US807805A - Railway signaling system. - Google Patents

Description

wi/lhwooao PATENTED DEC. 19, 1905.

H. BBZER. RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25,1893.

11 SHEETS-SHEET l.

gwvemtoz 351;; Ma (130M411? No. 807,805. PATENTED DEC. 19, 1905. H. BBZBR.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25. 1893.

11 SHBETS-SHEET 2.

TRAIN ON,.

as I 6 :I aisxl' I T vim wow oA wbo'c N0. 807,805. PATENTED DEC. 19, 1905. H. BEZER.

RAILWAY-SIGNALING SYSTEM.

APPLICATION TILED MAY 25. 1898.

11SHEETS-SHEET 3.

No. 807,805. PATENTED DEC. 19, 1905. H. BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25, 1853.

11 SHEETSSHEET 4.

13% mead ac avw fi $5M m I 13 ,YMA/ atbozwew 04.1mm KQMMQ* H. BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25. 1898.

l1 SHEETS-SETH? FLA TFORM PATENTED DEC. 19, 1905.

No. 807,805. PATENTBD DEC. 19, 1905. H. BEZBR.

RAILWAY SIGN ALING SYSTEM. APPLICATION FILED MAY 25. 1893.

11 SHEETS-411E131 B 111/122 712 m 7 mmg @Xkmowo 31 44 504, /g 354 ,My mm Men/7 Jmmu Jx aumgd No. 807,805. PATENTED DEC. 19, 1905. H. BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25. 1893.

11 SEEMS-SHEET 7.

5 351 MA attouae whim (1M0 0m}, M

No. 807,805. PATENTBD DEC. 19, 1905.

H. BBZER.

RAILWAY SIGNALING SYSTEM.

APPLIOA'IION rum) MAY 25. 1893.

11 SHEETS-SHEET a.

i 2ZW 32, m arm No. 807,805. PATENTBD DEC. 19, 1905. H BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25.1893.

l1 SHEETS-SHEET 9 PLA TFORM @1513 (1 5 501141 dYLUZw M 0 $00 Matt N0. 807,805. PATENTED DEC. 19, 1905. H. BEZER.

RAILWAY SIGNALING SYSTEM.

APPLICATION FILED MAY 25. 1893.

11 SHEETS-SHEET 10.

Wikneaoeo 0% 554a c1rm% oodlmg No. 807,805. PATENTED DEC. 19, 1905. H. BEZBR.

RAILWAY SIGNALING SYSTEM.

APPLIGATIQN TILED MAY 25, 1893.

1). SHBETS--SHEET 11 l/v Lbneoow UNITED STATES PATENT OFFICE.

RAILWAY SIGNALING SYSTEM.

Specification of Letters Patent.

Patented Dec. 19, 1905.

Application filed May 25, 1893. Serial No. 475,432.

To all whom it may concern:

Be it known that I, HENRY BEZER, a subject of the Queen of Great Britain and Ireland, and a resident of New Rochelle, county of Westchester, State of New York, have invented a new and useful Improvement in Railway Signaling Systems, of which the following, taken in connection with the accompanying drawings, is a specification.

My invention relates to railway-signals, especially that class commonly known as lock and block systems, in which the track is divided into blocks, each guarded by a separate signal, which may be manipulated by a Signalman, but under the control of a lock controlled from one or more distant points.

The invention consists of the devices and their arrangement, hereinafter set forth.

In the practical operation of the system em bodying my invention the railway-track is divided-into a convenient number of blocks, each guarded by its signal, which may be manipulated by asignalman stationed in a signal-house near by. For the operation and control of the signals each signalman is provided with an interlocking machine having a signal-lever for actuating the signal, an electric look by which the signal-lever is controlled, at block instrument comprising a series of contacts by which various circuits are manipulated for controlling the lock of his signal and the lock of the signal at the rear station, and a special form of relay and circuits therefor. The system of circuits shown and hereinafter described and which I prefer to employ comprises several local circuits at each station, one of which includes the magnet of the lock and primarily controls the lock, and the other local circuits of which are controlled by the block instrument and operate to control this primary circuit, and therefore control the lock. A linecircuit is also employed which extends from the block instrument of one station through the block instrument of the rear station and operates to control the local circuits at the rear station, and therefore also controls the lock of the signal at that station. Another circuit, controlled, preferably, by a train, is employed to control the look through some of the local circuits. This last-mentioned circuit is employed to control the look when the signal is in its second or safety position, the line-circuit above mentioned being employed to control the lock when the signal is in its first or danger position. Thus the complete control of the lock of each signal is from at least three points, two of which, at least, are points remote from each other, one being at each block instrument, and a third point, at least, which may or may not be remote from both of the others and which I have shown and prefer to locate in the line of the trains movement.

