US760656A - Electric track-switch-operating mechanism. - Google Patents

Description

PATENTED MAY 24, 1904.

0. W. & J. B. SQUIRES. ELECTRIC TRACK SWITCH OPERATING MECHANISM.

APPLICATION 171mm JAN. 20. 1903.

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' No. 760,656. PATENIED-MAY 24, 1904;.

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' ELECTRIC TRAGK SWITCH OPBRATING'MEOHANISM.

N0 MODEL APPLICATION-FILED JAN. 20. 1903.

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UNITED, S ATE Patented May 24, 1904.

PATENT OFF CE- CHARLES W. 'SQUIRES 'AND JAMES B'. S UIRES, or SPRINGFIELD,

MASSACHUSETTS.

ELECTRIC"TRACK-SWITCHHOPE'RATING MECHANISM;

SPECIFIGATiON forming-part of Letters Patent NO; 760,656, dated May 24, 1904 7 Application filed January 20, 1903. Serial No. 139,866- (No model.)

To on whom it mayconcern:

Be it known that we, OHARLESW. S UIRES and JAMES B. S UIRES, citizens of the United States of America, and residents of Springfield, in the county of Hampden and State of Massachusetts, have invented certain new.

and useful Improvements in Electric Track- Switch-Operating Mechanism, of which the following is a full, clear-,and exact description. d i i This invention relates to track-switch c0n-' trollers, and more especially to that. class thereof in which the switch-tongue isshifted by an oppositely-effective electromagnetic device most advantageously comprised in two or more axially alined solenoid 4 coils, the movable core for and in common to whichis directly connected with the track switch tongue, while an electric current is induced into either of the solenoid-coils or other electromagnetic provisions by a distributing-switch disposed at the side ofthe roadway and having the operation thereof. controlled by the current which drives the motors of the car and which passes through and'is subject;to

government by the controller of the car.

Switch operating and controlling apparatuses of the class to whichthis invention pertains are shown and described in Letters Patent of the United States granted. to us February 6 and April 17, 1900, Nos. 642,943 and 647,637, and in patent applied for July 2, 1902, under Serial No. 114,790; I

A leading object of this invention is to provide and combine in a switch-operating mechanism of the general character aforemen tioned a solenoid or electromagnetic device in I a circuit which may beincluded in connec-' tions between the main feed-wire and the electric track-switch-operating device so that the distributing-switch to cause the unimpaired feed-current directly to either of the track-switch electromagnetic devices will be always operated with sufficient power tocertainly move the. distributing-switch to its proper circuit-establishing positionsand conelectromagnetic controlling means for the disof the car.

aforementioned patents, although being in some respects subordinate thereto, in that here the distributing-switch is operated in its positive and reliable manner by the powercurrent, (which is the same current as is util-.

ized directly upon the switch-throwing mechr anism,) it being only necessary to depend upon the current which has passed through the car controller and motor for actuating theelec-,

tromagnetic switch devices which bring inthe power-currentfor actuation of the distributing-switch, it being appreciated that while the current which has passed through the controller and motor of the'car and per haps been utilized to operate the lights and weak and at all times variable, and therefore not entirely reliable for operating the electromagnetic devices for the distributing.

switch, which latter works against more or less .mechamcal res stance.

tirely adequate for the actuation of the electromagnetic device which insures the switching in of the main line-currentdirectly to the electromagnetic device which I operates the distributing-switch of our new apparatus.

Under-one phase of this invention the cur.- rent which controls the direct power-current, which operates the distributing-switch must be of greater Strength than that required for lighting and heating the car, so that it will be operative only when a power-current is I v The current through the car-controller is, however, en-

applied to and through the motor or motors I The invention comprises in a car switch mechanism, in combination, a track-switch,

oppositelyeffective electromagnetic track- 1 .7 l, v 75 heaters thereof is sometimes comparatlvely i Switch-operating devices, a power feed-wire, normally open circuit connections between the feed-wire and said track-switch-operating devices, a distributing-switch for establishing connection from the power-wire to said electromagnetic track-swittzh-operating devices,

and an electromagnetic track-switch-operating device comprised in circuit-conductors between the feed-wire and a returnwire arranged to be completed through the medium of a car andits controller.

