US759346A - Railway block-signal system. - Google Patents

Description

PATENTBD MAY 10, 1904.

W. M. CHAPMAN.

RAILWAY BLOCK SIGNAL SYSTEM.

APPLICATION FILED MAY 12, 1902.

5 SHBBTS SHEBT 1 H0 MODEL.

No. 759,346. PATENTED MAY 10, 1904.

W. M. CHAPMAN.

RAILWAY BLOCK SIGNAL SYSTEM. APPLIOATION FILED m 12, 1902.

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RAILWAY BLOCK SIGNAL SYSTEM. 'AYPPL'IOATION FILED MAY 12, 1902.

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No. 759,346. PATENTED MAY 10, 1904. w. M. GHAPMAN.

RAILWAY BLOCK SIGNAL SYSTEM.

APPLICATION FILED MAY 12, 1902.

no MODEL. 5 SHEETS-SHEET 4.

No. 759,346. 7 PATENTED MAY 10, 1904. W. M. CHAPMAN.

RAILWAY BLOCK SIGNAL SYSTEM.

APPLIGATION FILED MAY 12, 1902.

N0 MODEL. 5 SHEETS-SHEET 5.

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UNITED STATES Patented May 10, 1904.

PATIENT OFFICE.

VVINTHROP .M. CHAPMAN, OF NEWTON, MASSACHUSETTS, ASSIGNOR TO ELECTRIC-RAILVVAY SIGNAL COMPANY, OF KITTERY, MAINE, A COR- PORATION OF MAINE.

RAILWAY BLOCK-SIGNAL SYSTEM.

SPECIFICATION forming part of Letters Patent No. 759,346, dated May 10, 1904.

- Application filed May 12, 1902.

block-signal systems.

The object of the invention is to improve and simplify the construction, arrangement, and mode of operation of the various parts and connections of railway block-signal systems, and more particularly to improve and simplify the signal apparatus used in such systems.

With these objects in view my invention consists in the construction, arrangement, and

combination of parts herein after described and claimed, the advantages of which will be obvious to those skilled in the art from the following description.

Myinventionisintended,primarily,asan improvement on the signal systems and signal apparatus disclosed in Patent No. 700,302, granted to myself and William Pestell May20, 1902. for a railway block-signaling system, and in Patent N 0. 711,037, granted to me October 14, 1902, for a railway block-signaling system; but it is to be understood that, except as specifically delined in the claims, my invention is not limited to the systems and apparatus disclosed in said patents, nor is it limited to the specific construction and arrangement of parts illustrated in the drawings accompanying this application andv hereinafter specifically described.

The various features of my present invention will be understoodfrom the following description, taken in connection with the drawings accompanying this application, in which Figure 1 is a view illustrating diagrammatically the circuit connections for one block of an electrical block-signal system embodying my invention and also illustrating somewhat Serial No. 106,944. (No model-l diagrammatically one form of my improved signal apparatus. Fig. 2 is a view illustrating the signal apparatus indicated in Fig. 1. Fig. 3 is a vicw'similar to Fig. 2 with a portion of the apparatus removed and certain parts broken away to show underlying parts. Fig. 4 is a view illustrating a modified form of signal ap iaratus. Figs. 5 and 6 are detail views of portions of the signal apparatusillustrated in Fig. 4:, and Fig. 7 is a diagrammatic view illustrating the circuit connections of a railway block-signal system provided with the form of "signal apparatus illustrated in Figs. 4:, 5, and 6.

The general arrangement of the signal apparatus, the circuit connections, and the mode of operation of the signal system illustrated in Fig. 1 are substantially the same as in the signal system illustrated in my prior patent above referred to. Thus in the signal system illustrated in Fig. 1 a signal apparatus is provided at each end of a track-section or block, the apparatus being duplicates of each other and each apparatuscomprising a signal which is moved from normal to either of two positions. The same apparatus is utilized to indicate the presence of cars upon the block passing in either direction, the signal at one end of the-block being moved to safety when a car enters the block from that end and the signal at the other end of the block being moved to danger. A singlcmagnet is utilized in each apparatus to set the signal and to restore it to normal condition, the circuit connections of the block being so arranged that the magnet is energized to set the signal when a car enters an empty block and is again energized to restore 1 the signal to normal condition when the last car leaves the block. The setting of the signal at the entering end of the block is controlled by the signaling apparatus at the distant and of the block, so that the signal at the entering end of the block serves as an indication that the signal at the distant end of the block has beenset. Also the restoration of the signal atthe distant end of the block is controlled by'the' signal apparatus at the entering end of the block, so that the signal at the distant end of the block serves as an indication that the signal at the entering end of the block has been restored to normal condition. The signal system illustrated in Fig. 1 is designed to allow a number of cars to be on the block at the same time, and this result is accomplished as in the system disclosed in my prior patent by means of a controller which is actuated when cars enter and leave the block and prevents the return of the signals to normal position until the last car leaves the block.

Referring to Fig. 1, the apparatus at one end of the block is indicated at A and the apparatus at the other end of the block is indicated at B, these apparatus and their circuit connections being duplicates. The signal of each apparatus consists of a target 1, the opposite sides of which are of different colors as, for instance, white and red. This target is rigidly secured to the lower end of a rod 2, which extends upward through the core 3 of the solenoid-magnet 4:, the upper end of the rod projecting above the upper end of the solenoid and being provided with a contact-plate 5, which cooperates with suitable contacts during the operation of the apparatus, as will be hereinafter described. The rod 2 is longitudinally movable and is rotatable either to the right or to the left from the position indicated in Fig. 1 through a quarter of a revolution. When the rod is in its lowest position, as indicated in Fig. 1, the edge of the target is presented to an approaching car, and when the rod is raised by the armature 3 through connections which will be hereinafter described it is rotated to display either the white side or the red side of the target. In order to cause the rod to so rotate, it is provided with a projecting pin 6, (see Figs. 2 and 3,) which when the rod is in its lowest position engages a groove 7 in the wall of a stationary casing 8, which surrounds an enlarged portion of the rod and forms a guide therefor. Leading from the groove 7 are right and left spiral grooves 9 and 10,with one of which the pin 6 engages during the upward movement of the rod to cause the rod to rotate through a quarter of a revolution. A switch-lever is pivoted upon the casing 8 above the point of intersection of the grooves 9 and 10 with the groove 7 and is provided with a projection 11, arranged to extend across the end of either groove 9 or 10 and guide the pin 6 into the other groove. The switch-lever is normally held in a position in which the projection 11 extends across the end of the groove 9 by means of a coiled spring 12, as indicated in Fig. 2, this position of the switch-lever causing the pin 6 to engage the groove 10 when the rod 2 is raised and the rod to be rotated in a direction to display the red side of the target 1. In order to move the switch-lever into a position in which the projection 11 will extend across the end of groove 10 and cause the pin 6 to engage the groove 9 when the rod 2 is raised and the rod to be rotated in a direction to display the white side of the target, the switch-lever is provided with an upwardly-extending arm 13, which extends into the path of movement of a pin 14: upon one end of a lever 15, pivoted upon a stud 16, and having its other end pivotally connected to the lower end of the core 17 of a solenoid-magnet 18. The connections between the core 3 and the rod 2 for raising the rod when the core is attracted by magnet 1 are substantially the same as those disclosed in my prior application andconsist of a hooked arm or pawl 19, pivotally mounted upon the lower end of the core and arranged to engage beneath the shoulder formed by an enlarged portion 20 of the rod 2. The rod is locked in its raised position by means of the lockinglever 21, pivoted upon a fixed stud 22, which is pressed against the portion 20 of the rod by means of a coiled spring 23 and which passes beneath the shoulder formed by the lower end of the enlarged portion 20 of the rod when the rod is in its highest position. After the rod 2 is raised and locked in position the magnet4 is deenergized and the core 3 returns to its lowest position independently of the rod, the downward movement of the core being limited by a fixed stop 24:.