The interlocking machine which I have shown and prefer to use in my system is the subject of a patent granted to me and T. W'. Burley, as joint inventors, February 23, 1892, No. 469,645. The electric lock is the subject of a patent granted to me May 18, 1897, No. 582,615. The relay and its circuits is the subject of a patent granted to me March 6, 1900, No. 6 1 1,? 90.

This application is confined to the block instrument and to the system in which it is used, together with the interlocking machine, electric lock, and relay. The use in my system, however, of all or either of these specific instruments is not essential to the system, and although I prefer to use them all as herein shown I do not, of course, wish to be limited to their use.

In the drawings, Figure 1 is a side elevation of an interlocking machine, lock, and block instrument. Fig. 2 is a rear elevation of block instrument. Fig. 3 is a front elevation of block instrument with front removed. Fig. 1 is a cross-section on the dotted line 4 4 of Fig. 3. Fig. 5 is a cross-section on. the dotted line 5 5 of Fig. 8. Fig. 6 isa vertical section on the dotted line 6 6 of Fig. 5. Fig. 7 is a side elevation of the block instrument, partly in section, showing the parts in normal position, part of the casing being removed. Fig. 8 is a similar view showing the parts in the position occupied after the plunger H has been operated. Fig. 9 is a similar view showing the parts in the position occupied after the leverhas been pulled back. lowering the signal to clear. Fig. 10 isaside elevation looking at the opposite side to that shown in Fig. 7. Figs. 11, 12, and 13 are views of details of the block instrument. Fig. 14 is a diagrammatic view of the circuits in normal condition of the starting-station X and the following station.

Figs. 15 to 17 are diagrammatic views of the tiltedby the catch-rod a.

stages of their operation. Fig. 22 is a diagram of the circuits of two contiguous stations Xand Y in normal condition, showing a modification. Figs. 23 and 24 arerespectively diagrams of the circuits of this modification, the first showing their condition when the sig nal is at safety and before a train has passed, the second when the train has just passed the safety-signal. v

In Fig. 1 is shown the interlocking machine A, the electric block B, and the block instrumentC. In the interlocking machine a signallever a has a catch-rod a, taking in notches in a sector-plate b. A projection a on the catchrod rides between ribs on a pivoted rocker b. When the catch-rod is lifted, it tilts the rocker, which in turn operates the tappet f The electric lock B comprises in general a magnet 0, locking pieces or tumblers c and 0 the former having an armature 0 a latch (Z, adapted to be engaged and disengaged by the tumblers and connected to the lever (Z, pivoted upon the box inclosing thelock, and an arm a, adapted to throw the tumblers forward with the ar- [nature 0 near its magnet and connected to a lever e, pivotally mounted on the box. A standard D supports in convenient position a platform (Z on which rests the block instrument C. A key f, .pivoted on the platform (Z serves to operate the arm ethrough a connecting-link. Pivoted upon the casing of the lock is a foot-lever 30, provided with a link 31, having an elongated notch 32. The lever 30 is sealed in its normal position by a wire 33, passing through the lever and .its pivotal standard, whereby the link 31 is held normally in its lowest position and whereby a pin 34 on the tumbler 0 may play freely in the notch 32. This foot-lever is designed to be operated only upon rare occasions when for some urgent reason it is necessary that the Signalman should have instant and absolute control of his sig nal. -At such times the signalman may press down upon the lever 30, cutting the sealing.- wire, and as the link 31 rises its notch engages the pin 34 and disengages the tumbler 0 from its latch (Z. When the lever 30 is released, the tumbler is returned to normal engaging position. I

A rod Gr, passing up into the block instrument through the bottom, is connected through the link 9 to one end of the latch-lever d, the

other end of which is connected to an arm 9 pivotally connected with the rocker, so as to be operated by the rocker when the latter is In their normal position, as shown, the signal-lever is back, holding the signal at danger, and the latch is engaged by the tumbler 0. Vl'hen the signalman desires to move the lever so as to put the signal to safety he first presses on the key f. This throws the locking pieces or tumblers c and 0 forward, the former out of engagement with the latch and the latter into engagement therewith; but the locking-piece 0 engages the latch before the locking-piece c has disengaged it. When pressure is removed from the key f, the tumbler 0 falls back out of engagement with the latch. The tumbler 0 also falls back into engagement with the latch unless the magnet 0 is energized, in which case the tumbler 0' remains forward, its armature being retained by the power of the magnet, and the latch is free. If the magnet 0 is not energized and the lockingpieces fallback, the locking-piece 0 engages again the latch before the locking-piece 0 disengages it. Thus the latch cannot be free unless the magnet cis energized. The signal-lever may then be pulled over, lowering the signal to safety. The energization of the magnet is controlled by the circuits hereinafter explained.