The invention, furthermore, comprises, as secondary to the foregoing, a combination of the distributing-switch for establishing circuits direct from the power-wire in reverse directions or oppositely effective through the coils of the track-switch electromagnetic op erating device, a switch controlled and actuated by the current coming thereto through and from the car and its controller and motor for sending the strong power-current through the electromagnetic distributing-switch-operating device, and a still further switch arranged in conjunction with suitable conductors,which is operative to shunt the current from the main power-wire out from the distributing-switch electrically-operated device, deencrgizing the latter and yet leaving the power-current still for an interval in connection through the one or the other of the coils of the electric trackswitch-operating device, and, furthermore, combined with the foregoing are mechanical devices operative upon the deenergizing of the distributing-switch electrical device for mechanically throwing the distributing-switch after the proper interval into its circuit-opening position.

our invention is clearly illustrated in the accompanying drawings, in which similar characters denote similar parts, and in which Figure 1 shows afront view of the distributing-switch mechanism, the terminal plate having been removed. Fig. 2 is a side view looking from the right of Fig. 1,with the terminal plate in position. Figs. 3 to 10, inclusive, are diagrams illustrating a series ofsuccessive positions of the operating parts and showing the connections as well as the flow of the curreits for energizing the track-switch soleno1 s.

The mechanism embodying the invention is preferably located in a box secured in a convenient place near the track-switch in order to reduce the resistance to the operating-eurrents to a minimum and where it may be within access for inspection and regulation when necessary.

In the drawings the inclosing sides of the box have been omitted, the back board only being shown in connection with the mechanism carried thereby, this board being designated by the numeral 10. Secured upon the board 10 is an electromagnet 11', preferably made in the form of a solenoid, having a gravitative core 12, which is raised whenever the solenoid 11 is sufiicientl y energized and which will drop again as soon as the current is shut off therefrom or falls below a certain given amperage, so that when the car is rolling over the track when only the amount of current necessary for lighting and heating the car is used the solenoid 11 will not be energized sullicicntly to raise the core 12. At its upper end the core 12 is connected with a lever 13, the switcharm 13' of which is adapted to contact with either of the metallic strips 14: 15, the former of which is in constant electrical connection, through a conductor 16, (see Fig. 3,) with one terminal 17 of an electromagnetorsolenoid 18, which is also secured upon the base-board 10 and has preferably a gravitative core 19 (see Fig. 2) so arranged that when the solenoid 18 is energized the core 19 will be raised and with it a vertically-movable slide 20. (Sec Figs. 1 and 2.) This slide 20 constitutes the medium whereby the oppositely-effective solenoids for operating the track-switch are onergized alternately to throw said switch back and forth, the controlling mechanism being so organized that each and every upward movement will result in throwing the track-switch tongue into a diflferent position-viz., right, left, right, left, &c.so that if the switch is originally in proper position for an approaching car an application of motor-power will result in throwing the switch into its wrong position, and it will therefore be necessary to make another application of motor-power to throw the switch back again.

The slide 20 may be guided on screws 21, passing through slots 22 in the slide and held in the solenoid-supports 23, and it may be connected with the core 19 by a horizontal extension 20, secured thereto, while a guidestrip 24: and clip 25 may serve to support the left side of the slide, as shown in Fig. 1.

The functions of the slide 20 are, first, to alternately make and break the circuits alternately established between the track-switch solenoids; secondly, to throw a switch in these circuits to prevent sparking and to assist in closing these circuits at the right time, and, thirdly, to set in operation amcchanism whereby the core 19 will be at first permitted to gravitate at a comparatively quick speed and subsequently be retarded sufiicicntly to permit a car to pass the track-switch before the circuit to the solenoid controlling the trackswitch is broken, a circumstance which would result in leaving the latter free to move at will, and thus be liable to cause accidents and derailments.

The mechanism for making and breaking the circuits alternately established for the track-switch solenoids to throw the switchtongue back and forth comprises an insulated plate 30. (See Figs. 2 and 3 to 6, inclusive.)