As has been stated, the same magnet is utilized both in setting the signal and in restoring it to its normal position. The means which I have illustrated in Figs. 2 and 3 for restoring the signal are constructed and arranged to operate in substantially the same manner as the means disclosed in my prior application and consist of a pin 25, projecting laterally from the lower end of the pawl 19, which is arranged to engage the offset portion 26 of a horizontal arm 27, formed integral with the locking-lever 21. The rod 2 is provided with an enlarged portion 26, the upper end of which is tapered, and this portion when the rod is in its lowest position is below the lower end of the pawl 19, so that the pawl during its upward movement in raising the rod is allowed to lie close to the rod, so that the pin 25 passes inside of theofiset 26 and allows the locking-lever to be moved beneath the shoulder at the lower end of the portion 20 of the rod. When the rod is in its raised position, however, the enlarged portion 26 engages the lower end of the pawl 19 during the downward movement of the core 3 and forces it outward, so that when the core 3 is again attracted the pin 25 of the pawl is caused to engage the flange ofa controller to be described and is guided by said flange to engage the offset 26 of the horizontal arm 27 and actuate the locking-lever to release the rod.

The solenoid 18 is deenergized before the solenoid 1 is energized to raise the rod 2, and it is therefore necessary to provide means for locking the switch-lever, which controls the direction of rotation of the rod during its upward movement, after it has been moved into a position to cause the pin 6 to engage the groove 9. The switch-lever is accordingly provided with an arm 28, provided at its upper end with a laterally-extending pin'or projection 29, which is arranged to pass under and engage a corresponding pin or projection 30 onan arm extending downwardly from the horizontal arm 27. The arm 28 is provided with contact-plate 31, which when the switchlever is in normal position engages a stationary contact 100, and it is desirable for reasons which will hereinafter appear that the contact-plate 31 be held out of engagement with this stationary contact until the signal has been returned to normal position. The apparatus illustrated in Figs. 2 and 3 is accordingly provided with means for preventing the return of the switch to its normal position after thelocking-lever has been actuated to release the rod 2until the rod has dropped to its lowest position. These means consist of a pin 32, projecting from a sleeve 33, loosely mounted upon the rod 2 through a vertical slot 34 in the stationary casing 8 and a ledge 35 upon the side of the arm 28 of the switchlever, the pin by engaging the ledge preventing the return of the switch-lever under the influence of spring 12 until the rod 2 has nearly reached its lowest position, when the pin passes below the loweredge of the ledge.

The magnet 4 is energized each time a car leaves the block, and in order to prevent the locking-lever from being actuated to release the signal-rod 2 until the last car leaves the block a controller is provided and means for actuating the controller when cars enter and leave the block, the controller when in its normal position acting to guide the pin 25 of the pawl 19 into engagement with the olfset 26 of the horizontal arm 27 of the locking-le- Ver and when moved from its normal position allowing the pin 25 of the pawl 19 to pass inside of the offset 26 without actuating the locking-lever. This controller comprises a ratchet-wheel 36, mounted upon the stud 16 and provided with a flange or rib 37,the greater portion of which is arranged concentric with the center of the ratchet-wheel and the end 38 of which is straight. The normal position of the ratchet-wheel is indicated in Fig. 2, and it will be seen that when the ratchet-wheel is in this position and the signal-rod 2 is in its raised position, this being the position ofthe rod after the signal has been set by the entrance of the car onto the block, the lower end of the pawl 19 will rest upon the enlarged portion 26 of the rod, and the end 38 of the flange 37 will engage the pin 25 0f the pawl 19 during the upward movement of the core 3, which movement takes place when the car leaves the block, and guide the pin into engagement with the offset 26. ever, the ratchet-wheel has been moved forward one or more steps by the entrance of succeeding cars onto the block, the end 38 of 11, llOW'.

the flange 37 will be moved away from the path of movement of the pin 25, and during the upward movement of the core 3, which takes place whenever a car leaves the block, the pin 25 will pass beneath the end of the flange and will be positively prevented by the flange from engaging the offset 26 during the upward movement of the core. The flange 37 extends around the ratchet-wheel 36 a sufficient distance to aflord a means for positively preventing the pin 25 from engaging with the oflset 26 in all positions of the ratchetwheel except the normal position. Indicated in Fig. 2.) The ratchet-wheel 36 is advanced a step each time a car enters the block after the signal has been set by meanso'l a springpressed pawl 39, carried upon a plate 40, secured to or formed integral with the lower end of a rod 41, secured to the core 42 ot' a solenoid 43. which solenoid isenergized each time a car enters the block, as will hereinafter appear. A fixed stop 44, projecting downwardly from the head of the solenoid 18, is arranged in the path of movement of the pawl 39, so as to engage the pawl at the end of its movement and positively hold the pawl in contact with the ratchet-wheel, thereby serving as a means for preventing the ratchetwheel from being advanced more than one tooth at each actuation of the pawl. Also pivotally mounted upon the stud 16 is an arm 45, which carries at its free end an insulated contact-plate 46. An arm 47 is secured to or formed integral with the arm 45 and extends into a position to be engaged by the pawl 39 when the pawl is actuated to advance the ratchet wheel. At each actuation of the ratchet-wheel by the pawl 39 the arm 45 is swung about the stud 16 and the contact-plate 46 is brought into engagement with acontactplate 48, thereby closing the circuit of an auxiliary signal, which indicates to the car entering the block that the ratchet-wheel has been actuated. The circuit connections of this auxiliary signal will be more fully explained hereinafter. A spring 49, connected to the contact-plate 46, returns the arm to its normal position in contact with a lixed stop 56 upon the return movement of the pawl 39. The controller may be constructed to allow any desired number of cars to be upon the block at the same ti me--that is, it may be constructed and arranged to be properly actuated by the entrance of any desired number of cars upon the block before a car leaves the block. It is desirable that means be provided for preventing the actuation of the controller by the entrance of a car on the block after the number of cars which the controller is designed to allow to be on the block at one time have trated in Figs. 2 and 3 such means are provided consisting of a cam-plate 51, secured to the ratchet-wheel and projecting beyond the periphery thereofiwhich cam-plate is brought by the rotation of the ratchet-wheel into the path of movement of the pawl 39 and holds the pawl out of contact with the teeth of the ratchet-wheel and with the arm 47 during the upward movement of the pawl.