I will now describe the block instrument.

The parts are inclosed in a suitable casing having a fixed bottom and back with sides and top fixed together and hinged to-the back, as shown, the front being a separate piece provided with a lock. The casing may of course be constructed in any other way, so that access to its interior may be had. To the bottom of the casing is fastened an upright I,

having guide-openings for the rod G in its base i and in an upper shouldered projection 2". Above the projection 6 extends a stud 2 formed on the upright I, and extending from one side of the upright is an outward and upward projecting stud 2' These studs and d have their upper ends approximately on a level. Pivoted near the lower end of the upright I is an angled lever H, which I call a plunger. 'The upper end of the rod G is provided on one side with a fixed projection g, having the corner g, the shoulder 9 and the curved surface g as best shown in Figs. 5, 12, and 13. Journaled in the upper end of the rod G and its projection g is a short shaft J having on one endviz., that farthest from the projection gthe fixed projections y", j andj Fixed rigidly on the other end of this shaft is a projection K, provided with the lug is, and rigidly to the projection K is fixed a cross-piece K, provided with the lug 7c.

L L L are three separate contact-springs secured in place by the set-screws Z Z Z passing through the back of the casing. The springs L and L play, respectively, between the front and back contacts 772 and m and of m which in turn are connected, respectively, to the set-screws n, n, of, and 02 The spring L, which has no back contact, is provided on its front face with a block '0 of insulating material having a metallic front plate 0. This block 0 is cut away at thetop on its inner side or otherwise so made that when the projection K in its normal position is in contact with the spring L, as shown in Fig. '7, the lug Z4 is above the top of the block 0 and the rest of the projection K out of touch with this block. If the rod G therefore should acquire a certain amount of play from long wear and should be able to sag somewhat when the latch of the lever to which the rod G is attached was in its first notch of the quadrant 6, nevertheless the spring L would remain against its contact projection K, because the lug it would rotate on the upper surface of the block 0. The springs L and L are similar and each is provided on its front face, as shown in Fig. 11, with a strip of insulation 1), a short block of insulation q, such as ebonite, and a stepped or shouldered metallic plate r. The block q is slightly curved on its inner face, as shown, and at the belly of the curve is secured to the strip 1) and spring L by a rivet p countersunk in the block (1, so as to be out of contact with plate r.

p is a guiding-stud secured to the spring and working through a perforation in the strip .P and into a recess in the block q. The metallic plate 9' covers the outer face and top of the block, being shouldered at 1-, and extends upward as far as the end of the strip 1). Normally the upper ends of the plate 9' and strip 1) stand a short distance from each other and from the spring L, but may move toward each other and the spring when pressure is put upon the plate 7* above the rivet. The object of thus constructing these contactsprings is to enable them when under pressure and resting on their front contacts m m to bend in a single curve throughout their entire length. If in place ofa stud and bolt two bolts. such as 12 were used to fasten the block gin place, then the spring would be rigid between these two bolts and could only bend above and below these bolts. This would impair the resiliency and the life of the springs.

Pivoted to the back of the casing is an arm 0, bearing on its outer end a shield O. On this shield are marked the words Train on and below them the words Rear blocked. In its normal position the arm 0 rests upon the top of the cross-piece K and the words Rear blocked are brought opposite an opening in the front of the casing. Vhen the shaft J is rotated, the arm 0 drops till its stop 0 catches it, when the words Train on are opposite the opening.

The instrument is shown in its normal position in Fig. 7, in which the springs L and L are between their front and back contacts, being held there by the projections j and The spring L is grounded through the piece K, With which it is in contact, and the rod G is in its upper position,supporting on the crosspiece K the arm 0, so that the instrument reads Rear blocked.

