US754362A - Railway signaling system. - Google Patents

Description

No. 754,362. PATENTED MAR. 8, 1904. H.BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED 00T.16. 190i. NO MODEL. 8 SHEETS-SHEBT 1.

m: Noam; wz'rsns co mmuumou WASHINGTON, uv c.

PATENTED MAR. 8, 1904.

H. BEZBR.

RAILWAY SIGNALING SYSTEM,

A PPLIOATIOH FILED OUT. 16- 1901.,

8 SHEETSBEEET '2.

N0 MODEL.

INVENTOR y WITNESSES:

Tu: ualRls PETERS c0., WASHINGTON, a. 6.

PATENTBD-MAR. 8,1904,

r H. BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED OUT. 16. 1901.

8 BHEBTSSHEBT 3- N0 MODEL.

INVENTOR cm, WASH-"V070". n. c.

PATENTBD MAR. 8, 1904.

11. BBZER. RAILWAY SIGNALING SYSTEM. APPLIOATIDX FILED OOT. 1-6. 1901 8 SHEETS-SHEET 4 .1") MODEL.

a %%N m /NvN INVENTOR BY WA TTORNEY No. 754,362. PATENTED MAR. a, 1904. H. BEZBR. RAILWAY SIGNALING SYSTEM.-

APPLICATION FILED OUT. 16, 1901.

' K0 MODEL. 8 SHEETS-SHEET 5- PATENTBD, MAR. a, 1904.

H. B EZER. RAILWAY SIGNALING SYSTEM. APPLICATION FILED 0013.16, 1901.

B SHEETS-SHEET 64 H0 MODEL.

M an

III/I.

ggggggggsg THE NORRIS PETIRS C9, WASHINGTQN\ D-C,

N0. 754,362.v I PATENTED MAR. 8, 1904- H. BEZER.

RAILWAY SIGNALING SYSTEM.

APPLIOATION FILED 001'. 1B, 1901. no MOD VWTNESSES! c. RRIS PETERS co.. WASHINGTON, n

PATENTBD MA R. 8, i904.

H. BBZER. RAILWAY SIGNALING SYSTEM.

APPLICATION FILED OUT. 16. 1901 N0 MODEL.

WITNESSES its pivot and a part of themeans connecting UNiTEn STATES Patented March 8, 1904.

PATENT OFFICE.

RAILWAY SIGNALING SYSTEM.

SPECIFICATION forming part of Letters Patent'No. 754,362, dated March 8, 1904.

Application filed October 16, 190].- Serial No. 78,812. (No model.) I

To all whom it may concern.-

Be it known that I, HENRY BEZER, a subject of the King of Great Britain, residing at Westfield, in the county of Union and State of New Jersey, have invented certain new and useful Improvements in Railway Signaling Systems,

of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to railway signaling systems, and has for its principal objects certainty of operation, reliability of operation,-

and simplicity of construction.

My invention consists in the provision of a slot or clutch on which is fulcrumed a part of the means connecting the actuating mechanism and the signal, and in the provision of means for forcing such clutch into engaging position, and in the provision of means'for forcing the signal to danger should its counterweight fail to put it to danger,such means for forcing the signal to danger not interfering with the free action of the counterweight to put the signal to danger, and, further, in the provision of a pivoted clutchlever and a part hoiarng it at a distance from the actuating mechanismand the signal fulcrumed on the clutch-lever in proximity to its pivot, and, further, in the provision of a pivoted clutch-lever and a part of the means connecting the actuating mechanism and the signal fulcrumed on the clutch-lever, so that the counterweight of the signal imparts a thrust to the clutch-lever at the fulcrum in a line nearly parallel to a line joining the center of the fulcrum and the pivotal. center of the clutch-lever, and, further, in the provision of clutch or slot connections in which all of the parts are pivotally connected together.

My invention further consists in the'provision of means for positively holding a signal at danger, so as to prevent its movement to safety by the action of snow or other cause, and positively holding the signal at safety when moved to such position until the removal of the condition requiring it to be held at safety and efi'ecting these operations independently of the actuating mechanism or gearing, and, further, in the provision of means for starting and actuating the the locking mechanism and discontinuing the power-supply under the control of the looking mechanism, and so that the engagement of'the locking mechanism discontinues the power-supply and, n0 reliance is had on 1110-, mentum to complete the movement of the signal, and, further, in the provision of electric controlling means effecting suchl operations.

My invention further consists in the provision of a resilient connection between the actuating means and the signal, and, further, in the provisiori'of a lock against forward movement of the actuating means, such lock being controlled by a loose part, and in the provision of meanswhe'reby the resilient connection controls the loose partand lock.

My invention further consistsin the provision of railway signal-indicating means counterweighted-to go to danger and constructed to giv three different indicationsof the clear, and two blocks clearand a single act sting part connected with such indicating means and effecting the giving of two. of such ment of'the actuating part, and, further,

weighted indicating means, and, further, the improved clutch or slot above referred to controlling such indicating means.

My invention further consists in the provision of an electromagnetic brake-clutch in place of the dash-pots and other retarding devices heretofore employed, and, further, ;in

whereby the power of the clutch controlling the movement toward danger is varied, and, further, in the provision of means whereby the movement of the signal controls the clutch through circuit devices, and, further, inthe combination therewith of other circuit-controlling devices whereby the power of the clutch is varied, thus permitting the clutch to hold the signal stationary when desiredv as the approach to the danger position,

My invention further consists in the pro- ,vision of means whereby two signals are acindications by different portions of the 11101 .81

well as to retard and check its movement upon actuating means or motor independently of I conditions of trafiicas danger, one block single clutch or slotc'ontrolling such counter I the provision of circuit-controlling devices tuated and controlled by a single actuatingrod, and, further, by a selecting connecting mechanism constructed to putthe signals to safety successively in the movement from dangerto safety and when the two signals are respectively a home signal and a distant signal constructed to first put the home signal to safety in'such movement, and, further, to lock the distant signal at danger while the home signal is being put to safety.

My invention further consistsin the provision of a locking device coacting with a single actuating-rod controlling ty'vo signals, so as to lock one signal at danger while the other is being put to safety and to be unlocked by the final movement of the other signal toward safety position, and,'further, in the provision of a single clutch or slot controlling the movements vof both signals to safety, and, further, in the provision of a brake-clutch or clutch controlling the movement to danger for each of the two signals, combined with a single clutch or slot controlling the movements of both signals to safety.

My invention further consists in the provision of means whereby the 'up-and-down rods of two signals are actuated by a single actuating-rod, and, further, in guides wherer by the two up-and-down' rods mutually lock each other, and, further, in the combination therewith of a locking device for locking one signal at danger'while the otheris being put to safety, and, further, embodying the other features of jointfcontrol of the two signals above referred to.