Disposed on this plate are a series of terminals 31 32 33 34, preferably cqu1d1stant from each other and around a common center, so

vede'se plished by the upper face 40 of a bunter 41,

secured to or forminga part of the slide 20, 1 striking one of the four pins 38 and after turning the carrier 36 oneseighth of a rotation sliding past said pin to the limit of its upward stroke. The pins 39, which are. also four in number, are placed midway between the pins 38, but in a different plane therefrom, so that when one of the pins 38 has served its purpose of rotating the carrier to theproper position during the upper movement of the slide one of the pins 39 will be in position to be engaged by the lower face 42 ofa bunter- 43, also forming apart of the slide, the bunters 41 and43 also being in different'plan-es .and moving in alinement with the pins-38 39, respectively.

Furthermore, the bunter 43 is so disposed that it will cause the proper amount of rotationof the carrier before the. slide 20 has completed its downward stroke.

Hence it will be understood that when the member is horizontal, as shown in Figs. 1,

3, and the slide 20 is now moved to the limit of its upward stroke, the member 35 will rapidly pass the position shownv in Fig. 4 and be placed as shown in Fig. 5, thus elec.

'trically connecting the terminals 32 and 34.

Likewise inasmuch as the full downward movement of the slide will result in.rotatingthe'carrier 36 for ano'thereighth of .a rotation it follows that-the member 35 will then occupy a vertical position or at right angles to that shown in Fig. 3, thus leaving the terminals 31 32 33 34 independent orisolated as.

before,

Theqmechanism for performing the second function of the slide 20viz., that of throwing a switch to assist in closing the circuits, for the'track-switclrsolenoids at the proper, tin1ecomprises a lever 50, the switch-arm of which is adapted to contact with the, terminal 51 or to sever its connection therewith. The preferred device for properly shifting the switch-arm 50 is clearly shown in Fig. 1, in which '52 denotesa link pivotallysupported on the arm 50 andp fovided with a pin 53, adapted to be engaged by the upper face of a bunter 54 during the last period of the upward movement of the slide 20viz. after the slide has substantially completed its work in rotating the carrier 36. The link 52 is also provided with another pin 55; adapted to be engaged by the lower face of the bunter 54 duringthe downward movement of the slide and when the latter has substantially completed its work in rotating the carrier 36 for another eighth of a revolution.

The mechanism for accomplishing the th'ir function of the slideviz.,' the retardation of the downward movement thereof after it has reached the limit .of its upward stroke and after the solenoid 18 has ceased-to be energized-includes what may be termed a rack 60, secured to the slide and movable therewith. (See Figs. 1 and 2.) The upper 'end of this rackis preferably provided with notches 61 6263, adapted sucessively to engage pins 64 65' 66,respectively, of a disk 67, carrying a pair of independent spring-pressed pawls 68 69, the former of which is in engagement with aratchet-wheel 70, while the latterserves to turn the ratchet-wheel 71',

both ratchet-wheels beingpreferably similar in size. .The ratchet-wheel 7 O is secured upon a spindle 7 2, which carries nearits other end a gear .73 in engagement with a pinion 74, considerably vsmaller than said gear, while the ratchet 71 ,is attached to a sleeve 75, loosely mounted on the spindle 72 and attached to a pinion, 76, so as to move in unison therewith.

The gear 76 is also in engagement with a lantern-pinion 78, secured on a spindle 79, which has an escapement-wheel 80, the movement of which is intermittent by virtue of a pawl 81, provided with ar pendulum-weight 82. It follows therefore that when the disk.

67, to which an oscillatory movement is imparted by the reciprocation of the rack 60, is moved in the direction of arrow (4 both pawls 68 and 69 will slide over the teeth of the ratchet-wheels 7O 71, respectively, until the pawl 68 will be raised entirely out of engagement with its wheel 7 0, this result being achieved by a-cam-plate 83, formed on or to the frameof the retarding mechanism and engag ing a pin 84, carried by said pawl 68 and projecting through an aperture 85, provided there:

for in the disk 60, this aperture being of sufk.

ficient size topermit the pawl to be disengaged from the ratchet, as will be readily understood.

