversal of the polo-chang ng switch breaks the circuit named above and forms a new one, including the motor 63 and magnet 15 belonging to this particular derail, so that the current generated in the armature of the motor 63 by its rotation due to acquired momentum flows from the armature of the motor 63 through the switch-arm 62, contact 78, fields of the motor 63, wire 66, contact 67, bar 68, contact 69, wire 114, wire 113, magnet 15, contact'il, switch-arin 73, wire 74, contact 70, and switch-arm 64 back to the armature of the motor 63. This induced current serves a double purpose-that is, it serves to stop the rotation of the armature of the motor-63 and also serves to energize the magnet 15, ,which lifts the latch 13 and releases the "bar 1,- which under the influence of the spring takes the reverse position. The .eighth and.ninth bars 2 and the eighth and ninth bars 1 being reversed releases the third and fifth of the signalingr'levers 21, operating the signals Nos.- 8 and 5 governing this route. Signal No. 3 is the one to reverse or clear for a train going in the direction indicated by the arrow. To do this, the third lever 21 is reversed. This puts the third bar 22 and the third bar 23 in the position shown at the left in Fig. 4ar'1d puts the carried by the lever 21, in contact with a contact-piece 76. This closes the circuit of the generator 57,80 that the current flows through the wire '58, contact 76, switch-arm 75', wire 77,magnet of polarized relay-48,wire 7 9,swi tcharm 75, contact 104; magnet 25, and wires 113 and 114 back to the generator 57,. This energizes the electromagnets of the polarized relay 48 and throws the armature 43 against either one of the magnetic poles, depending upon the direction of the current in the magnet-coil and the polarity of the permanent magnet. This deflection can be made right if wronghy reversing the connections on the terminals of the magnet 48. After being once The current maintained alfove will put a tongue 41 in contact with a contact-point 44 and a tongue 42 in point 45. This closes another circuit of the generator57,sc that the current flowsthrough the wire 58, contact 7 6, switch-arm 75, wire 77, contact 45, tongue 42, armature of motor 84, tongue 41, contact 44, fieldof motor 84, brush 85, rotary switch-arm 86, brush 87, retary switch-am: 88, wire 66, contact 97, bar 98, contact 99, wire 66, contact 67, bar 68, contact 69, and wire 114 back to the generator 57. This energizes the motoly, causing the mtchet-wheel to rotate, so a's'to engage the made right they need never atter be changed.

pawl 28 and rotate the chain-sheave 26. ,This puts the signal -arm 33 into reversed or "safety position.

The circuit is broken by the separation of the rotary switch-arm 88 and the brush S7 and maintained through the brake-magnet 90, as explained in my Patent No, 516,903. In this position of the signal No. 3 the rotary switch-arm 91 makes contact with .the brush 92, and if nowthe signal-operati g lever 21' be reversed the circuit is establis ed, so that the current flows from the contact 76 switch-arm wire 93, motor 94,

electric switch-arm 75,

contact 69, .wire 114,

contact with a coutaet-' enerstor 57 through the wire 58,

brush 95, rotary switch-arm 96, wire 66, brush 92, rotary switch-arm 91, wire 60, contact 97, bar 98, contact 99, wire 66, contact 67, bar 6 contact 69, and wire 114 back to the generator 57. This reverses signal N0. 1. The locking-bars 22 and 23, connected to-the first lever 21, are in the position shown at the lefthand side of Fig. 4. This reversed position of the bars 22 and 23 looks the third bars 22 and 23 through the longitudinal bar 100, as shown in Fig. I. The reversed position of the third bars 22 and 23 looks the eighth bars 1 and 2 and also the ninth bars 1 and 2 in the reverse position through thelongitudinal bars 101 and 102. Inputting the different parts back into normal position-the first thing to be operated is the distant/signal. \V hen the first signaloperatinglever 21 is putintonornial position, its locking-bar 22 is drawn back to .normal position; but the locking-bar 23 is stopped half-way by the latch 24 catching onthe lug 103,- secured-tothe bar 28. The switch-arm 75 will be separated from the contact 76 and put into contact with a contact-plate 104. This interrupts the current through the brakemagnet 115, allowiugthe signal-to assume a normal position under the influence of its connterweighted levers, and this closes a'njother circuit, so that the current generated by the motor-armature 94, driven by the descending counterweight, flows through the brush 95, rotary switch-arm 96, wire 66, brush 92, switch-arm 91, wire 66,-contact 97, bar.