The ratchet-wheel 36 is returned step by step to normal position when cars leave the block by means of a coiled spring 52, one end of which is connected to the ratchet-wheel and the other end of which is connected to the stud 1601' other fixed part, the step-bystep movement being accomplished by means of an escapement-pallet 53, the two detents 54 and 55 of which are brought alternately into the path of movement of the ratchet teeth. The pallet 53 is made in a single piece and is pivoted loosely upon a fixed stud 56. The detents 54 and 55 are thus rigidly connected together and the movement of one of the detents into the path of movement of the ratchet-teeth positively withdraws the other detent. The pallet 53 is actuated to allow the rachet-wheel to move backward one tooth each time a car leaves the block by means of a cam-plate or flange 57 secured to or formed integral with an arm 58, projecting downwardly from the end of the core 3, this camplate being arranged to alternately engage blocks 59 and 60, carried by the pallet 53 upon opposite sides of the pivot-stud 56 during each complete reciprocation of the core 3. When the signal is set and the core 3 is in its lowest position, the cam-plate 57 is in engagement with theblock 60 and the detent 54 is held in the path of movement of the ratchet-teeth. In order to allow the ratchetwheel to be moved forward by the pawl 39, the block 60 is yieldingly mounted upon the pallet 53 by means of a spring 61, which is coiled about the pivot-stud 56; The block 60 is secured to the lower end of the spring 61 and has a sliding engagement with the pallet by means of a supporting wire or rod 62, which projects from the block through a lug on the pallet. The block 59 is also supported in a similar manner upon the upper end of the spring 61 and has a sliding engagement with the pallet by means of a wire or rod 63. The detent 55 is thus yieldingly held in the path of movement of the ratchet-teeth when the core 3 is in its raised position and the ratchet-wheel can be advanced a tooth by the pawl 39 in case the solenoid 43 is energized simultaneously with the solenoid 4, which would occur if a car entered the block at the same moment that a car was leaving the block. The solenoid 43 is energized each time a car enters the block whether the signal is set or not. is moved forward a step by the pawl 39 when the first car enters the block. In case two cars enter the block simultaneously both from opposite direction, both signals being in nor- Consequently the rachet-wheel mal position, the solenoid 43 of each apparatus is energized; but the solenoid 4 of each apparatus is not energized, as will be hereinafter explained. In such case neither signal will be set and both cars will be obliged to back off of the block. It is therefore desirable that means beprovided for preventing the detents of the pallet from holding the ratchet-wheel in the position to which it is moved by the pawl when the first car enters the block. This result is secured in the construction shown in Figs. 2 and 3 by providing the locking-lever with a projection 64, which when the signal is in normal position presses against the lower end of the pallet 53 and positively holds the detent 54 out of the path movement of the ratchet-teeth. The detent 55 is, however, thus held in the path of movement of the 'ratchet-teetlnand in order to allow the ratchet-wheel to be returned after having been advanced by the pawl 39 one tooth of the ratchet-wheel is cut away. This construction and mode of operation is clearly ill us' trated in Fig. 3,which shows the ratchet-wheel advanced one step by the energizing of the solenoid 43 at the entrance of the first car on the block, the signal being in its normal position.

If cars enter and leave the block simultaneously, it is necessary that the position of the ratchet-wheel 36 remain unchanged. Both solenoids 4 and 43 are, however, energized. The ratchet-wheel is therefore moved forward a tooth, and in order to cause it to be moved backwardly a tooth it isnecessary that the return of core 3 be delayed until after the pawl 39 has made part of its return stroke. This result is accomplished in the construction shown in Figs. 2 and 3 by means of a segmental-shaped arm 65, formed integral with the lever 15, and an arm 66, pivotally mounted upon the lower end of the core 3. The arm 66 is normally held in the position shown in Fig. 2 by means of a spring 67, coiled about the pivot-stud of the pawl 19, one end of the spring being hooked over a pin on the end of the arm 66 and the other end of the spring being hooked over a pin on the pawl '19. The spring thus serves the double function of holding the arm 66 in the position indicated in Fig. 2 and of pressing the pawl 19 toward the signal-rod 2. The rod 41, by which the pawl 39 is actuated, extends axially through the core 17 of the solenoid 18, and the plate 40 at the lower end of the rod supports the core 17, so that the core moves with the rod. The lever 15 and the segmental-shaped arm are therefore moved each time the pawl 39 is actuated. In case the solenoids 4 and 43 are energized simultaneously the segmental-shaped arm 65 will be swung into the path of movement of the arm 66, which will yield during the upward movement of the core 3 and then spring out over the arm 65. The core 3 will thus be held in its raised position until the segmentalshaped arm 65 is moved backward from be- -The movement of the switch-lever is com-.

core or rode to cause the projection 29 to engage the pro-; *jection 30 of the locliing-lever and lock the switch-lever in position, with the projection 11 extending across the end of the slot 10.;

ing engagement with the rod 41 and when inl attracted position engages a collar 68 on the; rod 41 and. holds the rod 41 and core 42 in the;

position to which they are raised by the so-l lenoid 43 for a purpose to be hereinafter eX-l plalned.

Having thus described the construction and mode of operation of one form of my im{ proved signal apparatus, :1. will now proceed} to describe the circuit connections for a single, block of a signal system in which such appa-; ratus is used and explain the operation of thel system as a whole.