My invention further consists in various features of construction of signal mechanism and of the combination therewith of controlling-circuits therefor, as hereinafter fully described. v

I will now particularly describe the circuits and apparatus illustrated in the accompanying drawings and embodying my invention.

and will th'ereinafter point out my invention in claims.

Figure 1 is a front. elevation, partly in section, of signal mechanism for two signals-a home and a distant signalthe signal-box being shown .in section and a lower part only of the post being shown. Fig. 1. is an enlarged detail of the rear relay. Fig. 2 isa front elevation, partly in section and on a reduced scale, of the post, signal-box, and semaphores.

- Fig. 3 is an enlarged horizontal section taken on the line 3 3, Fig. 1. Figs. 4:, 5, 6, and! are detached sectional elevations of the signal mechanism, illustrating different "positions thereof. Fig. 8 is an enlarged detail plan of the guide -plates, cross link, and adjacent parts. Fig. 9 isa vertical sectional elevation of the same. Fig. 10 is a plan view of a modified construction of signal mechanism for a single three-pos1tion slgnal. Flg. 11 1s a front elevation of the same, partly in section. Fig. 12 is a reduced front elevation of the same. Fig. 13 is a diagrammatic view illustrating the commutators, relays, and circuit connections at the rear ends of two adjacent blocks. Fig. 14 is a similar View of a modified construction.

In the construction of signals and apparatus 7 shown in Figs. 1 to 9, inclusive, and hereinafterparticularly claimed two ordinary twoposition semaphores 201 202 are employed, the semaphore 201 being the home signal and the semaphore 202 the distant signal. The signals are counterweighted to go to danger by spectacles, (not shown,) as well understood,

, and also by the weight of their up-and-down rods. In the modified construction (shown in Figs. 10 to 12, inclusive) a single three-position semaphore 203 is shown embodying the invention set forth and claimed in my Patent No. 602,792, issued April 19, 1898, this semaphore indicating danger by horizontal position, one block clear by oblique position, and two blocks clear by vertical position. This signal is counterweighted to go to danger by its own weight, its pivotal center being near the upper edge and is also thus counter- Weighted by the weight of its up-and-down rod. The day signal semaphores only are shown; but these semaphores would of course be properly combined with lanterns to give the night-signals. The semaphore or semaphores are carriedon posts 204, extendingup ward from signal-boxes 205, within which are located the signal-actuating mechanisms. In the construction employing two signals asep-- arate up-and-down rod is provided for each of these rods are actuated by a single actuating-rod 208, extending upward from the signal mechanism through connecting means to be hereinafter described, while in the construction employing one three-position signal the actuating-rod 208- is also the up-and-down rod for the signal. In both constructions corresponding movements are imparted to the single actuating-rod 208 to produce corr'e= sponding indications, and the'actuating-rod is similarly actuated and controlled, and both constructions provide signal-indicating means constructed to give three indications, ger, one block clear, and two blocks clear.

A rotary electromotor M is shown as the driving means whereby the mechanism is actuated; but it is ofcourse evident that any suitable form of motor could be employed for this purpose. The motor is suitably mounted on the bed-plate 223 and is connected by reducing-gears to a main or actuating shaft 214;,-

thisreducing-gear comprising a pinion '209,

fixed on the motor-shaft, meshing with an in termediate gear 210, mounted loosely upon and having a resilient connection with an intermediate shaft 211, and a pinion 212, fixed on the dan intermediate shaft and meshingwith a gear 213,fixed on the main shaft 214. The resilient connection between the loose intermediate gear 210 and its shaft 211 is provided by an arm 215, fixed on the shaft and working between stops provided by theends of a part ring 216, projecting from the front face of the intermediate gear and having a resilient device, shown as consisting of aspiral spring 217, secured at one end to the arm 215 and at the other end to the gear 210, so as to interpose a yielding resistance to the relative movementsof the intermediate gear 210 and the arm 215 and to return these parts by its resilient action to normal relative position on the deenergization of the motor. The normal position is that shown in Fig. 1 and other views,with the rear end of the part ring against the pin, While in Fig. 5 the resilient connection is under stress andthe front end of the part ring is against thepin. This resilient connection permits the motor to attain normal speed before actuating the intermediate and main shafts, and the movement resulting from this resilient connection and loose part" is utilized in the control of an unlocking movement for the main shaft, as will be hereinafter described.

The main shaft .214 and the intermediate shaft 211 are suitably mounted in bearings on standards extending upward from the bedplate 223. The main shaft 214 has secured thereon the actuating crank and pin 218, on which is pivotally connected witha slotted connection one end of the connecting-rod 219', the other end of which is pivotally'connected to the cross-lever 220. The slot in the con necting-rod 219 allows a slight freedom of movement of the connecting-rod and prevents straining on the parts actuated thereby in the extreme upper and lower positions of the crank 218. The cross-lever 220, pivotally connected at one end, as aforesald, to the connecting-rod -219,is pivotally connected at its other end to the actuating-rod 208 and is medially fulcrumed upon the clutch-lever 221, being medially pivoted at the upper end of such clutch-lever 221. and the clutch-lever 221 is pivotally mounted in a standard 222, extending upward from the bed-plate 223 and also carrying the rear bearing for the main shaft 214. Thus the clutchlever 221 has a stationary pivotal point, while the pivot or fulcrum of thecross-lever 220 is carried by the clutch-lever and movable therewith. Theclutch-lever 221 has secured at its lower end the armature 274 of the holding clutch-electromagnet D; The medial pivot or fulcrum of the cross-lever 220 is in proximity to the stationary pivotal center of the clutch-lever 221, while the clutch-armature. 274 is at a considerable distance from the pivotal center of the clutch-lever, thereby giving-a great advantage of leverage to the pull of the clutch-electromagnet. Further,

the direction of downward thrust or resist-v an'ce exerted by the up-and down rods is gnl v,

slightly oblique to the center line of the clutchlever pivot and cross-lever pivot. In consequence of this construction a comparatively small magnetic attraction of the holding-clutch magnet D will hold the clutch locked against a very great resistance to upward movement of the up and-down rods. In the event, however, of the deenergization of the clutch magnet D the thrust of one or both up-anddown rods will move the clutch-armature 274 away from its magnet. D and the movable medial pivot or fulcriim of the cross-lever 220 downwardly independently of the main or actuating shaft 214, so as to permit the indicating means to-go to danger by its co'unterweight. Further, when the actuatingshaft 214 approaches the normal i'position shown it forces and holds the clutch-armature 274 against its magnet Dloy upward pressure 'of the crank-pin 218.