98, contact 99, wire 66, contact 67, bar 68, wire 113,.magnet 25', contact 104' switch-arm 75, and wire 93 back to the motor 94. This current retards the fallot the counterweight and energizes the magnet 25',-causing it to lift the latch 24, releasing thelocking-bar 23, which, impelled by the spring 105, returns to the normal position. This releases the locking-bars 22*.and

23 and the, signal-operating lever 21'.. If

new the third signal-operating lever 21'-is put back to normal position, its bar 22 is drawn back to normal position, but its bar 23 is stopped half-way by the latch 24'. This movement of the lever 21 also separates the electric switch-arm 75 from the contact 76 and puts said lever 76"into contact with the contact plate 104'. This breaks the circuit through the brake-magnet 90, releasing thesignal No. 3 and establishing a new circuit, so that the current generated by the motor 84 flows through the. tongue 41, contact 44,

fields of'the motor 84, brush 85, rotary switch 86, brush 87, rota.ry switcharm 88, wire 66, contact 67, bar 98, contact 99, wire 66, contact 67, bar 68, contact 69, wire 114, wire 113, magnet 25, contact 104', switch-arm 75, wire 77, contact 45, tongue 42, back to the motor 84. This energizes the third magnet 25 releasing the locking-bar 23 and allowing go-to its normal position. This releases the eighth and ninth locking bars 22 and the switch-operating levers. The details Nos. 8 and 9 can now be restored to normal position itto XIO

but I will describe the operation of only one,

No. 9, as they are alike. Putting the ninth switch-operating lever 4 into normal position draws the bar 2 back to normal position; but the bar 1 is stopped half-way by the latch 14. It also puts the electric switch-arm 55 into contact with the contact-fingers 59 instead of the fingers 50 and the switch-arm 73 into contact with its contact-plate 72. This closes a circuit of the generator 57, so that the current flows through a wire 107, post 108, and lever 109 of thetrack-relay 110, a post 111 and lever 112 of the next track-relay, contact 72, switch-arm 73, wire 74-, contact 70, switch 64, armature of motor 63, switch-arm 02, contact 78, fields of motor 63, Wire 66, contact ($7, bar 68, contact 69, and wire 114 back to the generator 57. This current has the effect of opening the rail-switch of No. 9

that is, putting it in normal positionwhile at the completion of this movement the polechanging switch is reversed, breaking con tact with other contact-pieces. This interrupts the current from the generator 57 and makes a new circuit, so that the current generated by the rotation of the armature 63 flows through the switch-arm 64, contact 65, the field of the motor 63, wire 66, contact 07, bar 8, contact 69, wire 114, wire 113, magnet contact 59, switch-arm 55, wire G0, Act 61, and switch-arm 62 back to the motor 93. This energizes the ninth electromagn et and lifts its latch 14, releasing the locking-bar to return to a normal position, actuated by its spring. This releasesfthe switch-operating levers controlling'switches on opposite routes.

It will be noticed that the circuit which opens the derail passed through the contacts of the track-relay 110 and the next one to it. The magnets of these relays are energized by currents derived from the track-batteries 115 and 116 and through the track-rails. \Vhen a train is on any portion of the track between said batteries, the current will be shunted and cut off from one or both of the relays and their contacts will be separated, opening the circuit which conveys current for opening the track-switch. This prevents opening of the track-switch under the train.