The organization of the mechanism above described is therefore such that the leverage exerted bythe pawl 69 onto the gear 77 and the pendulum actuated thereby. is greater than that exerted by the pawl 68, and hence it is evident that when the pawl 68 israised and the pawl 69 operates the pendulumthe vibrations of the latter will be more rapid than they ,can be when the pawl 68 is operating the same,provided, of course, that the power applied to the pawls is uniform in both cases. i

Now, since the upward movement of the slide 20 results in rotating the disk 67 sufficiently'to bring the pawl-pin 84 nearly to will be active in rotating the disk 67 back the rear end of the camplate-83, the pawl 69 again at a comparatively high rate of speed, thus permitting the rack and the slide 20 to gravitate rapidly for a certain distance, at least until the upper face 90 of a secondary bunter 91, also carried on the slide 20, has arrived at a position below one of the pins 39, so that when the solenoid 18 is again energized before the slide has descended sufficiently to reestablish contact between the switch-arm 50 and the terminal 51 the carrier 36 may have rapidly imparted to it another eighth of a revolution to reverse the circuits leading to the track-switch solenoids, as will be hereinafter described.

The system of permanent electrical connections between the several terminals is fully illustrated in Fig. 3, in which F denotes a feed-wire or source of energy connected with a fuse from which a conductor g leads to one end. of the solenoid 18 and also to the strip 14. The other end of the solenoid 18 is connected, through a conductor h, with both the terminals 32 31 and also with the switcharm 13. The strip 15 is connected, through a conductor 2', with the switch-arm 50, and from the strip 51 a conductor j leads to terminal 33. which is connected, through a conductor 76, with one of the track-switch solenoids I, while the other terminal 34 is in electrical communication with the track-switch solenoid II, both. of these solenoids being oppositely effective for throwing the trackswitch tongue T in opposite directions. The return-wire from the track-solenoids'l and II is indicated by I and is grounded on the track. The permanent connections for the solenoid 11 consist of a conductor m, leading from a metal strip at of an insulating-block B to one terminal of the solenoid 11, the other terminal of which is connected, through a conductor 0, with another metal strip 2), also secured upon the block B. The strip at is connected, through a conductor q, with the main trolleywire, which is herein indicated by W, having a certain portion P insulated from the main wire, cut-outs being preferably employed to accomplish this result.

Although the wire section P is, as has just been stated, insulated from the main wire WV, yet electrical energy is supplied to it from said wire, but indirectlyviz., it being connected, through a conductor a, with the metal strip 12 above mentioned, so that consequently whenever the section P is in any manner connected with the rail or grounded the current must necessarily energize the solenoid 11.

Now the section P is grounded whenever From the foregoing it will be seen that when the switch-tongue is not in proper position for an approaching car, the trolleywheel of which is running on the section P, it will only be necessary to operate the controller of the car so as to apply power to the motor, whereupon the current will become effective to raise the core of the solenoid II,

which action will result in establishing a circu it for operating one of the track-switch solenoids to shift the track-switch tongue into its required position.

Inasmuch as the solenoid 11 serves only for the purpose just mentioned, it may properly be called the primary current, while both the solenoid 18' and the circuits controlled thereby may be called secondary.

The operation of our improved mechanism is clearly shown in Figs. 3 to 10, inclusive, in which Fig. 3 illustrates all the connections existing between the several terminals and the solenoids with their respective connections, while in the succeeding figures only the active currents are traced. to facilitate a clear understanding thereof.

In Fig. 3 no current is active and the circuits are all open. When the motorman of the car operates the handle of the controller E, a current is immediately establishcd,as follows: from the main wire W, through conductor q, strip a, wire on, solenoid 11, wire a, strip wire 9', section P, trolley-pole 1). controller E, motor M, and the track-rail or return. This current will energize the solenoid 11 and raise its core, thus bringing the switcharm 13 into contact with the strip 15, as show u in Fig. 1, and establishing a secondary current, as followsi wire W', plate 11, wire ll, fuse f, wire g, solenoid 18, wire it, arm 13', strip 15, wire '21, arm 50, wire j, wire Z", solenoid T, wire Z, and track. This current therefore energizes the solenoid 18, the core of which will instantly rise to its highest position, carrying the slide 20 with it and turning the member 35 from the position shown in Fig. 3 to that shown in Fig. 5, so that Fig. 1 in reality represents only an instantly transitory condition, the movement of the core of the solenoid being sufliciently rapid to imme-,'