Referring to. Fig. 1, 69indicates a feed-l Wire-as, for instance, the trolley-wire of am electric railwa and 7 O the rail or other re-f turn circuit. 71 indicates a line-wire extending from apparatus A to apparatus B, through which the current is transmitted to energize v the magnets 4 to set the signals. Ateach end the wire 71 is connected to a spring 72, which surrounds the projecting upper end of the core of magnet 43 or a rod secured to the core, the spring being in electrical connection with a contact-plate 73 upon the upper end of the The wire 71 is also connected at each end by means of a wire 74 to a contact. 7 5. At each end of the block is a circuit-closer 76, adapted to beactuated by a car entering the block to connect the trolley-wire 69 to a wire 77, leading from the circuit-closer 76 to' a contact-plate 78. The circuit-closer 76 may. be of any suitable construction. Preferably this circuit-closer and the circuit-closer 94, hereinafter referred to, are embodied in a signal apparatus, such as it disclosed in my prior patent, No. 711,036, dated October 14, 1902. A spring contact plate 79 bears normally against the contact-plate 78 and is connected, by means of a wire 80, to one terminal of the magnet 43, the other terminal of magnet 43 being connected by a Wire 81 to the returncircuit 7 O. A wire 82 at each end of the block connects with the trolleywire 69 and leads to a coiled spring 83, surrounding the upper projecting end of the signal-rod 2, the spring being in electrical connection with the con,

tact-plate 5 at the upper end of the red. when the signal-rod 2 is in its lowest position, as indicated in Fig. 1, the contact-plate 5 bears against a contact 84, which is connected by a wire 85 to one terminal of the magnet 18, the other terminal of which is connected by a wire 86 to a contact 87 above the contact-plate 73 in position to be engaged by the contact-plate 73 when the core of magnet 43 is raised. hen the core of magnet 43 is in itslowest position, as indicated in Fig. 1, the contactplate 73 rests against a contact 88, which is connected, by means of a wire89, to a springcontact 90, against which a contact-plate 91, secured to the locking-lever of the signal, rests when the locking-lever is in a position to allow the signal-rod to drop to its lowest position. The contact-plate 91 is in electrical connection with the spring 23 of the locking-lever, and the spring is connected by a wire 92 to one terminal of the magnet 4, the other terminal of the magnet being connected by a Wire 93 to the return-circuit.

The electrical connections so far described are used in energizing the magnets 4 to set the signals and to energize the magnet 43 of the apparatus at the entering end of the block whenever a car enters the block, as will be explained in the description of the operation of the system. For energizing the magnets 4 to restore the signals to normal condition and to energize the magnet 4at the entering end of the block whenever a car leaves the block the following circuits and connections are provided: At each end of the block is a circuitcloser 94,adapted to be actuated by cars leaving the block to connect the trolley-wire 69 to a wire 95,connecting the two circuit-closers. At each end of the block a wire 96 leads from the wire 95 to a contact 97. Adjacent to the contact 97 is a similar contact 98, which is connected by a wire 99 to the wire 92 or to one terminal of the magnet 4. The wire 92 leads to a contact 100, which is engaged by the contact-plate 31, carried by the switch-lever, for determining the direction of rotation of the signal-rod 2 when the switch-lever is in its normal position. The contact-plate 31 is in electrical connection with the retracting-spring 12 of the switch-lever, and the retracting-springs of the apparatus at the two ends of the block are connected by a wire 101. An insulating-block 102 is mounted upon the contact-plate 5 and is provided with a contact-strip 103, which when the rod 2 is raised and rotated in a direction to display the white side of the target is brought into engagement with the contacts 97 and 98 and bridges these contacts. The shape'of the contact-plate 5 is such that when the signalrodis raised and rotated in a direction to display the red side of the target the contact-plate 5 engages the contact 75 and also engages the insulation at the end of the spring-contact 79 and separates the contacts 79 and 78; but the contact-plate 103does not bridge the contacts 97 and 98. rotated in a direct-ion to display the white side of the target, the contact-plate 5 does not engage the insulation at the end of the contact 79 and separate the contacts 79 and 78 nor does it engage the contact 75.

The apparatus is actuated through the circuit connections above described as follows: Both apparatus being in normal condition, as indicated in Fig. 1, when a car enters the block from the left the circuit-closer 76 at that end of the block is actuated and a current is transmitted through the magnet 43, the core of which is drawn up until the contact-plate 73 engages contact 87. This closes a circuit to the magnet 4 of apparatus B as follows: wire 82 of apparatus A, spring 83, contact-plate 5, contact 84, wire 85, magnet 18, wire 86, contacts 87 and 73, spring 72, line-wire 71, spring 72 of apparatus B, contacts 73 and 88, wire 89, contacts 90 and 91, spring 23, wire 92, magnet 4, and wire 93. It will be seen that the magnet 18 is included in this circuit and that by reason of the engagement of the core of magnet 18 with the collar on the rod secured to the core of magnet 43, as hereinbefore described, the core of magnet 43 will be held raised after the car passes the circuit-closer 7 6 and the separation of contacts 73 and 87 prevented. The closing of this circuit energizes magnet 4 of apparatus B, the core of which is drawn up to set the signal. the magnet 43 nor the magnet 18 of apparatus B is energized, and consequently the switchlever of apparatus B remains in its normal position, and the signal-rod is rotated in a direction to display the red side of the target. When the signal-rod of apparatus B has been raised to set the signal, the locking-lever drops beneath the shoulder of the rod and locks the signal in position. This movement of the locking-lever separates the contacts 91and 90, thereby breaking the circuit through the magnet4 of apparatus B, allowing its core to drop. Magnet 18 of apparatus A being in the same circuit is likewise deenergized, and its core drops, allowing the core of magnet 43 to drop and the contact 73 to come into engagement with contact 88. The setting of the signal of apparatus B brings the contact-plate 5 of this apparatus into engagement with contact 7 5,

thereby connecting the line-wire 71 with the trolley-wire through the spring 83 and wire 82. As soon as the core of magnet 43 of apparatus A returns to its lowest-position a current is transmitted through the magnet 4 of apparatus A, the current passing from the wire 71 through the magnet over the set-of connections corresponding to those utilized in energizing magnet 4 of apparatus B. This.