Certain of the switch-operating levers 4 are connected mechanically together in pairs, as shown at the left-hand side of Fig. 2. By -reversing the fourth signal-lever 21 the electric current is put through the switch-arm 75 and through the contact-plate 76, closing 3 circuit of the generator 57, so that the current flows through the wire 58, contact 76,

switch-arm 75, wire 79, magnet 48 of polarized relay, wire 77, switch-arm 75 contact 104 magnet 25, wire 113, wire 114, back to the generator 57 This current passes through the magnet 48 in the opposite direction to that $ent through it when the signal-operating le- Ver 21 was reversed. The lever 43 is thrown to the other side and the tongues 41 and 42 make con tact with the contacts 46 and 47, re-

spectively. This closes another circuit of the generator 57, so that the current flows through the wire 58, contact switch-arm wire 79, contact 46, tongue 41, armature of the motor 84, tongue 42, contact 47, the fields of the motor 84, brush 85, rotary switch S0, brush 87, rotary switch 88, wire 66, contact 97, bar .98, contact 99, wire 66, contact (37, bar 68, contact 69, and wire 114 back to the generator. This current flows through the armature of the motor 84 in the opposite direction to that sent through ft when the third signal-operating lever wag reversed. This rotates the ratchet-whe -l 30 and 31 in the opposite direction, causing fire ratchetwheel 31 to engage the pawl it; the ratchetwheel 30 remaining inoperative. Thisbrings signal No. 4 into safety position. Puttingthe fourth signal-operating lever back into normal position releases signal No. 4, which, returning to the normal position, generates a current that releases the fourth locking-bar 23 in the same manner as before described for No. 3.

.When the lever 43 of the polarized relay is. thrown to either side, it remains there on account of the attraction of the permanent magnet until a current is sent through the electromagnet in the opposite direction. The current which energizes the magnet 48 of the .polarized relay when signal No. 3 is to be operated passes also through the fourth magnet 25, and when signal No. 4 is to be operated it passes through the third magnet 25; but this has no ell'ect, as the locking-bar under the magnet that current is passing through must be necessarily in the normal position.

To more fully describe the operation of the pawl 18 in connection with the notch in the bar 2, I will describe a specific movement of the switch-operating lever 4. The lever 4 (see Fig. 2) and the bar 2 connected thereto have just been moved from the normal to the reversed positions for the purpose of closing or reversing the track-switch operated thereby and for locking levers controlling switches on opposing routes. During the rotation of the motor, which eifects the reversal of the track-switch, the bar 1 is held in the middle position by the latch 13 engaging the lug 11, which stops it when it has made one-half its movement-in this case from the normal to the reversed positions -in consequence of which the spring 10 is compressed by the continued movement of the bar 2. The complete movement of the bar 2 will carry the notch in its edge past the front of the pawl 18. If now while the bar 1 is held in the middle position the operator should attempt to put the lever 4 and the circuit-closers and the bar 2, connected to it, into the normal position again, the movement would be prevented by the pawl 18 engaging the notch in the bar 2; but when the track-switch is completely reversed the current generated by the switch-operating-motor armature, described elsewhere in the specification and also in my Patent No. 55%,097, circulates in the coils of reversed position.

' the notch, so that it will not prevent the movement of tion.

In Fig. 2 the bar 2 is shown in its reversed the bar 2 back to normal posiposition, and in Fig. 3 it is shown in its normal position, while in both figures the bar 1 is shown in the middle position. If it were not for the pawl 18, the operator could change the position of a switch-operating lever-while the switch operating motor was still running-that is, before the track-switch is completely open or closed, as the case may be therebycutting oif the current from the generator to the motor and closing the independent motor-circuit, thereby releasing magnet 15 or 16.

The transverse bars shown in Fig. 1 are the. transverse bars of Figs; 2 and 4.,the lower ones being connectedto and operated by the switch-levers. The bars 2 and 22 are the same as those shown in Fig. 4 of my Patent No. 554,097, and the bars 100, 101, and 102- operate similar to the bars a, of my patent abovereferred to.