Upon the main shaft 214 are secured two locking ratchet- wheels 224 and 225, the front ratchet-wheel 224 coacting with a lock-pawl 226 and the rear ratchet-wheel 225 coacting with a'lock pawl 227. The teeth of the rear ratchet-wheel 225 are arranged so that the. coacting'pawl 227 does not resist theforward movement of the main shaft locking onlyv against rearward movement, and this pawl is shown as held against the ratchet-wheel bya counterweighting foot'piece 228, this foot piecehaving an insulated upper plate' of conductive material arranged to come in contact with and electrictrically connect the flexible contacts F F as the pawl is lifted by the ratchet-teeth. This operation is utilized to effect'each final opening of the motor-circuit at the flexible contacts F F instead of at the main commutator, whereby the spark of opening the motor-circuit is produced at a point not relied upon for the initial closing of the tircuit, and as the rear ratchet-wheel 225 has a number of teetheighteen, as shownand several of these teethat least four-pass under the'pawl in each actuation of the signal the rubbing action resulting from the repeated movements of the pawl will keep the contact-surfaces clean.

The front ratchet-wheel 224 is shown as having only two teeth d and d, and these teeth are arranged so that they coact with the pawl 226 to lock the main shaft against forward movement in two positions thereof, and means are provided, for unlocking this pawl, such I means consisting of a part ring 230, project-' ing from the rear-face of the loose intermediate gear 210 and coacting with an actuatingarm 231, secured to the pawl 226,the carnshaped end 2290f this part ring 230 acting on the actuating-arm 231 to move the pawl 226 out of engagement with 'a tooth of the front ratchet-wheel 224 during the initialnove ment of the intermediate shaft 211unTier normal conditions orslightly earlier if the nor- .malconditions are distu bed and the part ring continuing to hold'the pawl out of engagement until the tooth has moved clear'of the pawl.

The main commutator K is secured upon the main shaft 214 and is provided with a number ,of plates which act in various positions of the able brush f is carried by the armature-lever 232 of an electric translating deviceor compound rear relay. In the construction shown in Figs. 1 to 9, inclusive, this electric translating device comprises four pairs of opposed coils, the two pairs of opposed coils G and H constituting the home-signal rear relay and the two pairs of coils Gr and H constituting the switch rear relay, these relays being 'symmetrically disposed, four coils of the relay G H being in the middle and two coils of the relay G H at each end, thereby"'preventing twisting strainsgto the common armature from the separate actions of the relays. In the construction shown in Figs. 10 to 12, inclusive, this electric translating device is composed only of the two pairs of opposed coils G and H, constituting the home-signal rear relay. The main commutator K and commutator-brushes shown in Figs. 10 to 12, inclusive,-correspond with those shown in Fig. 14.

The armature-lever 232 is shown as provided with a counterweight or tailpiece 238, which tends tomove it backward away from the front coils G G or G of the rear relay, and the adjustment of the backward position of the armature-lever is efiected by an adjustable back-screw contact g, shown as threaded in a plug fixed in the base 234, which base should be of insulating material, as stone, and the screw-contact g is shown as provided with a spring to prevent loosening thereof. The adjustment of the extreme front position of athe armature-lever is provided by adjustment of the relay and base as a whole, the base 234. being supported on ledges formed in uprights 235 236, the front upright 235 having guiding pins and springs 237 and the rear upright 236 having adjusting-screws 238, with jamnuts thereon. The movable commutator-brush f is shown as a looped spring, the free leg of which comes against the surface of the commutator, and, as usual, a non-magnetic stoppin will prevent contact of the armature with the poles of the front coils, and the adjustment will be such that the movable brush f will exert a slight spring-pressure against the commutator vhen in forward position.

, For the purpose of cushioning the movements of the signals in. their return to danger position under the action of their counterweights I provide electromagnetic brakeclutches. Iri the'construction employing two signals each signal has an independent brakeclutch, the home signal 201 having the'brakeclutch annular electromagnet 0, carried on a spider 244, the spider being fitted to rotate on a stud 240, carried on a bracket 243,- secured to the signal-box 205. The spider 244 has a connecting-rod241, whereby it is connected .to the home-signal up-and-down rod 206 at' the joint of the same with the cross-link 249, which cross-link connects the two up-anddown rods. A fixed disk armature 242 is provided for this annular clutch-magnet C. This annular clutch-magnet is of the type known as iron-clad electromagnets and need not be particularly described. This home-signal brake-clutch C also performs the function of a holding-clutch under conditions such that the distant signal is returned to danger and the homesignal maintained at safety, as will appear from the description of the circuits. v

The distant-signal brake-clutch electromagnet C and spider 245, mounted to rotate on the stud 246 of bracket 247 and having a connecting-rod 248 connected to the distantsignal up-and-down rod- 207at the jointof the same with the cross-link 249, and also the fixed disk armature 239 of this magnet are of the same construction as the parts just described of the home-signal clutch.

The three-position signal of the construction shown in Figs. 10 to 12, inclusive, has but one up-and-down rod, which is the actuating-rod 208, and a'single brake-clutch, and the connecting-rod 250 of this brake clutch is joined to the actuating up-and-down rod 208 at its joint with the cross-lever 220. The clutch-electromagnet O is located lower'down, near the base-plate, and is of'the same annular or iron-clad construction as the other brake-clutches justdescribedand is carried by a spider 251, secured upon a spindle 253,-

fitted to rotate in bearing-standards 254 and 255', and the disk armature 252 is fixed to the rear standard 254. This brake-clutch C also acts as a retarding-clutch during the whole movement from two to one blocks clearfas' will be hereinafter described.

Each of the brake-clutches carries a commu tator insulated from and secured to the spider,

the home brake-clutch Chaving the commutator J, with brushes 18, 19, and 20, the distant brake-clutch Chaving the commutator J,

with brushes 21 and 22, and the home and distant or three-positionbrake-clutch (1 havingthe commutator J ,with brushes 18, 1 9, and 20.

In the construction shown in- Figs. 1 to 9, inclusive, employing two signals, a home and a distant signal, connecting and selecting mechanism is provided whereby the actuatingrod 208 imparts the necessary'movements to the separate up-and-down rods of the two signals and whereby these movements are controlled. The cross link 249 above referred to ispivotally connected at each end to one of the up-and-do wn rods and pivotally medially end of the home-signal brake clutch connect-- ing-rod 241 and is shown as provided with friction-rollers 255. working against guidesurfaces in guide-plates 256, two ofthese guide-plates being shown, both of the same shape and. bolted together and to the back of the signal-box 205 by tie-bars 265. (See Figs. 8 and 9.) The distant-signal-rod pivot-pin 257 is fitted in a yoke of the cross-link 249 and has mounted upon it the eye at the lower end of the distant-signal up-and-down rod 207 and a yoke at the upper end-of the distant-signal brake-clutch connecting-rod 248 and is provided with friction-rollers 258, working in vertical grooves 261 in the guide-plates 256. A pivoted latch-lever is pivoted on a stud projecting from the rear guide-plate 256 and has 2. depending locking-arm 259, the lower end of which locks the distant-signal up-anddown rod 207 by contact with the frictionroller 258 on the disLtant-signal-rod pivot-pin 257 during the movement of the home signal to safety. The latch-lever also has an actuating-arm 260 extending nearly at a right angle to the locking-arm, whereby the lockingarm. is unlocked at the completion of the movement of the home signal to safety.