The operation of the block instrument, the

lock, and the lever a is as follows: The signalshaft J and turning upward the projections K, j, and Train on then appears. The springs L and L then move against their back contacts 922 and m, as shown in Fig. 8. The circuit-controllers are now moved from their normal position and are then rendered inoperative,because the plunger is unable to again operate the projections K, j, and and therefore the circuit-controllers, until the rod Gis lowered and raised again to restore the shaft J and the projections to their normal position against the springs. This, however, can only be done after a train has passed and operated the locking-piece to remove the lock on the catch-rod of the signal-lever and the signallever and catch-rod have been restored to normal position, as will be hereinafter explained.

If the signalman at the advance station is ready for a train to come to him and in response to a call has broken the line-circuit running from his block instrument to the spring L, a circuit will be completed through the spring L and its contact of to energize the magnet of the lock. He then presses upon his key f and throws forward the tumblers c and 0 the latter moving into engagement with the latch (Z before the former moves out of engagement therewith. The armature 0 of the tumbler c is now held forward, the tumbler falls back again out of engagement with the latch, and the latch is free. a may be then lifted from its notch and the lever pulled over. WVhen the catch-rod is lifted, the latch (Z is withdrawn, the rod G is drawn down, the projection K and the projection f strike the fingers and 21 and the shaft J is turned forward, throwing the projection K against the insulated plate 0 of its spring L and the projections j and 7' against the insulated plates 7' of their springs L and L as shown in dotted lines in Fig. 8. When the lever to is pulled over, the rocker b is further tilted, the rod G descends to its lowest The catch-rod position, and the projections j and f are thrown firmly against their springs L and L, forcing them against their front contacts, as shown in Fig. 9. The projection K, however, is still insulated from its spring L by the block 0. The signal having been put to safety, a train may now advance into the block guarded by the signal. WVhen the spring L left its-back contact, it broke the circuit through the magnet of the lock, allowing the tumbler c to fall across the path of the latch (Z; but the latch was already withdrawn when the catch-rod a was lifted and the lever had been pulled over. In order that the latch (Z may now be returned to its normal position by the lifting of the catch-rod, the backward movement of the lever, and the drop of the catchrod into the back notch of the sector-plate, the tumbler 0 must be again thrown against the magnet and held there. This is done by the signalman operating the key f and by the train completing the circuit controlling the magnet just after it has passed the signal. The arrangement of the latch (Z, the lockingpiece 0, and the projection K, which is acircuit-controller in the controlling-circuit of line-wire 18, is such that the circuit-controller cannot be operated to break the circuit until the latch (Z is engaged by the lock in normal position.

The circuits provided for the signalmen and their operation will now be described. The stations X Y, &c., are arranged along the track T, as shown in Figs. 14: to 2 1, and each is provided with the springs L, L, and L front and back contacts m, 971, m and 127. which are a part of the block instrument, as above described. The spring L is connected by wire t through the two magnet- coils 1 and 2 of a relay, battery 3, spring 3 and its contact to ground. The spring L is connected by wire 8 through a track instrument to at one side of the track to ground. The contact m is connected to wire 2& between coils 1 and 2. The magnet-coils 1 and of a relay are in series in a local circuit 1; o with the battery 11. The pole of battery 11 toward magnet 4 is connected by wire it with contact of magnet 1, including also the battery 11. The other pole of the battery 11 is connected by wire it to a spring 17 and includes a battery 16. Thecontact 10 of magnet 1 is connected to a pole of one'of the elements of the battery 9, so as to split the battery, passing through a buzzer-bell 15. Contact 14: of magnet 2 is connected to wire 8, and contact 13 is connected to the wires o 4; between the opposing ends of'the magnets 41 and 5. The contacts m and m are connected, respectively, to contacts 5 and 4:, between which plays the free end of the armature 6 of these coils, the armature falling against 1 when magnet 4. is energized and against 5 when magnet 5 is energized and remaining in either position until withdrawn by the opposite magnet. The pivot of the armature 6 is connected by wire 2? to the contact 7, against which the key 8 normally presses, and includes the magnet 0 of the lock B and the battery 9. The spring 8 is connected by wire 23 to the armatures of the magnets land 2, which, respectively, play between the contacts 10 10 and 13 14. The contact m is connected by the line-wire 18'to the spring L at station Y, which normally rests against the grounded projection K 011 the rod G. This wire 18 includes the bell 21 and may, if desired, include also 'a springjack 19, one contact of whichviz., that contact leading to the rear station Xis provided with a normally open ground-tap 20, which is closed when the switch-plug is inserted to break the circuit-wire 18.