diately open the circuit leading to the solenoid 1 and closing that for solenoid 11. (See Fig. The solenoid II is now in a closed circuit, so that the switch-tongue T will be thrown over. The next step will be the action of the motorman shutting off the power, thus releasing the solenoid 11, the core of which will immediately drop, and thus return the arm 13 to its normal position, (see Fig. 6,) which also shows the solenoid 18 out of circuit, so that its core, with the slide 20, is now at liberty to descend, this movement beingat first rapid and then retarded in a manner above described. The particular object of the retardation will now be apparent, viz: It permits the circuit for the solenoid to remain closed for a sufiicient length of time to hold the switch-tongue until the car has had a chance to pass over the switch, a period of about fifteen seconds in actual practice, after which the member 35 will be moved to break the circuit by the slowly-descending slide 20 and into the position shown in Fig. 7 when all circuits are again open, and no waste of power can take place in consequence.

Let it now be supposed that the switchtongue had been shifted into the wrong position when the power was applied. Then there is still a remedy to correct the undesired or wrong condition by merely shutting ofl the power long enough to allow the solenoid, 11 to drop its core and alsofto'permit the slide 20 to make its rapid portion of descent until the bunter 91 will have arrived below the carrier 36, (at which point the rapid descent stops and the slow descent begins,)- whereupon another application of power will result .in bringing the member 35' into position to .connect the nextpair of terminals, either 32 .34 or 31 33-, as the case may be, thereby energizing the other track-switch solenoid, and

consequently reversing the switch again. It is of course evident that theswitch-tongue may thus be caused to be thrown back and forth as long as the trolley is incontact with the section P and as often as the controller opens and closes the power -'circuit when the car is thus placed, each'power admission throwing the member 35 at least one-eighth of a revolution.

Referring again to Fig. 6, it is here shown that the solenoid II'is energized, the energiza- .tion continuing until the core of solenoid 18 has arrived near the end of its descent, when all thecircuits are open and the member 35 is vertical, as seen in Fig. 7 The. next ap-- ,plication of motor-powerwillin the same manner as previously described throw the arm 13 into contact with the strip 15, thus again energizing the solenoid 18, raising the slide 20, and turning the member 35 past the position of Fig. 8 into that shown in Fig. 9,

so that now the terminals 31 and 33 are electrically connected, and thus establish the circuit for solenoid I.

When now the core of solenoid 11 is released by shutting off the power-current, the arm 13 will be'discon- .nected from the strip 15, (see Fig. 10,) thus shunting the solenoid 18 and vpermitting its core and the slide 20 to descend, as before,.so

that when the slide 20 has arrived at the lower end of its stroke the member 35 will again be in the position shown in Fig. 3, leaving allthe circuits'again open.

In conclusion attention 1s lnvited to the fact that while the mechanism above described constitutes an automatic device for opening the circuits for the track-switch solenoids the primary solenoid is an expedient whereby the secondary circuits may be established from a car on the track and that when it may "be deemed preferable a hand OperatedleVer may be substituted for throwing the arm 13' into and out of engagement with-the strip 15.

It is'also obvious that many changes maybe I switch-operating devices, and an electromag- Y netic distributing switch operating device comprised in circuit-conductorsbetween the feed-wire and a return-wire arranged to be completed throughthe mediumof a car and its controller. is

v 2. In a track-switch-operating mechanism,

the combination with a primary member, and

ment of the primary member, of a track-swi tch movably controlled by successive similar movements of the secondary solenoid-core.

, 3. Ina track-switch-operating mechanism, 1

'a secondary solenoid controlled by the movethe combination with a primary solenoid and i .a secondary solenoid controlled by the movement of the coreof the primary solenoid, of; a track-switch reversible by each successive similar movement of the secondary core.

. 1. In a track-switch-operating mechanism, the combination with a primary member, a secondary solenoid controlled by the-.move ment of the primary member, of'a pair of op- .positely-efiective solenoids alternat ly energized during successive upward movements of the secondary core.

I In. a track-switch-operating mechanism,

the combinationwith a primary solenoid having a gravitative core, of a secondary solenoid, means for energizing the secondary'solenoid during the upward movement of the primary core, and a track-switch'solenoid controlled by the movement of. the secondary core.