This latch-lever assures that the first move-.

ment of the actuating-rod from the normal danger position shall put the home signal to safety and that the distaiit signal may be "put to safet after the home signal has been put to safety. The weight of the latch-lever is suflicient to insure its return to normal position to hold the distant signal at danger upon the return of the actuatingrod to normal position, and in this normal position the locking-arm rests against the stop-pin 263. For the purpose of guiding sufiicient length to accommodate both rods.

(See Figs. 1 and 9.)

I will now describe the operation of the signal mechanism in the giving of the various indications, describing first the construction employing two signals, a home and a distant signal. (Shown in Figs. 1 to 9, inclusive, and hereinafter particularly claimed.) The normal position of these signals is the horizontal position, indicating danger, and the position of the controlling mechanism is as shown in Fig. 4. The holding-clutch electromagnetD is deenergized, but the armature 274 is against the poles of this magnet. The pawl 227 of the rear ratchet-wheel 225011 the main shaft is in engagement with the tooth c. The pawl 226 is not in engagement with either tooth of its front ratchet-wheel224. Both the signals are locked against being moved to safety by any outside influencesuch,' for example, as

an undue collection of snow on-the signa'b bladesthe actuating-rod 208 being locked against upward movement by the engagement of the back pawl 227 with the tooth c of its ratchet-wheel 225,'it being noted that any tendency to upward movement of the actuating-rod will tend to force down the connectto move the holding-clutch armature 274 away v from its magnet D, but, on the contrary, willtend slightly to press it against its magnet. The actuating-rod 208 being locked against upward movement and each of the pivot- pins 254 and 257 being at the bottom of its guides,

both signals are locked against movement to safety. The first step in the operation of the device is the closing of the circuitthrough the coils of the holding-clutch electromagnet D, whereby the armature 274 is magnetically held against these poles. The next step is the energization of the electromotor M. The motor starts, actuating the intermediate wheel 210 only and having to overcome only the resistance of the spring 217, and winds up this 7 spring while attaining normal speed, and

when the intermediate wheel has been rotated so that the forward end of the part ring 216 engages with the pin 215 motion will be transmitted to the intermediate shaft 211 and from this shaft to the main shaft 214, and the crankpin 218 will actuate the connecting-rod 219 and pull down the right-hand end of the crossarm 220, and as the clutch-magnet now holds the clutch magnetically locked the medial pivot of the cross-arm will be stationary and the left=hand end of the cross-arm 220 will be moved upward. .As the distant signal up-and-down rod 207 is now locked by the latch-lever 259 260, the'movement of the actuating-rod 208 will be imparted only to the home-signal up-and-down rod 206, the crosslink 249 turning on the distant-signal-rod pivot-pin 257 as afulcrum. The continuance of this movement will put the home signal to safety, and as this position is nearly reached the home-signal-rod pivot-pin 254 will engage the end of the actuating-arm 260 of the latchlever and will move the locking-arm 259 thereof clear of the distant-signal-rod pivot- pin 257, 1

thereby unlocking the up-and-down rod 207 of the distant signal, so, that the distant signal is free to be put to safety by further forward.

movement of the inechanism. The parts will now be in the position shown in Fig. 5. The main shaft is now locked against rearward movement by the back pawl 227, which has come into engagement with the tooth c and the home signal cannot force the distance sig nal to safety because of the control of the cross-link 249 by the vertical guide-grooves 261, as an upward movement of the distantsignal up-and-down rod 207 from the downward thrust ofthe'home-signal up-and-down 'rod'would require an approximately horizon- Therefore the home signal is locked at safety so long as the holding-clutch magnet is energized and the medial pivot of the crossarm 220 thereby held stationary. It is to be noted, however, that should this holdingclutch be released then the downward thrust of thehome-signal up-and-down rod would tend to move the left-hand end of the crosslever 220 downwardly and to the right, andthis would swing the clutch-lever 221 so as to bring the medial pivot of the cross-lever 220 to the right and downwardly and to permit the home signal to go to danger. Further, with the home signal at safety and the distant signal at danger,as in Fig.5, should an undue collection of snow on the blade of the distant signal or other cause give to that signal a bias toward safety position, so-that the distant-signal'up-and-down rod 207 would tend to move upward when unlocked and to move the distant signal toward safety, this tendency to'movement will, beresisted and such 'movlernent prevented by the engagement of the front pawl 226 with its tooth (Z of the ratchet-wheel 224. It will be noted that the part ring 230 on the rear face of the intermediate wheel 210 is now clear of the arm 231 of the front pawl, so that the front pawl is now against its ratchet-wheel 224 and interposed in the path of the tooth 03 If the conditions of trafiic will not allow the distant signal to go to safety, the motor willbedeenergized by the movement of the front pawl 227 in dropping behind the tooth c, as hereinafter explained in the description of the circuits, and the spring 217 will reverse the movement of the intermediate wheel 210 and motor and will bring the pin 215 into contact with the rear end of the part ring 216. For the purpose of returning the intermediate, wheel to normal position at the completion of each movement of the signal the gearing joining the intermediate shaft 211 and the main shaft 214 is so proportioned that each movement of the signal'shall represent a number of complete revolutions of the intermediate shaft. 1n the construction shown each tooth of the back ratchet-wheel 225 represents one revolution of the intermediate shaft, and as the back ratchet has now been advanced five teeth, the tooth 0 now oeing engaged by the back pawl, the interirc Iiate shaft has made exactly five revolutions, and under usual conditions the intvmpdiate wheel 210 will now be returned from the actuating-arm 231.

to a position exactly the same as the normal posltlon shown in Fig. 4.

It will be noted that the reverse movementof the intermediate wheel 210 will not disturb the front pawl 226, the gap in the part ring 230 being sufficient to accommodate th is movement. It will also be noted that this reverse movement retires the cam end 229 of the part ring, so that it is at a considerable distance It will also be noted that a slight clearance is allowed between the front pawl 226 and its tooth d Should weight of snow or other cause produce the slight forward rotation of the main shaft necessary to cause this clearance to be taken up and the tooth 0Z to press against the front pawl, the intermediate wheel will come to rest slightly in advance of the normal position shown, 'but the reverse movement thereof caused by the spring 217 retired the cam end 229 so far to the rear that there is no possibility that such movement will unlock the front pawl 226, and the front pawl cannot be unlocked until the motor is again actuated and the intermediate wheel thereby advanced, and when the motor is actuated and advances the intermediate wheel the cam end 229 will unlock the front pawl, and if the intermediate shaft 211 is in the exact normal position the unlocking movement will occur during the initial actuation of the main shaft while the tooth d is moving forward through its clearance, or if the main shaft and intermediate shaft have been advanced by snow on the blade to ake up this clearance then ,the unlocking movement will occur earlier in the movement of the intermediate wheel and beforethe initial actuation of the main shaft. Under all signal itself is also prevented.