circuit is interrupted by the separation of the contacts 91 and of apparatus A when the locking-lever moves into a position to lock the signal. Both magnets 43 and 18 of apparatus A have been energized before the When the signal-rod is raised and Neithermagnet 4 is energized to set the signal. The switch-lever has therefore been moved into a position to cause the signal-rod to be rotated in a direction to display the white side of the target, so that when the signal of apparatus A is set the white side of the target is displayed. Also the controller has been moved forward a step and returned to normal position before the signal is set in the manner hereinbefore described. If now a second car enters the block before the preceding car leaves the block, the magnet 43 is again energized,and the controller is moved forward one step and retained in such position after the magnet 43 is deenergized by one of the detents of the escapement-pallet. No current is, however, transmitted over the line-wire 71, as the contact-plate 5 is out of engagement with contact 84. Succeeding cars entering the block energize the magnet 43 in like manner and advance the controller step by step. When a car leaves the block, a circuit-closer 94 is actuated and a current is transmitted over the wire 95 to the wire 96 of apparatus A through the contacts 97 and 98, which are bridged by the contact-plate 103 over wire 99, magnet 4, and over wire 93 to return-circuit 70. Magnet 4 of apparatus A is thus energized and its core attracted. The controller having been actuated by suceeding cars entering the block will be in a position to prevent the actuation of the locking-lever to release the signal, as has been described, and as soon as the car passes the circuit-closer 94 the circuit will be broken and the core of magnet 4 will return to its lowest position. This reciprocation of the core of the magnet 4 will actuate the escapement to allow the controller to move backward one step in the manner hereinbefore described. When the last car leaves the block, the controller will be in a position to cause the lockinglever to be actuated to release the signal-rod when the core of magnet 4 is attracted. The signal-rod of apparatus A then dropsto its lowest position, and as it reaches such'position the switch-lever is moved by its spring 12 to bring the contact-plate 31 into engagement with contact 100. The actuation of the locking-lever to-release the signal brings the contact-plate 91 into engagement with the contact 90, and as soon as the contact-plate31 engages the contact a current is transmitted through the magnet 4 of apparatus B, such current passing from the trolley-wire 69 over the wire 82 of apparatus B, spring 83, contacts 5 and 75, wire 74, line-wire 71, spring 72 of apparatus A, contacts 73 and 88, wire 89, contacts 90 and 91, spring 23, wire 92, contacts 100 and 31, spring 12, wire 101, spring 12 of apparatus B, contacts 31 and 100, wire 92, magnet 4, and wire 93. The magnet 4 of apparatus B is thus energized, and inasmuch as the controller of apparatus B is in its normal position the locking-lever of apparatus B is actuated, and its signal is returned to normal position. The return of the signal separates contacts 5 and 7 5 of apparatus B, and thereby breaks the circuit by means of which the magnet 4 was energized. All parts of the apparatus are then in normal position, as indi cated in Fig. 1. The operation when cars onter the block from the right is the same as that above explained except that the opera tions of the apparatus at the two ends of the block are reversed, apparatus B being actuated as was apparatus A and apparatus A being actuated as was apparatus B1 In case two cars enter the block simultaneously from opposite directions, both signals being in their normal position, the magnets 13 of both apparatus will be energized; but neither magnets 1 nor magnets 18 will be energized, since the circuit of each magnet will be broken by the separation of the contacts 73 and 88. Neither signal will therefore be set, and both cars will be obliged to back off the block. The movement of the cores of magnets 13 is not sufficient, however, to cause the switch-levers to be moved av suflicient distance to cause the levers to be locked in position, so that the switch-levers are immediately returned to normal position upon the deenergization of the magnets 13. If the switch-levers were moved a sufficient distance to be locked in position by the movement of the cores of magnets 43, both switch-levers would be locked in position in case two cars entered the block simultaneously from opposite directions, and when a car again entered the block the signals would not be properly actuated. If a car enters the block at the same instant that a car is leaving the block, it will be evident from the preceding description that the magnets 4: and 43 at the entering end of the block will be energized simultaneously. The manner in which the controller is actuated in such case has been already described.

Itwillbe noted that the controller of the apparatus at the entering end of the block is utilized to control the return of both signals, none of the magnets of the apparatus at the distant end of the block being energized after the signal is set until the magnet a of such apparatus is energized to restore the signal. It will also be noted that the circuit through the magnet 13 of the apparatus at the distant end of the block is broken when the signal is set by the separation of the contacts 78 and 7 9, so that the magnet 13of such apparatus cannot be energized in case a car accidentally enters the block after the signal has been set at danger.

' If desired, signal-lamps may be provided to be utilized as signals at night in place of the target or as additional signals. I have indicated such lamps in connection with apparatus A at 104 and 105. One terminal of these lamps isgrounded and the other termi- I nals are connected to contact-plates 106 and 107, one contact being arranged to be engaged by the contact-plate 5 when the signal is set to display its red side and the other contact being arranged to be engaged by the contactplate 5 when the signal is set to display its white side. The plate 5 is in electrical connection with the trolley-wire 69 through the wire 82 and spring 83, and consequently a current is transmitted through one of the lamps when the signal is set.

The auxiliary signal hereinbefore referred to for indicating an actuation of the controller when a car enters the block is indicated at 108 as a lamp, one terminal of which is connected through a wire 109 to return-circuit and the other terminal by a wire .110 to the spring 19 of the arm 41-5. The contactplate 18 with which the contact-plate 16 engages at each actuation of the controller is connected in the arrangement shown at apparatus A by means of a wire 111 to the cir cuit of lamp 105, this lamp being the one which is lighted when the signal is set to display its white side. in the arrangementillustrated in connection with apparatus A it will be seen that after the signal is set each actuation of the controller when a car enters a block will be indicated by the momentary lighting up of the lamp 108. In connection with apparatus B, I have indicated an auxiliary signal similar to that indicated in connection with apparatus A; but instead of connecting the contact-plate 18 with the circuit of a signal-lamp, as in apparatus A, I have connected it to a contact 112, and adjacent to this contact I have provided a spring-contact 113 in electrical connection with contact 87 The contacts 113 and 112 are normally separated, but are brought into contact with each other when the signal is set to display the White side by the engagement of the contactplate 5 with a block of insulatingmaterial on the contact-plate 113. By this arrangement the current for lighting the auxiliary signallamp 108 is supplied from the line-wire 71, which is in connection with the trolley-wire through the contacts 5 and 7 5 of the apparatus, which is set to display the red signal, the circuit of the auxiliary signal-lamp 108 being completed by the engagement of contacts 73 and 87 and 16 and 4:8 whenever the core of magnet 13 is raised to actuate the controller. The current for the auxiliary signal-lamp is thus transmitted through a circuit which is only closed when the signal at the distant end of the block is set to display its red side, and therefore the lighting up of the auxiliary signal-lamp not only indicates that the controller at the entering end of the block has been properly actuated, butalso that the signal at the distant end of the block is set at danger.