wire of a block may be provided with a convenient number of spring-jacks or other suitable form of circuit-closer at suitable points along the line, preferably on the poles supporting the line-wire, in order that in case of Each linesudden necessity, such as the breaking of a train in the block, traffic might be stopped by a trainman inserting a plug in the springjack, thus making it impossible for the advance signalman to unlock the rear signal. At station X no spring L is shown in the drawings, because this beingthe starting-station none is there required. The key 8 and the springs 3, 8, and 17 and their contacts are so arranged that when the key is depressed it first breaks at contact 7, then makes with spring 17, and then breaks spring 3 from its contact-point 3 When the key-is allowed to rise, it operates in the reverse order.

The arrangement of the signals, as shown in Figs. 14:, 20, and 21, in connection with the track, platform, -&c., are the subject of a patent granted to me and Arthur H. Johnson on December 31, 1895, No. 552,093, and need not be here specifically described. Signal 22 I shall call the despatching-signal, because it controls the despatching of trains into the guarded block. It is operated by a lever a above described.

I will now describe the operation of the circuits and the manner of despatching trains from one block to the next. The circuits being in their normal condition, the track being clear, the signal 22 at danger, and a train ready to advance, all as shown in Fig. 1 1, it is the signalmans duty to clear signal 22. He first plunges the lever H, throwing the springs L L upon their back contacts m m respectively, as seen in Fig. 15, thereby closing the normally open circuit 18 through the spring L, magnets 1 2, battery 3 to ground, thereby lowering the shield 0, so that the block instrument reads Train on. The bell 21 at station Y then gives one tap, which draws the attention of the operator. The magnets 1 and 2 draw their armatures upon their contacts 10 and 13, and a localcircuit is completed through the bell 15, as. follows: battery 9, contacts 7, spring-key 8, wire 6, contact 10, wire t and bell. This bell then begins to ring and so continues until the circuit is broken permanently, as hereinafter explained, thus notifying the Signalman that the line-wire 18 is closed to ground at spring L at station Y and that the block is therefore clear. to be noted that the circuit through the magnet 1, which shifts the armature 6, and the circuit through the magnet of the lock conspire to operate the signal and that they cannot be made effective for that purpose until the con trolling line-circuit has been closed by the spring L to close armature of magnet 2 to contact 13, so as to enable the operator to make the circuit through the magnet 4: by closing key 8 upon spring 17 and until the controlling-circuit has been broken by spring L at station Y to close the lock-circuit by allowing the armature of magnet 2 to return to normal contact with point 14. This makes the control of the signal practically lightning- It is.

proof, because the controlling-circuit, includpulled over and the catch-rod is over its front ing the line-wire 18, which is the only wire notch of the sector-plate b it drops into it the circuit of the Wire t just closed, to linewire 18, passing through the bell 21 at Y, he rings this bell three times and notifies the operator at Y that he desires to have his signal unlocked, so that he may send a train to him. The moment the operator at X in operating his key 8 closes it upon the spring 17 he closes a normally open shunt around the magnet 5, which includes an extra battery 16 in addition to battery 11 and puts the armature 6 upon contact 4:, as shown in Fig. 17. This circuit is as follows: from battery 11, Wire a, battery 16, spring 17, key 8, wire t, contact 13, magnet 1, and wire 01. The track from X to Y being clear, the operator at Y responds to the signal from X by plunging his block instrument, as shown in Fig. 18, setting his springs L L against their back contacts and breaking his ground-tap of the linewire 18. The magnets 1 and 2 being thereupon deenergized, their armatures return to their contacts 10 and 1 1, and a local circuit is then set up through the magnet of the lock B. This circuit is as follows: battery 9, magnet of lock, armature 6, contact 4, contact m spring L wire .9, contact 14, wire t, to battery 9. The cessation of the buzzerbell, whose circuit was broken when armature of magnet 1 left contact 10, notifies the operator at X that the operator at Y has plunged, that his local lock-circuit has been completed, and that he can therefore unlock the catch-rod on his signal-lever and throw his signal 22 to clear, as shown in Fig. 17.