If the conditions of traffic permit the dis-,

tant signal, as well as the home signal, to be put to the safety position, the actuation of the motor will continue after the home signal has been put to safety and the distant-signalrod pivot-pin 257 has been unlocked. It will be noted that under these conditions the front pawl 226, which has fallen in prepared to engage the tooth 0Z will be moved away from the ratchet-wheel before the tooth (Z takes up its clearance, and the continued actuation of the motor will move the connecting-rod 219 downward and the actuating-rod 208 upward, the medial pivot of the cross-lever 220 remaining fixed by reason of the continued energization of the coils of the holding-clutch magnet D. The cross-link 249 now moves upon the home-signal-rod pivot-pin 254 as a horizontalmoving fulcrum, the distant-signal-rod pivotpin 257 moving vertically up in its grooves 261 and moving the'distant signal to safety position. The latch-lever 259 260 is merely pushed farther out of the way by this upward movement. At the completion of the movepawl 227 will engage with the tooth c and.

this movement will deenergize the motor, and then the intermediate Wheel and motor will be reversed and the intermediate wheel re turned to normal position, the main shaft hav- .ing rotated so that the rear ratchet-wheel 224 has advanced four teeth, and the parts-will assume the positionshown in Fig. 6, with both signals at safety. Both signals are now-held at safety so long as the energization of the holding-clutch D is continued, the back pawl 227 preventing rearward movement of the main shaft, so that the actuating-rod 208 can not be moved downwardly, and each signalrod pivot-pin locking the other signal-rod pivot-pin, because both thesepins are at the tops of their grooves or guides. I have provided for returning the distan signal to danger and leaving the home signal at safety should the second block in advance become occupied-by a train after the distant signal had been put to safety. Under such conditions the holding-clutch D will be deenergized and simultaneously the homesignal clutch C energized more powerfully thanfor a brake-clutch, so as to become aholding clutch and to hold the home signal at safety. The distant signal will, however, be free to go to danger, its movement being checked as .it approaches the danger position by its brake-clutch C. The motor will also be energized and will by forward rotation of the main shaft force the distant signal to danger should its counterweight fail to put it to danger, and the actuation of the motor will be continued until the rear ratchet- -Wheel has advanced fiveteeth, and then the engagement of the back pawl 227 with the tooth a will deenergize the motor, the intermediate wheel will be reversed and restored to normal position, andthe parts will be in normal position, .(shown in Fig. 7,) with the distant signal at danger and the home signal at safety. The forward rotation of the main shaft 214 will have produced an upward thrust on the connecting-rod 219, which will tend to move the clutch-lever 221 and its armatureagainst the holding-clutch magnet D, assuring that at the conclusion of this movement the clutch-armature will be against the magnet. The holding-clutch D is now energized and the home-signal clutch C deenergized, and the holding-clutch D will now hold stationary the medial pivot or fulcrum of the cross-lever 220, and the front pawl 226 will now be interposed in the path of the tooth 41, so that the downward pressure of the homesignal up-and-down rod is resisted by the engwgcment ofthis tooth and pawl. Should an undue collection of snow on the distant-signal blade or other cause tend to force upward the up-and-down rod 207 thereof, this tendency to movement will be resisted by the engagement of the back pawl 22". with its tooth 0.

The signals are therefore locked against move-..

ment so long as the holding-clutch D is ener gized. The signals will be free to return to danger under the action of their counterweights from the several positions of safety- IDdICLlilOIl above described upon the deenergization of the holding-clutch D. When this holding-clutch is deenergized, the magnetic look upon its armature is released, and the clutch-lever 221 is free to swing on its pivot, so as to carry the clutch-armature 274'to the left and upward and the medial pivot of the cross-lever 220 to the right and dowmward. All of the movements to safety were dependent upon the energization of the holdingclutch D, and the deenergization of this clutch at any time will permit the signals to go to danger under the action of their counterweights, and their movement will be retarded as they approach danger by their respec tive brake-clutches. Further, should the contacts for deenergizing the motor fail to operate and the motor continue to revolve the signals will nevertheless be free to go to. danger as soon as the holding-clutch D is deenergized, and the continued rotation of the motor will merely swing the clutch-lever 221 on its pivot, forcing it to normal'position at .the completion of each revolution of the main shaft 214 by the upward movement of the crank-pin 218.

Further, should the distant signal fail to go to danger the home signal is. free to go to danger,the guide-slot for the home-signalrod pivot-pin 254 being a large rectangular slot which will permit this pin tomove freely to danger from any position of the cross-link 249, and with the home signal at danger an engineer would disregard the safety indication of the distant signal. I provide, however,

. that simultaneously with the deenergization of the holding-clutch D the motor will be energized and will cause a forward rotation of the main shaft to the normal position, (shown in Fig. 4,) and this movement will forge the signals to danger should the counterweight fail to act, and the final upward movementofthe crank-pin218 will forcethe clutch-lever 221 to normal position should the action of the counterweight have swung the clutch-lever away from normal position. In the return to normal danger position of the home signal only where the home signal only has been put to safety, as shown in Fig. 5, the release of the clutchlever permits it to swing freely, so that the forward rotation of the main shaft will, not

cause any upward movement of the distantsignal up and-down rod 208, and consequently the distant signal will not be put to safety and then returned to danger during this movement. Should the distant signal refuse to return to danger by its counterweight or the motor be unable to force it to danger, it will be impossible to restore, the main shaft to normal "position, because the actuating-rod 208 cannot move downward and the connect- IIO ing-rod 219 upward beyond the position which they would assume with the home signal at.

position, which would be their positions with thedistant signal at safety and the home signal at danger. Therefore it will be impossible to restore the signal-actuatingmechanism to normal position, and therefore impossible to put the home signal again to safety, so long as the distant signal refuses to go to danger. It will be noted that the engineer, seeing the home signal at danger, would disregard thesafcty indication of the distant signal. Thus the impossibility of putting the home signal to safety under these conditions nullifies the error of the refusal of the distant signal to go to danger.