The signal apparatus which I have illustrated in Figs. 4 and 5 is similar in many. re-

spects to that illustrated in Figs. 2 and 3 and above described. The corresponding parts of the apparatus are accordingly indicatedby the same reference characters and need not be again described. In the apparatus illustrated in Figs. 4 and 5 the signal-rod 2 and the core 3 are constructed to move in unison, the rod being preferably secured to or formed integral with the core. The movement of the core is utilized both to set the signal and to restore it to normal condition, the general operation being the same as that of the apparatus illustrated in Figs. 2 and 3. The locking-lever is indicated at 114: and is provided with arms 115 and 115, extending horizontally from its hub in opposite directions, as indicated in dotted lines in Fig. 4:. A spring 116 is connected to the locking-lever and to a stationary support, as indicated in Fig. 4, so that the spring swings from one side of the pivot of the locking-lever to the other when the lever is actuated to release the signal-rod. The spring thus acts both to hold the lever beneath the shoulder of the rod and to hold it in the position to which it is moved to release the rod. Since the signal-rod is carried by the core 3, no connections between the core and the rod are necessary to raise the rod when the core is attracted by the solenoid 1. In order that the movement of the core 3 may be utilized to actuate the locking-lever 11 1 to release the rod, it is given a greater length of movement than is necessary to bring the shoulder of the rod above the end of the locking-lever. In setting the signal the core moves the rod 2 until the shoulder of the rod is some distance above the locking-lever, and when the magnet 4: is deenergized the core and rod drop until the shoulder of the rod is engaged by the locking-lever. The spring 116 may be relied upon to move the lockinglever into locking position; but in order to insure such movement of the locking-lever a device carried by the core or rod is arranged to engage the lever when the core and rod are raised to set the signal and positively move it into locking position. To actuate the locking-lever to release the rod, the core 3 is again moved upwardly, and during such movement the device carried by the core or rod engages the locking-lever and moves it out of the path of movement of the core or rod. WVhen the locking-lever is so moved, the spring 116 holds it out of the path of the shoulder of the rod until the core and rod are returned to their lowest position, when a projection carried by the rod or core strikes the locking-lever and moves it into a position to engage the shoulder of the rod, when the signal is again set. The means for actuating the locking-lever consists of an arm 117, provided with a hook-shaped portion 117 at its lower end, pivotally mounted upon a block 118, mounted upon the rod or core, so as to move longitudinally therewith, but to allow the rod and core to rotate independently thereof. The block 118 is held from rotation by means of a pin 200, projecting from the block into a slot 300 in the rear portion of easing 8, as is clearly shown in Fig. 6. The arm 117 is provided at its lower end with a pin 119, and the arm is pressed toward the signal-rod 2 by means of a spring 120, secured to the lateral projection 121 of the block 118 and bearing against the arm. Secured to the frame of the apparatus is a vertical guide-plate 122, the upper end of which is bent into the path of movement of the pin 119 and when the ratchetwheel 36 is in normal position is located close to the end of the straight portion of the flange 37. The extent of movement imparted to the core and rod in setting the signal is sufficient to bring the upturned end of the portion 117 of the arm 117 into contact with the arm 115 of the locking-lever and to move the lockinglever into locking position in case the spring 116 fails to perform this function. During the upward movement of the core and rod the pin 119 presses back the upper end of the plate 122, which immediately returns to its original.

position in the path of movement of the.pin.

rod is raised above the end of the lockinglever, as has been stated, and when the magnet 1 is deenergized the core and rod drop until the shoulder of the rod engages the upper end of the locking-lever. During the downward movement of the core and red the pin 119 strikes the upper end of the guideplate 122 and is guided by said plate past the end of the flange 37 of the ratchet-wheel 36, the ratchetwheel being forced forward a short distance against the tension of its spring by the contact of the pin with the end of the flange. After the signal has been set, therefore, the pin 119 rests upon the outer surface of the plate 122, beneath the end of the flange 37. When now the core and rod are again raised, the pin 119 is guided by the guideplate 122 and by the straight part of the -flange 37 and the upturned end 117 of the arm 117 is caused to engage the arm 115 of the locking-lever and move the locking-lever out of the path of movement of the shoulder of the signal-rod. In case the controller is not in its normal position on account of the presence of two or more cars on the block the flange 37 will positively prevent the arm 117 from being swung outwardly, the operation of the controller being the same as in the construction hereinbefore described. WVhen the locking-lever is moved out of the path of movement of the shoulder of the signal-rod, the spring 116 swings over the pivot of the lever and acts to hold the lever in this position until the core and rod are returned to their lowest position. As the core and rod reach their lowest position a stud 123 on the block 118 strikes a horizontal arm of the locking lever and returns the lockinglever to the position indicated in Fig. 1, in which position the spring 116 tends to force the lever toward the signal-rod. In the apparatus illustrated in Fig. 4, the circuit by which the magnet 4 is energized to set the signal is broken by the movement of the locking-lever into locking position, as in the apparatus hereinbefore described, and in order to prevent the locking-lever from moving into locking position'and breaking the circuit of the magnet before the core and rod have been raised to their highest position the locking-lever is provided with a laterally-projecting pin 124,which slides upon a guide 125, projecting from the block 118, the guide 125 acting to prevent the lever from moving into locking position until it is raised above the pin 124. As providing a more simple, compact, and eflicient construction than that illustrated in Figs. 2 and 3, the casingS, provided with right and left spiral grooves 9 and 10, is secured to the end of the magnet 4. The switch-lever for causing the pin 6 to engage either groove is pivotally mounted upon the casing 8 above the intersection of the grooves and is provided with an insulated contact-plate 31 cooperating with a stationary contact 100, as in the apparatus illustrated in Figs. 2 and 3. In order to lock the switch-lever in the position in which it causes the pin 6 to engage the groove 9 when the signal-rod is raised, it is provided with a downwardly-projecting arm 126, which when the switch-lever is moved into'a position to cause the pin 6 to engage the groove 9 strikes a spring-pressed locking-dog 127, mounted upon the locking-lever. During such movement of the switch-lever the locking-dog 127 is forced backwardly by the arm 126 and then springs into the path of movement of the arm and locks the switch-lever in postition until the locking-lever is actuated to release the signal-rod. The switch-lever is actuated by means of a lever 128, pivoted uponthe lower end of magnet 18 and having one end extending over the arm 13 of the switch-lever and the other end pivotally connected to the lower end of the core 17 of the magnet 13. In the construction shown in Fig. 4, the pawl 39 instead of being mounted upon the lower end of the rod 41, which is secured to the core of mag net 43, is mounted upon a lever 129, pivotally mounted. upon the lower end of magnet 18 and pivotally connected between its ends to the lower end of rod 41. By so mounting the pawl 39 a shorter movement of the rod 41 is required in order to cause the pawl to actuate the ratchet-wheel 36, and consequently the core of magnet 43 moves a shorter distance than in the construction shown in Figs. 2 and 3 and less current is required to energize the magnet. The means for preventing the return of the core 3 in case the magnets 4 and 43 are energized simultaneously until after the pawl 39 has been returned a sufficient distance to permit the ratchet-wheel to move backward, so