6. In a track-switch-operating'mechanism, the combination with a primary solenoid hav inga gravitative core, of a secondary solenoid having a gravitative core controlled by the movement of the primary core, and a trackswitch solenoid energized during-alternate movement of the secondary core. 1

7 In a track-switch-opermting mechanism,

the combination with a primary solenoid having a-gravitative core, and, a secondary solenoid having a gravitative core controlled by the movement of the primary core, of a pair of oppositely-effective solenoids alternately controlled by the movement of the secondary core.

8. In a track-switch-operating mechanism,-

the combination with a primary solenoid having a gravitative core, a secondary solenoid controlled by the movement of the primary core, of a pair of oppositely-effective solenoids alternately energized during successive upward movements of the secondary core.

9. In a track-switch-operating mechanism, the combination with a primary member, a secondary solenoid, and means for energizing the secondary solenoid by the movement of the primary member, of atrack-switch solenoid controlled by the movement of the secondary core, and a mechanism for retarding the return movement of the secondary core, during its movement after the release of the secondary core.

' 10. In atrack-switch-operating mechanism, the combination with a primary member, a secondary solenoid, and means for energizing the secondary solenoid by the movement of the primary member, of a track-switch controlled by the movement of the secondary core, and a mechanism for retarding the return movement of the secondary core during its movement after the release of the secondary core.

11. In a track-Switch-operatin g mechanism, the combination with a primary member, a secondary solenoid, and means for energizing the secondary solenoid by the movement of the primary member, of a pair of oppositelyetfective solenoids alternately energized during successive upward movements of the secondary core, and a mechanism for retarding the return movement of the secondary core during its movement after the deenergizing of the secondary solenoid.

12. Inatrack-switch-operatingmechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, of a mechanism for retarding the slide during its movement after the release of the secondary core.

13. In a track-switch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, of a mechanism for variably controlling the movement of the slide during its return stroke.

14. Inatrack-switch-operating mechanism,

the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, of a differential-speed and variable-power-resistance mechanism for variably controlling the movement of the slide during its return stroke.

15. In a track-switch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, of an escapement mechanism for retarding the slide during its movement after the release of the secondary core.

16. In a track-SWitch-operating m eehanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, and a slide controlledby the secondary core, of an escapement mechanism and means for varying the movement of the escapementwheel thereof, variably controlling the movement of the slide during its return stroke.

17 In a track-switch-operatin g mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, of an escapement mechanism and differential gearing for variably controlling the movement of the slide during its return stroke.

1 8. In a track-switch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, and a slide controlled by the secondary core, of a pawl movable with said slide for engaging said retarding mechanism.

19. In atrack-switch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, and a rack carried by said slide, of an escapement mechanism, a pawl-carrier in engagement with said rack, a pawl on said carrier for engaging said retarding mechanism, and means for maintaining said pawl out of engagement with said retarding mechanism during the initial return movement of the secondary core.

20. In a track-switch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the primary core, a slide controlled by the secondary core, and a rack carried by said slide, of an escapement mechanism and a pawl-carrier in engagement with said rack, a pawl on said carrier and for engaging said retarding mechanism, and a stationary cam.

21. In a track-switch-opcrating mechanism, the combination with a primary solenoid and a secondary solenoid controlled by the movement of the primary member, of a pair of oppositely-eiiective solenoids alternately energized during successive upward movements of the secondary core, of a distributing-switch member controlled by the movement of the secondary co're, controlling the track-switch solenoids.

22. In a track-switch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the movement of the core of the primary solenoid, of a pair of oppositely-eifective track-switch solenoids alternately energized during successive upward movements of the secondary core, a distributing-switch member controlled. by

secondary core.

the movement of the secondary core, intermittentlygrotatable to make and breakthe circuits of the track-switch solenoids alternatelyQ 23. In a track-'switch-operating mechanism, the combination with a primary solenoid, and a secondary solenoid controlled bythe movement of the core of the primary solenoid, of

a pair of oppositely-efiective solenoids alter- I ing-switch member and means for shifting said member to close the circuits of the trackswitch solenoids during the upward movement of the secondary core, and means for shifting said member to operate the track-switch circuits during the downward movement of the 25. In a traCk-switch-Operating mechanism,

7 the combination with aprimary solenoid, and

a secondary solenoid controlled by the opera-- tion of the primary solenoid, of a pair of oppositelyefl"ective track-switch solenoids to be alternately energized during successive 'upward movements of the secondary core, and

, distributing-switch member, of a rotatable dis tributing-switch-member carrier, and means for intermittently rotating said carrier.