In the construction shown in Figs.'10 to 12,

inclusive, in which a single three-position signal 203 is employed, the actuating-rod 208, which in this construction is also the up-anddown rod of the signal, is shown as connected to the signal-spindle 197 by a bell-crank 199 and connecting-rod 198. The actuating-rod 208 is actuated in the same manner to put the signal to the oblique or one-block-clear or home safety position and to the vertical or twoblocks-clear ordistant safety position, as heretofore described relative to the two-signal construction. In the movement from two to one block clear, equivalent to putting the distant signal to danger and leaving the home signal'at clear, the holdingclutch magnet D is deenergized, as in the corresponding movement in the two-signal construction, but simultaneously the single brake-clutch C is energized, so as to retard the movement of the signal, and the motor is energized, and the clutch remains energized during the entire movement, thereby compelling the motor to' move the signal against the resistance of the brake-clutch C and causing the crank-pin 218 of the actuating-shaft to exert an upward pressure against a resistance to downward movement of the actuating-rod throughout the entire movement, which resistance will hold the holding-clutch armature 224 against its magnet D, so that at the conclusion of the movement when the holding-clutch magnet is again energized the signal will be held thereby in the one-block-clear position. The proper operation of the signal in this movement will be initially under the action of its counterweight retarted by the brake-clutch, and the movement will be continued and completed by the forcing action of the motor; but should the motor fail to act the counterweight of the signal can nevertheless move the signal to the danger position, retarded in the movement from two to one block clear by the bral eclutch, while should the counterweight fail to act the signal will be forced by the motor from the two-blocks-clear position to the oneblock-clear position. The movement of the actuating-shaft is exactly the same for all of these operations as in the two-signal construction, and the locks effected by the back pawl 227 and the front pawl 226 against the counterweight and against movement from external causes, as snow at one side of the blade opposing the counterweight, and also the forced movements of the signal by the motor in the event of failure of the counterweight andfreedom of the counterweight to put the signal to danger independently of the motor and to hold it at danger notwithstanding continued revolution of the main or actuating shaft caused by failure to deenergize the motor, are the same as already described relative to the two-signal construction. I

It will be noted that in the constructions above described embodying my invention the several parts connecting the actuating-rod 208 and the main or actuating shaft 214: are all pivotally. connected together. The effects of wear will not therefore impair the power of the holding-clutch to hold or release, only atfecting the amount .of movement imparted to the signal. No delicate adjustment is therefore required, and the wear of parts may be carried to an extreme condition without substantially impairing the efficiency of the mechanism, since a slightvariation in the position of the signal is unimportant. It will also be observed th at there is no dependence upon the friction of the gearing to hold or look the signal or signals in any position, and no dependence whatever upon the gearing to hold or look the signal or signals in any position, the back pawl and front pawl effecting such holding or locking of the signal or signals in a positive manner not only against the counterweight, but also against external causes, as snow on the signal-blade, tending to put the signal or signals to safety. Furthergthe locking effected by the front pawl is dependent upon the deenergization of the motorythecontinned movement of the motor positively moving this pawl out of locking position or unlocking this pawl without straining of the parts. It will also be noted that the action of the holding-clutch is independent of both of the locking-pawls, and the deiinergization of this clutch will permit the signal or signals to be put to danger by its or their counterweight or counterweights. The locking-pawls do not, therefore, interfere with the putting of the signals to danger so long as either the-motor alone operates or the counterweights alone operate. The effects of failure of the counterweight would be overcome by the ope tion of the motor or the effects of the failure of' the motor would be overcome by the operation of the counter-weights.

. In Figs. 13 and' 1a of, the dra-wings I have illustrated controlling-circuits for the signal scribed, such circuits being claimedg in a sep- 'arate application for Letters Patent filed as a division hereof on February 1, 1903, Serial No. 141,858. In these diagrammatic illustrations of the circuits the rails of the track are represented in plan, and in each view the rails of one block A and at the advance end of the block A in rear thereof and at the rear end of the block A in advance thereof are represented. For convenience in description I shall refer to the rail which is the upper rail in these plan views as the upper rail and the rail which is the lower one in these views as the lower rail. In these diagrammatic drawings the several commutators are shown in development, the outlines of the several conductive plates and the separating spaces being shown. It will of course be understood'that these conductive plates are secured upon sleeves of insulating material, so as to be electrically insulatedfrom each other.

In addition to the rear or track relays (shown in Figs. 1 to 12, inclusive) I provide other relays, as two front relays, PQ and T U, each having opposed coils and an armature between the opposed coils and which are hereinafter collectively referred to as a front translating device, and also compound relays V W, having opposed coils and an armature between the opposed coils and distant-signal rear relays E andswitch-controlling relays I and other controlling-relays O and S. The several relays are in many constructions provided with a plurality of movable fingers insulated from each other and all actuated by the armatures of the relays, and these fingers are conventionally i'epresented'in proximity to their controlling-coils, but sufficiently separated for clear illustration. The movable commutator-brush f is also represented diagrammatically as contacting with the edge of its commutatorplate, this slight distortion being necessary for clear illustration of the circuit connections. p

I will now describe the circuits and apparatus illustrated in Fig. 13, such circuits being constructed and arranged for controlling the signal mechanism shown in Figs. 1 to 9, inclusive, except that the switch rear relay G H is omitted, and the circuits therefor are also omitted. For the block A (shown as the first block to the right) one of the front relays has opposed electromagnets P Q and the other has opposed electromagnets T U, the relay having the opposed electromagnets P Q being operated by the presence of a train in the block in rear of the block A and both these front relays being operated by the presence of a train in the block A. I therefore designate the relay having the opposed electromagnets P Q as the home and rear blocks front relay, and the relay having the opposed electromagnets T U as the homeblock front relay. For the block A in advance of the block A a corresponding home and rear. blocks front relay P Q and a corresponding home-block front relay T U are provided, and I will first describe the normal track-circuits of the block A, as this description will equally-apply to the track-circuits of all other blocks except the front end block of a'system,

wherein no front relays would be required.