that the detent 54 will engage the same tooth as before, consists of a block or plate 130, secured to the free end of the leaf-spring 131, se-

cured to an arm formed integral with the arms 45 and 47, which cooperates with the projection 121 of the block 118 in the same manner that the segmental-shaped arm cooperates with the spring-arm 66 of the construction illustrated in Figs. 2 and 3 and hereinbefore In the construction above described it will 1 be noted that the block 130, which corresponds to the arm 65 in the construction illustrated in Figs. 2 and 3, is actuated from the rod 41, which is connected to the core of magnet 43, instead of being actuated from the core 17, as in the construction illustrated in Figs. 2 and 3, and that therefore there is no necessity for raising the core 17 in order to actuate the block 130 when the rod 41 is raised. Consequently the rod 41 is arranged to nearly complete its upward. movement without moving the core 17 and lover 128, and thereby the magnet 43 is required to do less work than in the construction hereinbefore described, in which the core 17 is lifted bythe rod 41. As the rod 41 completes its upward movement, however, it raises the core 17 slightly and through the lever 128 moves the switch-lever a suflieient distance to separate the contactplates 31 and 110. This separation of the contact-plates 31 and 110 is for the purpose of preventing the current which is transmitted over the line-wire 71 in setting the signal at the distant end of the block when the first car enters the block from returning over the Wire 101 and passing by way of spring 12, contacts 31 and 110, and wire 92 through the magnet 410i the apparatus at the entering end of the block. The escapement-pallet for the controller is of substantially the same construction as the escapementpallet hereinbefore described. The bloeks 59 and 60 are, however, supported upon the ends of spring-arms extending from the hub of the pallet, these springs being the only supporting means for the blocks. The pallet is also provided with a downwardly-extending arm 133, provided at its lower end with a plate 134, secured thereto or formed integral therewith, with which a cam-plate or flange 135 engages when the rod 2 and core 3 are in their lowest position and holds the detent .54 out of the path of movement of the teeth of the ratchet-wheel. The plate 135 is carried by an arm projectingdownwardly from the block 118 and at each reciprocation of the core 3 and rod 2 after the signal has been set engages the blocks 59 and 60 alternately to actuate the escapement-pallet.

In addition to the features above described the apparatus illustrated in Fig. 4 differs from that illustrated in Figs. 2 and 3 in that the contact-plate 46 at the end of the arm 45 extends on both sides of the insulating-block at the end of the arm and is arranged to engage a stationary contact 136 and also in that the locking-lever is provided with an arm 137, on which are mounted a contact-plate 138 and a contact-plate 400, the plate 138 being in electrical connection with the spring 116 and arranged to engage the stationary contact-spring 90, and plate 400 being arranged to engage spring- contacts 139 and 140. The arrangement of the spring- contacts 90, 139, and 140 with relation to the arm 137 of the locking:

' except as hereinafter described, are the same as those illustrated in Fig. 1. The contact 75 instead of being connected directly to the linewire 71 is connected by means of a wire 141 to contact 140, and the contact 139 is connected by means of a wire 142 to the line-wire 71. The contact-plate at the upper end of the core of magnet 43 and the contacts cooperating therewith are done-away with, and the linewire 71 is connected to the retracting-spring 49 of the arm 45 by means of a wire 143, and

the contact-spring 90 is connected by a wire 144 with the contact 136, against which the contact 46 bears when the arm 45 is in its rctracted position. Also one terminal of the magnet 18 is connected by a' wire 145 to a wire 146, which leads to the contact-plate 48.

The auxiliary signal-lamp 108 has one of it terminals connected to the wire 146 and itsother terminal connected to a wire 147, which leads to a spring-contact plate 148, located above and in position to be engaged by the plate 5 at the upper end of the core of magnet 4 when the core is raised and turned to display the white side of the target. Above the contactplate 148 is a contact 149, which is connected to the return by a wire 150. A block of insulating material is secured to the under side of contact-plate 148, and when the target is set in a position to display its white side the plate 5 presses the contact-plate 148 into engagement with the contact 149.

The operation of the apparatus and circuit connections illustrated diagrammatically in Fig. 7 is substantially the same as that of the apparatus and circuit connections illustrated in Fig. 1 and hereinbefore described and will be readily understood without a detailed description thereof. It is to be noted, however, that in the signal system illustrated in Fig. 1

the circuit by means of which the magnet 4 of the apparatus at the distant en d of-the block is energized to restore the signal to normal condition is broken by the separation of the plate 5 from the contact when the signal-rod of the apparatus at that end of the block drops. In the apparatus illustrated in Fig. 7 it is to be understood that the contacts which are engaged by the contact-plate 5 at the upper end of the core 3 or of the rod secured thereto are yieldingly mounted, so that after the signal is set the plate remains in engagement with the contacts during the upward and downward mo vements of the core and of the signal-rod until the core and signal-rod are returned to their lowermost position when the plate 5 is separated from the contacts. The signal-rod is carried by the core 3 and cannot drop independently of the core, as in the apparatus illustrated in Fig. 1, and consequently other means than the separation of the contact-plate 5 from contact 75 must be provided for breaking the circuit of magnet 4. As will be apparent from an inspection of Fig. 7, the breaking of the circuit is accomplished by the separation of the contact-plate 400 from the contacts 139 and 140. Inasmuch as the circuit is not broken until the locking-lever is moved out of the path of movement ofthe shoulder of the signal-rod and the locking-lever is held in such position until the signal is returned to normal position, as has hereinbefore been described, the apparatus is as certain in its operation as is the apparatus used in the system illustrated in Fig. 1. It will be seen that each time the controller is actuated after the signals are set the auxiliary signal-lamp 108 will be lighted by a current passing from the linewire 71, which is connected to the trolleywire 69 at the distant end of the block, as has been described, through wire 143, spring 49, contacts 46 and 48, wire 146, wire 147, contacts 148 and 149, and wire 150.