. 26. In atrack-switch-operating mechanism, the combination with a primary solenoid, and a secondary solenoid controlled by the operation of the primary solenoid,'of a pair of oppOsitely-eflective track-switch solenoids, to be alternately energized during successive upward movements of the secondary core, and a distributing-switch member,- of a rotatable switch-member carrier having sets of pins disposed in diflerent planes, a slide controlled by the secondary core and having lbunters for engaging said pins, alternately, during the movements of said slide in opposite directions respectively.

27.. In a track-sWitch-operating mechanism, the combination with a primary solenoid, a secondary solenoid controlled by the primary I one, and a pair of oppositely-effective trackswitch solenoids, to be alternately energized during successive upward movements of the secondary core, of a reciprocatory slide movable in' one direction to energize the trackswitch circuits and movable in the other direction to break the track-switch circuits.

28. In a trackswitch-operating mechanism, the combination with a primary solenoid, a

,cuit.

38, In combinationa primary circuit in" secondary solenoid controlled by the primary one, and a pair of oppositely-effective solen oids, to be alternately energized during suc cessive upward movements of the secondary core, of a reciprocatory slide and means for energizing one of the traclcswitch solenoids during a partial movement-of said slide in one direction, and subsequently shunting-the secondary solenoid.

29. In a track-switch-operating mechanism,

the combination with a track, of a car movable thereon, and having a controller, a trackswitch, and a main trolley-wire, comprising a live section insulated therefrom, of a primary solenoid controlled by a circuit including the insulated trolley-wire section, a secondary solenoid, controlled by the movement of the primary solenoid, and a track-switch solenoid controlled by themovementof the core of the secondary solenoid.

30. In a track-switch-operating mechanism,

the combination with a track, a car movable thereon,- and having a controller, and atrackswitch, of a main trolley-wire, comprising 'a livese'ction insulated therefrom, a primary solenoid controlled by a circuit including the insulated trolley-wire section, and a conductor for supplying energy to said insulated section subsequent'to its passage through said primary solenoid.

3L In a switch-controlling device for rail.-

roadsin combinationa primary-circuit in which are comprised a solenoid-magnet and an insulated section of conductor, a secondary circult in which are comprised another SOlQDOldE magnet, a clrcuit-changlng switch, and a trackswitch-operating magnet; means by which the primary circuit and solenoid-magnet are utilized to establish a current in the secondary cir cuit, and means by which the current so established in the secondary circuit is again broken by the operation of the circuit-changing switch comprised in the secondary circuit. I

. 32. In combinationa primary circuit in which are comprised a solenoid-magnet and an insulated section of conductor, a secondary circuit in which are comprised anothersolenoid-magnet, a circuit-changing switch and a track swltch operating; magnet; means by which the solenoid in the primary circuit on being energized, establishes a current through thesecondary circuit; and means by which the solenoid in'the primary circuit, on being deenergized, shunts the current so established in the secondary circuit, from'the solenoidmagnet comprised in the said secondary cir' which are comprised a solenoid-magnet and an insulated sectlon of conductor; a secondary c1rcu1t in which are comprised another solenoid-magnet, a circuit-changing switch and a track swltch operating magnet; means by which the solenoid, in the primary circuit on being energized, establishes a current through the secondary circuit; means by which the so- Signed by us at Springfield, lvlassachusetts, lenoid in the primary circuit, on being deenin presence of two subscribing witnesses. ergized, shunts the current so established in CHARL-FS r SQUIPFS the secondary circuit; and means by which JAMES 5 the current in the secondary circuit is again L broken by the operation of the circuit-chang- Witnesses: ing switch comprised in the said secondary WM. S. BELLOWS, circuit, substantially as set forth. A. V. LEAHY.

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