This he then does, as above described, putting the springs L L upon their front contacts m m. A circuit broken only at the track instrument w is thus established, which is as follows: from ground through the break by locking the latch above the tumbler c and preventing the catch-rod entering freely into the back notch of the sector-plate until the tumbler c is held withdrawn. As has been heretofore explained, the latch of the lock is operated by the catch-rod of the signal-lever and not by the lever itself, and it is only the movement of the catch-rod in and out of its back notch on the quadrant Z) that the lock is As the signal-lever is intended to control.

and lifts slightly the latch (Z of the lock above the tumbler 0. When the catch-rod drops into its front notch, it operates to pull down the rod G, and when it has fully entered the notch it forces the springs L and L against their contacts on and m as above referred to. Moreover, the springs L and L cannot make their contacts m and m until the catch-rod has fully entered this front notch. The catch rod may at any time be withdrawn from the front notch and the lever thrown back, putting the signal to danger; but the catch rod cannot drop into its back notch until the tumbler c has been held out of engagement with the latch, as above stated. The signal being now at safety, the train advances into the guarded block and closes the track instrument, closing the open circuit last traced through the track instrument and the magnet 2, as shown in Fig. 20. The armature of magnet 3 being then closed upon contact 13 establishes a shunt-circuit around magnet 4:, including battery 11 and additional battery 11, thus energizing magnet 5 and throwing armature 6 upon contact 5. This circuit is as follows: from battery 11, through wire a, battery 11, contact 10, wire 6, armature of magnet 2, contact 13, through magnet 5, back to battery 11. The train having passed off the track instrument, as shown in Fig. 21, opens the track-instrument circuit through the magnet 2, and its armature closes upon contact 14, and the armature 6 having closed upon its contact 5 the local lock-circuit is closed as follows: from battery 9, through the magnet of the lock B, contacts 5 and m, spring L, magnet 1, contact 971 spring S wire 8, contact 14, wire 25, to battery 9. The magnet of the lock is then in condition to retain the tumbler 0 out of engagement of the latch (Z, and the signal and its lever may be returned to its normal position. The operator is notified of this by the ringing of his buzzer-bell, whose local circuit was closed at contact 10 when the lock circuit passed through magnet 1, as just traced, and is operatively connected with the lock-circuit. The signalman then returns his signal todan ger and as he does so elevates the shield 0, so that the block instrument reads Rear blocked, and the springs L and L are brought between their contacts and the circuits and instruments of signalman at X are all at their normal position, as shown in Fig. 14:. If the block instrument is provided with a spring L, as is the case with all but the instrument at the starting-station, it willbe grounded through the projection K on the rod G. as already explained.

From the description as above set forth it will be seen that the signalman at Xis unable to clear his signal for a train to pass without the consent and assistance of the signalman IIO at the advance station Y, that when the former has put his signal to clear he may return it to danger at his pleasure; but the catch-rod of the lever is locked out of its normal position in its back notch until the train for which the signal was lowered has passed and that after the train has passed the signalman is free to return his signal, with its lever and catch-rod, to normal, the circuit through the lock-magnet remaining closed until broken by the return of the catch-rod fully within its back notch, thus locking again the signal in its normal position and operating the circuitcontrollers in the block instrument to restore them to normal. Again, it will be noted that a Signalman does not plunge his block instrument until called upon to do so'by the signal- 'man at his rear; that having plunged he is then at liberty to ask the advance signalman to plunge the instrument at his station, so that he may operate his signal and put it to safety. In order, therefore, that a signalman may lower his signal, he must for the proper conduct of traffic have had a request from the Signalman at the rear to perform a first operation-viz, the plunging of his block instrumentand must have had the consent of the Signalman in advance to perform a second operationviz. the disengagement of this signal-lever from the lock. Thus the signal in its. normal danger position is controlled from a point in its rear and from a point in advance. For example, in the case of three signalmen A, B, and C in order that Bs signal may go to safety A must have first plunged his own block instrument, and

thereby completed his line-circuit to B through wire 18 and then have operated his key 8 to call upon B to plunge his own block instrument. B having now plunged, a part of the operation of the local circuits for his look is accomplished. The rest of this operation is accomplished when G upon request has plunged for B. Moreover, it will be seen that the operator at X cannot send a second train into the block to Yuntil the first has passed out of the block and beyond the track instrument at X and until the operator atY has returned his signal to danger, with the catch-rod in its back notch and again plunged his block instrument. It is therefore impossible for more than one train to occupy the same block at the same time, and the cooperation of the signalmen' at both ends of the block is absolutely essential in order to despatch a train into the block, and the further cooperation of the train is essential to the restoration of the signal to danger, each Signalman and the train thus controlling the lock.