Having thus described my invention, I claim as new and desire to secure by Letters Patent of the United States- 1. Arailway block-signal system, having, in combination, a signal, a signal-actuating rod, a stationary casing provided with right and left spiral grooves, a pin on the rod arranged to engage said grooves, means for moving the rod longitudinally, and means for causing the pin to travel in eitherof said spiral grooves, substantially as described.

2. Arailway block-signal system, having, in combination, a signal, a signal-actuating rod, a stationary casing provided with right and left spiral grooves, a pin on the rod arranged to engage said grooves, a switch for causing the pin to travel in either of said grooves, meansfor actuating the switch, and means for moving the rod longitudinally, substantially as described.

3. Arailway block-signal system, having, in combination. a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block comprising a ratchet-wheel, means for advancing the ratchet-wheel step by step, a spring for returning the ratchetwhcel, an escapement-pallet provided with detents integral therewith, and actuating means therefor arranged to hold the detents yieldingly in the path of the teeth of the ratchetwheel, substantially as described.

A. A railway block-signal system, having, in combination, a signal, signal setting and re storing means, a controller for preventing the restoration of the signal until the last car leaves the block comprising a ratchet-wheel, means for advancing the ratchet-wheel step by step, a spring for returning the ratchetwheel, an escapement-pallet provided with detents integral therewith, blocks yieldingly mounted on the pallet on opposite sides of its pivot, a cam-plate and means for reciprocating the plate to engage said blocks alternately, substantially as described.

5. A railway block-signal system, having, in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block comprising a ratchet-wheel, means for advancing the ratchet-wheel step by step, a spring for restoring the ratchet-wheel, an escapement-pallet provided with detents integral therewith, means for holding one of said detents yieldingly in the path of the teeth of the ratchet-wheel when the signal is set, and means for holding said detent out of such path when the signal is in normal position, substantially as described.

6. A railway block-signal system, having, in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block comprising a ratchet-wheel, a pawl for advancing the ratchet-wheel, means for actuating the pawl, means for holding the pawl out of engagement with the ratchet wheel when the ratchet-wheel has been advanced a predetermined number of steps, and means for returning the ratchet-wheel, substantially as described.

7. A railway block-signal system, having, in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block, controller-actuating means, and means for preventing an actuation of the controller by an entering car when a predetermined number oi cars are on the block, substantially as described.

8. A railway block-signal system, having, in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal un til the last car leaves the block, controller-actuating means, an auxiliary signal for indicating an actuation of the controller when a car enters the block, and

means for rendering saidauxiliary signal inoperative when a predetermined number of cars are on the block, substantially as described.

9. Arailwayblock-signal system, having, in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves theblock comprising a ratchet-wheel, a pawl for advancing the ratchet-wheel, means for actuating the pawl when a car enters the block, an arm actuated by the pawl, an auxiliary signal operated by the arm, means for holding the pawl out o l engagement with the arm when the ratchet-wheel has been advanced a predetermined number of steps, and means for restoring the ratchet-wheel step by step when cars leave the block, substantially as described.

10. Arailwayblock-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a locking device for preventing the return of the armature to normal position after having been attracted to set the signal, and means for actuating the locking device upon a subsequent attraction of the armature to allow the armature to return to normal position and restore the signal, substantially as described.

11. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, alocl ing device for preventing the return of the ar mature to normal position after having been attracted to set the signal, means for actuating the locking device upon a subsequent attraction of the armature to allow the armature to return to normal position and restore. the signal, and means actuated by the locking device to break the circuit of the magnet, substantially as described.

12. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a locking device for preventing the return of them-- mature to normal position, and means for holding the locking device in inoperative position until the armature has been moved a predetermined distance beyond the locking-point, substantially as described.

13. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a lock ing-lever for preventing the return of the armature to normal position after having been attracted to set the signal, and means carried by the armature for moving the locking-lever upon a subsequent attraction of the armature into a position to allow the armature to return to normal position and restore the signal, substantially as described.

14:. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a locking-lever for preventing the return of the armature to normal position after havingbeen IIO attracted to set the signal,means carried by the armature for moving the locking-lever upon a subsequent attraction of the armature into a position to allow the armature to return to normal position and restore the signal, and means for holding the lever in such position during the return movement of the armature, substantially as described.

15. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, alocking-lever for preventing the return of the armature to normal position after having been attracted to set the signal, means carried by the armature for moving the locking-lever upon a subsequent attraction of the armature into a position to allow the armature to return to normal position and restore the signal, means for holding the lever in such position during the return movement of the armature, and means for returning the locking-lever to normal position, substantially as described.

16. A railway block-signal system, having, in combination, a signal movable from normal to either of two positions, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block, controller-actuating means comprising'a magnet, an armature therefor and connections between the armature and controller, and means for determining the position to which the signal is moved comprising a magnet and an armature movable independently of said first-mentioned armature, substantially as described.

17. A railway block-signal system, having, in combination, a signal movable from normal to either of two positions, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block, controller-actuating means comprising a magnet, an armature therefor, and connections between the armature and controller, and means for determining the position to which the signal is moved comprising a magnet and an armature therefor, said armatures being movable independently of each other, substantially as described.

18. A railway block-signal system, having, in combination, a signal, a signal actuating magnet, a second magnet, an armature therefor, means actuated by said armature forclosing the circuit of the signal-actuating magnet, a third magnet in the circuit of the signal-actuating magnet, an armature therefor movable independently of the armature of the second magnet arranged to maintain the circuit of the signal-actuating magnet closed after the second magnet is deenergized, substantially as described.

19. A railway block-signal system, having, in combination, a signal, signal setting and restoring means, a controller for preventing the restoration of the signal until the last car leaves the block comprising a ratchet-wheel, a pawl for advancing the ratchet-wheel, means for actuating the pawl when a car enters the block, an arm actuated by the pawl, and an auxiliary signal operated by the arm, substantially as described.

20. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a looking device for preventing the return of the armature to normal position, and mechanical means actuated by the movement of the armature for positively moving the locking device into locking position, substantially as described.

21. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a locking-lever for preventing the return of the armature to normal position after having been attracted to set the signal, and mechanical means carried by the armature for positively moving the locking-lever into locking position, substantially as described.

22. A railway block-signal system, having, in combination, a magnet, an armature therefor, a signal actuated by the armature, a locking-lever for preventing the return of the armature to normal position after having been attracted to set the signal, and means carried by the armature for moving the locking-lever into locking position when the armature is attracted to set the signal and for moving the locking-lever upon a subsequent attraction of the armature into a position to allow the armature to return to the normal position and restore the signal, substantially as described.

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

XVINTHROP M. CHAPMAN.

\Vitnesses:

FRED O. Frsn, ALFRED H. HILDnErI-L

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