In Figs.- 3 and 5 I show the several contacts-in their true position. The wires in practice are connected to the metal blocks 56,

59, 71, and 72, which support the contact springs or fingers, and the metal supports "'55Eand'73,

V which support the bars and 73. Q In the normal position of the lever tthe bar 55- bridges 55 and 59, and 73 bridges 73 and 72, and in the reversed position 55 bridges 55 and 56, and 73 bridges 73 and 71. In the normal position of the lever 21 the 'bar 75 bridges 75 and 104, and when reversed it bridges 75 and 7G.

-The switch 91 engages 92 when the home signal to which it is attached is inasafety or reversed position, thus permitting the current to reach the distant signal only when the home signal is in safety position. The bar 28 bridges 97 and the corresponding contact when the track-switch is closed or reversed, so as to permit the current to reachthe signals governing the movements on that track only when the switch is in the proper position.

For the purpose of clearness in the claims I will term the locking-bar 2 as a primary locking-bar and the locking-bar 1 as a secondary locking-bar.

Having thus described my invention, I claim as new and desire to secure by Letters Paten t-'- 1. In a railway signaling and switching apparatus, a series of operating-levers, primary and secondary locking-bars, connections between the primary bars and levers, yielding trically-actuated locking devices for the secondary bars, substantially as specified.

3. In a railwayswitching apparatus, a series of operating-levers, primary and secondary locking-bars arrangedin pairs, one upon the other, link connections between the pri mary bars and levers, spring-yielding con: nections betweenthe primary and secondary bars, two latches for controlling theopposite movements of eachsecondarybar, springpressed pawis, one at each 'end of each primary bar,- adapted to engage notches in the primary bars and hold said primary bars until released by the secondary bars and electromagnetic means forlifting the latches and releasing the secondary bars substantially as specified.

4. A railway switching mechanism, comprisingoperating-levers, primary-and secondary locking-bars, linkconnections between 1 the primary bars and levers, spring-yieldingconnections between the primary and secondary bars, holding-latches for the secondary bars, electromagnets for, raising the latches, and a switch-operating motor by means of which the magnets are energized at the proper time by'currents generated by the rotation of l the switch-motor momentum, substantially asspecified.

5. In arailway-switch-operating mechanism, a series of operating-levers, circuit-closers carried by the levers, primary and secondary locking-bars, link connections between the primary bars and levers, springyielding connectionsbet-w'een the primary and secondary bars, holding-latches for the secondary bars, spring-pressed pawls for holdin g the primary bars until the secondary have made complete movement, electromagnets for lifting the latches, andelectric circuits comprising the switch-operating motor, an automatic electric reversing-switch operated by the motor, the circuit-closers attached to the operating-levers, the electromagnetsand the electrical connections substantially as specified. V

IIO

6. In a railway signaling apparatus, a signal, a motor for reversing the same, a counterbalanced lever for restoring the signal to normal position and rotating the motor in the reverse direction, a signal-operating lever, a two-position circuit-closer attached to the lever, a primary locking-bar, a secondary locking-bar, a link connection between the pri-' mary bar and lever, a spring-yielding connection between the two bars, a latch for controlling the movement of the secondary bar,

and an electromagnet for raising said latch,

' the said magnet being in a circuit leading -Fnom the motor and energized by a current enerated by the reverse rotation of the meor substantially as specified.

7. In a railway signaling apparatus, two

i r ed by the sheaves for engaging the said tgl ath, counterbalanced levers on the supportr the signals, connections between the ate aves and levers, and connections between the levers and signals, substantially as specificd.

9. In a railway-signal-operating mechanism, two semaphores or signals, a reversible electric motor for operating the signals, a clutch mechanism on the shaft of the motor for selecting either one or the other signal de pending on the directionpf rotation of the motor, a polarized pole-changing relay for determining the direction of current through the motor-armature, a two-position circuitcloser attached to each of the two signal-operating levers, one for each signal, said cireuit-closers acting conjointly to control the circuit through the polarized relay and severally to control circuits through the motor, a generator and the electrical connections, substantially as specified.

JOHN D. TAYLOR.

lVitnesses:

BENJ. F. STONE, D. M. MAssEE.

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