In Fig. 22 I have shown a modification of my system in which it is adapted to be used with rail-circuits by which the train effects its control of the look. In this case I have arranged a magnet 25 in a normally closed rail-circuit to control an armature 26 in the tion.

circuit through the wire :3 the line-wire 18, and magnets 1 and 2. This rail-circuit, as shown, includes one rail 28 of the track T, the other rail 29 being divided into sections insulated from one another at the ends of the blocks. The spring L at station Yinstead of being grounded through the contactK is connected, through contact K, to the circuit-rail 28, and the wire 6 at station X instead of passing through battery 3, spring 3*, and contact 3 to ground passes through armature 26 of magnet 25. contact 3, spring 3 battery 3, to rail 28. Wire 8, moreover, instead of running to ground through track instrument to is connected to battery 3, So as to split it. In all other respects the circuit connections are the same as those heretofore explained. 'Wires 18 and 2., however, may be connected to ground instead of to rail 28. In this figure the station X is shown as one of the intermediate stations along the track instead of being the starting-Station. It therefore has a linecircuit running from the rear station through its spring L and call-bell to the rail 28 of the track similar to line-wire 18 at station Y. In this modification the operation of the circuits to unlock the signal from normal danger position and the lowering ofthe signal to safety is the same as that heretofore described. The

rest of the operation is as follows: Referring 5 opened the circuit at L and threw the springs L and L upon their front contacts. Spring L then closes the circuit through magnet 2 as follows: from spring L contact m magnet 2, wire t armature 26, contacts 3 8 part of battery 3, wire 8, backto spring L". Armature of magnet 2 is then closed upon its contact 13, and the shunt-circuit is closed around magnet 4, energizing magnet 5 and throwing armature 6 upon contact 5. The train then enters the guarded block and after passing the signal it shunts the battery of the rail-circuit, as shown in Fig. 23, deenergizing the magnet 25 and breaking the circuit through the magnet 2, just traced. The armature of this magnet then closes upon con tact 14, and the lock-circuit is completed, as heretofore traced, as follows: battery 9, look B, Spring L, magnet 1, contact m wire 3, contact 14, wire 6, to battery 9. This circuit passing through magnet 1 closes the local circuit of buzzer-bell 15, heretofore traced, and the Signalman is notified that look may be freed from the catch-rod of his signal and the signal returned to its normal danger condi- This operation would of course return the springs L L and L to their normal condition and the magnet 1 Would be denergized and the buzzer bell circuit opened. 7 The lock-circuit would also be opened and the tumbler 0 would engage the latch 01, locking again the signal at danger. As long as the train remains in the block the magnet 25 will be deenergized and the armature 26 broken from contact with wire 15 If, therefore, after the signalman had returned his signal to danger he should plunge his block instrument and attempt to call up the signalman at Y, he would be unable to do so because of the break in his circuit at armature 26. WVhen the train had passed into the next block, the circuits of station Xwould be in their normal condition. If a train should split and part be left between stations X and Y or if a rail should be broken, the signalman at X could not clear his signal until the defect was removed.

What I claim, and desire to secure by Letters Patent, is

1. In an electric block-signaling system, the combination of a signal and lock therefor, a local battery for energizing the lock, means including a line-circuit for operating the lock through the local battery when the signal is at danger under the joint control of the signalmen at both ends of the block, and means for operating the look through the local battery when the signal is at safety under the control of a train, substantially as set forth.

2. In an electric block-signaling system, the combination of a signal and lock therefor, a local battery for energizing the lock, means including a line-circuit for operating the look through the local battery when the signal is at danger under the joint control of the signalmen at both ends of the block, said line-circuit being normally open and requiring to be made and then broken before the lock can be operated, and means for operating the lock through the local battery when the signal is at safety under the control of train, substantially as set forth.

3. In a block-signaling system, the combination of a series of blocks. signals and their operating means for the blocks, a line-circuit for each block, circuit-controllers in each linecircuit at the ends of its block, a call-transmitting instrument at the entering end of a block and a call-receiving instrument at the exit end of the block for the line-circuit of the block, means for operating the circuit-controllers so connected with the signal-operating means that the receiver can only be operated by the transmitter when the signals at the ends of the block are at their normal danger positions, the line-circuit that extends to the advance from an intermediate station and the line-circuit that extends to the rear from said intermediate station being so connected through their circuit-controllers at the intermediate station, that the transmitter at the intermediate station cannot operate the receiver at the station in advance till the circuitcontroller at the immediate station for the line-circuit to the rear has been operated to permit the signalman at the rear station to unlock his signal, substantially as set forth.