The coils of the opposed electromagnets P Q of the home and rear blocks front relay are in a normally closed circuit from a part of the trackbattery- B this track-battery being shown as having two of its cells connected in multiple i with the coils of such relay, so that the current flows from the two cells in multiple of the battery B through wire 26, flexible contact I), armature-finger a, wire 27', through coils P and from coils l in two paths, one through the coils Q and wire 64 back to battery and the other through the wire 62 to the upper rail and from rail to rail through the grounded conductors of variable resistance formed by the ties and from. the lower r'ail by wires 65 64 back to battery. It will be noted, however, that'the rails of the block are bridged at the rear end of the block by metallic conductors extending from a battery B, located at the rear end of the block and which will be termed the opposing battery, through which the current may be assumed to flow as follows: from one cell of the opposing battery B, by wire 31, contacts w a, front coilsV of a compound relay V W and from the coils V in two paths, one through the back coils W and back to battery and the other by wire 32, brushes 11 12, wire 33, contacts 8 9, wire 34, contacts b a, wires 35 38 to upper rail and from lower ,rail by wire 39, coils H, wire 41 back to bat of high resistance and the coils P of low resistance, and the current normally flowing through these circuits will retain the armaturelever 10 in rearward position. The armature will be attracted toward the front coils P by a the presence of a train'in the block A, which will cause the coils of the home-signal rear relay G H and of the distant-signal rear relay- E to be connected in multiple and with the rails at 'the' rear end of the block A. coils .of the home-block frontrelay TUare normally deenergized, and the armature-lever a of this relay is normally held by gravity The ' of the block A. The entrance of a train in this block will cause the coils of a home-signal roar relay at the rear end of the block A (not shown) corresponding to the home-signal rear relay H, and the coils of a distant-signal rear relaylnot shown) at the rear end of the block A corresponding to the distant-signal rear relay E to be connected in multiple and withthe rails at thercar end of. the block A, as will appear from a description hereinafter given of a similar operation of the corresponding circuits" at the rear end of the block A. Thisoperation will cause the armature-lever p of the home and rear blocks front relay P Q to close upon the contact 9 and willclose the normally open circuit of the home-block front relay T U, but will not cause the armature-lever u of the home-block front relay to close upon its front contact 10. tion is effected will now be described. The c'r- ,cuit wherein the coils of the home-signal re r relay and the distantsignal rear relay at the rear end of the block A are connected to the rails at the rear end of the block A in multiple is as follows: from two cells in multiple of the battery B, by wire 26, contacts 6 at. wire 27, front coils P, and from the front coils P through the back coils Q back to battery, and also from the front coils P, by wire 62, to the upper rail of the block A and through the ties and ground to some extent to the lower rail and by wire back.to battery and from the upper rail through contacts at the rear end of the block A corresponding to the contacts ;0 q and the back coils Q. The armature-lever P will becaused to close on its front contact q. The closing of the contacts 2 1 of the home and rear blocks front relay closes a circuit from a part (shown as one cell) of the opposing battery B and through the front coils G' of. the home-signal rear relay of block a, and thereby causes the movable brush j to come in contact with the commutator K. This circuit is as follcws: from one cell of the opposing battery B, "by wire 31, flexible contact 11:, armature-lever c, and front coils V of the compound relay V W, wire 32, brushes 11 and 12, 65wire 33, contacts 6 7', wire 34, contacts 6 a,

The circuits whereby this opera-,

It will of the block, through the wire 62, coils P,

wire 27, contacts a 6", wire 26', two cells in multiple of the track-battery B at the front end of the block A in opposition to the polarity thereof and by wires 64: 65' to the lower rail and through the ground to some extent from the upper rail to the lower rail and also through the coils Q and wires 64 65 to the lower rail, all of these connections being in multiple, and from the lower rail, by wire 39 and back coils H to the wire 4:1, wherein it 'meets the other path above described and proceeds back to batte ,y. If'the block A were clear of trains, the joint resistance of these last-described circuits would be such that a more powerful current wouldflow through the front coils G than through the backcoils H and the movable brush f would be moved into contact with the commutator K. If, however, a train were in the block A, the circuit last described through the back coils H would have its resistance greatly diminished by the train, which would connect the rails of the'track A by its wheels and axles, forming a path of low resistance from the upper rail to the lower rail and cutting out the joint resistance of the multiples through the coils P and Q and of the battery B, the current for the back coils H then flowing as follows: from one cell of the opposing battery B, through wires 31, contacts ww, coils V, wire 32, brushes 11 12, wire 33, contacts 8 0', wire 34, contacts 6 a, wires 35 .38, upper rail, wheels and axles of train, lower rail, wire 39, back coils H and wire 41 back to battery. This circuit, in multiple with that through the front coils G above described, will hold back the movable brush f and prevent its contact with the commutator. The presence of a train in the block A will also shunt the current of the track-battery B and prevent this trackbattery from actuating the rear relay. If there is no train in the block A,and therefore the movable brush f is brought into contact with the commutator K, the movable brush will close acir cuit from the main battery B through 'wire 42, movable brush j and fixed brush 1, wire 43, coils of'relay O,

and wires 44 45 back to battery. The circuit thusclosed actuates the armature of relay 0 and opens at the contacts a Z; the circuit above-described, whereby the opposing batof the track-battery B at the front end of the block A, by wire 26, contacts I) a, wire 27, coils P, wire 62, upper rail, wires 38 36, con

tacts p 1 wires 37 40, front coils G and back coils H 65 64' back to battery. The maintenance of the movable brush f against the commutator by the current from the advance track-battery B puts the signal-controlling means of the home-signal at the rear end of the block A in the safety condition. The energization of the coils of relay will also effect the cloting .of contacts a b and a 6 and a b, and the borne-block front-relay coils T U will be connected in multiple with the home and rear blocks front-relay coilsPQ through the following circuit, including the whole of the trackbattery B: from track-battery B, by wire 46, brushes 6 7 wire 47, contacts 6 a and a 6 wire 48, coils-T and U in series, and wires 64 back to battery, and from coils T, by wire 49, contacts I) a, wires 50 62, to upper rail and through the joint resistance of relays at the rear end of block A corresponding withthe home signal rear relay G H andthe distant-signal rear relay E, through circuits hereinafter described, and to the lower rail, and by 'wires 65 64 back to battery. The coils of the home and rear blocks front relay P Q, are now in multiple with the coils T U in a circuit having the full power of the battery B, such circuit branching from that just described between the contacts a 6 through wire 27 and coils P and Q to wire 64 and through coils P only to wire 62. Although the coils of the home-block front relay T U are now in multi ple with the coils of the home and rear blocks front relay P Q the armature of the homeblock front relay is not attracted, because of the resistance in the circuit, and will not be attracted until the train enters the block A. This operation of the relay 0, resulting in the connection of both front relays with full bat tery power, has put the full battery po'werof the trackbattery B onto the trackcircuit through the rails of block A, this full battery power being necessary to clear the distant signal at the rear end of the block A. From the above description it will be evident that this I could not have been done if there were a train in the block A, and therefore that the conditions in the block A must be such as to per mitthe home signal at the rear end of that block togo to safety to indicate one block clear in order that the distant signal at the i rear end of the block A may go to safety, I

tooth 0 passes clear of the pawl 227 and the and thereby indicate two"blocks clear, and

I this control is exerted through the controlling means whereby the home signal at the rear end of the block A would be put to safety, so that the home signal at the rear end of block A must be in condition to go to safety before the distant signal at the rear end of block A can go to safety and indicate that the block A is clear of trains. When the train enters the block'A, it will close a shunt across the rails, which Will cut out the joint resistance of coils at -the rear end of the block A corre-- in series, wire 39, lower rail, wires sponding with the home-signal rear-relay coils G H and the distant-signal rear relay E, and this short circuit of low resistance across the rails will cause the attraction of the front coils T of the home-block front relay to preponderate, and the armature-leveru of this relay will be moved against the contact a, the armature-lever p of the. other front relay still remaining against the contact The closing of the contacts a u will close an actuating circuit for the signal at the rear end of the block A through the coils of relay S. The movable brush f is already against the commutator, as before described, there being 'no train in the block A to shunt the advance track-battery B The circuits now to be described are dependent upon the maintenance of the movable brush f against the commutator and would be opened should a train back into or'otherwise enter the block A The holdingclutch circuit is as follows: from home battery B by wire 42, movable brush f, fixed brush 1,

wires 51 56, clutch-coils D, wires 55 54, brushes 15 16, and wire 45 back to battery. Thehomesignal circuit closed at the contacts u '16 is as follows: from main battery I? by wire 42, movable brush f, fixed brush 1, wires 51 52, coils S, wire 53, contacts a u, wire 54, brushes 15 16, and Wire- 45 back to battery. The energization of the coils S closes a motor-actuating circuit for putting the home signal to safety by closing the contacts 8 t. The motor-actuating circuit is as follows: from main battery B directly to the motor M, wire57, contacts 8 t, wire 58, brushes 14 16, and-wire 45 back to battery. The motor and holding- IOO clutch will now be energized and the heme signal will be moved to the safety position, the commutator advancing so that the brushes rest upon the dotted line marked 1 block clear. As the commutator K approaches this position and before the break in the commutator-plate of the brush 14 passes thereunder the pawl 227 is lifted by the tooth c of the ratchet-wheel 225, and thereby the foot-piece 228 of the pawl will come in contact with the brushes F F and complete the following motor-circuit: from battery B through the motor M, wire 58, brushes F F, and wire 45 back to battery. This construction obviates any dependence upon momentum to carry the break in the commutator-plate past the brush l4 and the motor-circuit is continued until the pawl drops behind the tooth. This movement of the pawl opens the motor-circuit just described which was closed by the pawl, and the motor-circuit through the brush 14 is already open'at the break in the commutator-plate, and should there be a train in the block A so that the distant signal will not be put to safety position, the actuation of the signal mechanism will terminate at this point. It will be observed that the opening of the motor-circuit occurs at the brushes F and any'sparking innow upon the line marked 1 block clear. In

consequence of this movement the circuit above described which was closed through the brushes 6 7, whereby the two front relays were connected in multiple with the full power of the track-battery B, is now opened between the brushes 6 and 7; but a circuit through these two front relays from the two cells in multiple of the track-battery B is closed through the brushes 8 7, as follows: from the two cells in multiple of the battery B through wire 59, brushes 8 7, wire 47, and contacts 6 a and through the two front relays in multiple, as before described. The brush 7 bridges the break, so that the maintenance of a circuit through the front relays is continuous, th ereby continuing in closed condition the circuits maintained through and by the contacts p q and u a, and therefore continuing the energization of the holding-clutch coils D, and thereby holding the home signal at safety. Thus the entrance of the train upon the block A effects a change from the connection of the full battery-power of the track-battery B to the connection of the two cells in multiple thereof to the rails, thereby preventing the short-circuiting of the full power of the battery, as

will have the full battery-power removed therefrom while the train is -in proximity to the rear end of the block. With the commutator in this position, the brushes being at the line marked 1, block clear, a circuit will be closed, whereby the coils ofthe distant-signal rear relay E and the coils of the homesignal rear relay G H will be connected in multiple and to the rails of the block A, this circuit being as follows: from two cells in multiple of the battery B by wire 26, contact b a", wire 27, front coils P, and wire 62 to upper rail and from upper rail by wires 38 36, contacts 1 g, and wire 37 and branching from the wire 37 in one path through brush 5 and in the other path through the wire 40, the circuit through the path first mentioned proceeding from brush 5 to brush 4 and by wire to coils of relay E and by wire 61 to wire 39 and the circuit through the other path being from wire 40 through the coils of rear relay G H in series to wire 39 and these-branches uniting at wire 39 and proceeding therethrough to the lower rail of the block A and from this lower rail through wire 65' back to battery. The above description omits the multiples heretofore described through the back coils Q and from rail to rail through ground and ties. With these two the shunt-circuit, ..closed by the wheels and axles of the train rear relays thus connected in multiple the joint resistance of this circuit is such that the front coils P of the home and rear blocks front relay P Q attract the armature 7), and thereby a circuit such as above described is closed, providing there is no train in the block A which will put the movable commutatorbrush f against its commutator K, and thereby close a circuit'of the coils O corresponding to that already described for the coils O, and thereby connect both front relays of the block A in'multiple with the full power of the battery B and this full battery-power will be applied to the rails of block A and will flow through the coils ofthe home-signal rear relay G H and of the distant-signal rear re lay E, and the relay E will then be energized sufliciently to attract its armature, thereby closing the contacts a a. The closing of the contacts 0 a will complete the following circuit for the motor: from main battery B through motor M, wire 57, contacts 8' t, wire 58, brushes 14 13, wire 66, contacts a a, wire 45 back to battery. The circuit for the hold' ing-clutch D still remains closed, as it is maintained through the movable brush f and fixed brush 1, as before described, and the signal is therefore moved toward the two-blocks-clear position. As the longitudinal break in the commutator-plate of the brush 15 passes under the brush 15 circuits are set up for the relaycoils S and the clutch-coils D through the brushes 15 and 13, replacing those which flowed through the brushes 15 and 16, the brush 15-bridging the break in the commutator-plate, so that the flow of current to the relay-coils S and to the clutch-coils D is continuous. These circuits are asfollo'ws: forthe relay-coils Sfrom main battery B by wire 42, movable brushfifixed brush 1,wires 51 52,coils S, wire 53, contacts a u, wire 54, brushes'15 13, wire 66, contacts 6' 0, wire 45 back to battery and for the clutch-coils D from battery B through wire 51 56,clutch-eoils D, wires 55 54,brushes 15 13, wire 63, contacts '0' e, wire 45 back to battery.

42, brushes f and 1, wires,

IIO,

AsthesignaI approaches the position of two blocks clear the break in the commutatorplate of brush 14 passes under this brush; but before this break passes under the brush the pawl 227 is lifted by the tooth c of the ratchetwheel 225, and thereby the foot-piece 228 of the pawl will come in contact within the brushes]? F and complete a motor-circuit, as above described, and this motor-circuit will be continued until the,tooth 0 passes clear of the pawl and thepawl drops against the bottom of the tooth. This movement of the pawl opens the motor-circuit and the commutator comes to rest with the brushes on the line marked 2 blocks clear and the distant signal in the safety position indicating two blocks clear, the coils S and the holding-clutch coils D still remaining energized and the holdingcluteh therefore maintaining the signals in

Images