4. In a block-signaling system, the combination of a series of blocks, signals and their operating means for the blocks, a line-circuit for each block, circuit-controllers in each linecircuit at the ends of its block, a call-transmitting instrument at the entering end of a block and a call-receiving instrument at the exit end of the block for the line-circuit of the block, means for operating the circuitcontrollers so connected with the signal-operating means that the receiver can only be operated by the transmitter when the signals at the ends of the block are at their normal danger positions, the line-circuit that extends to the advance from an intermediate station and the line-circuit that extends to the rear from said intermediate station being so connected through their circuit-controllers at the intermediate station, that the transmitter at the intermediate cannot operate the receiver at the station in advance till the circuit-controller at the intermediate station for the line-circuit to the rear has been operated to permit the signalman at the rear station to unlock his signal, an indicator at the intermediate station connected with the line-circuit to the advance station and arranged to signify when the receiver at the advance station is in condition to be operated, substantially as set forth.

5. In an electric block-signaling system, the combination of asignal, an electric look therefor, a source of electric energy for the lock included in a circuit, acircuit-controller therefor, a permanently -closed circuit including controlling-magnets for the circuit-controller, said permanently-closed circuit provided with normally open shunts around the controllingmagnets and acircuit controlled by signalmen at the ends of the block for closing one of the said shunts, andacircuit for closing the other of said shunts controlled by a train, substantially as set forth.

6. In an electric block-signaling system, the combination of signals and levers at the ends of the blocks, a catch-rod on each lever, a latch connected with each catch-rod, a locking-piece for each latch, a controlling-circuit for each locking-piece, a circuit-controller for each circuit located near the advance signal, and means connecting said circuit-controller and the latch for the locking-piece there located, said circuit-controller, latch and locking-piece being so arranged that the lockingpiece must engage the latch before the circuit-controller can be operated, substantially as set forth.

7. In an electric-oircuit-controlling instrument, the combination of a contact-spring, a reciprocating rod provided with an independently-movable projection engaging the spring and adapted to operate it when moved independent of the rod, and to further operate the spring when moved with the rod, a plunger for moving the projection independent of IIO the rod out of engagement with the spring and means for moving the projection into engagement with the spring when the rod is moved, substantially as set forth.

' 8. In an electric-circuit-controlling instruthe spring to engage its back contact, and

means for moving the projection into engagement with the spring and forcing it upon its front contact when the rod is moved, substantially as set forth.

9. In an electric-circuitcontrolling instrument, the combination of a contact-spring provided upon one side with ashould ered strip insulated from the spring, mechanism for actuating the spring comprisingareciprocating rod provided with an independently-movable projection engaging the insulated strip above its shoulder, means for disengaging the projection from the insulated strip independent of the reciprocating rod to actuate the spring, and means for moving the projection into engagement with the insulated strip below its shoulder when the rod is moved to further actuate the spring, substantially as set forth.

10. In an electric-circuit-controlling instrument, the combination of a contact-sprin g provided upon one side with a shouldered strip held in place by a fastening device and guiding-stud and insulated from the spring, mechanism for actuating the spring comprising a reciprocating rod provided with an independently-movable projection engaging the insulated strip above its shoulder, means for disengaging the projection from the insulated strip independent of the reciprocating rod to actuate the spring, and means for moving the projection into engagement with the insulated strip below its shoulder when the rod is moved to further actuate the spring, substantially as set forth.

11. In an electric-circuit-controlling instrument, the combination of a contact-spring having front and back contacts and provided on one side with a shouldered strip, a reciprocating rod provided with a shaft journaled therein having a projection bearing normally against the strip above its shoulder and holding the spring out of engagement with its contacts, a plunger for rotating the shaft and withdrawing the projection from the shouldered strip, means for rotating the shaft when the reciprocating rod is moved in one direction so as throw the projections on the shaft against the strip on the spring below its shoulder, whereby the operation of the plunger throws the spring upon its back contact, the movement of the reciprocating rod in one direction throws the spring upon its front contact and the movement of the reciprocating rod in the other direction puts the springs between the contacts in normal position, substantially as set forth.

12. In an electric-circuit-controlling instrument, the combination of a contact-spring, a reciprocating rod provided with an independ: ently-movable projection engaging the spring and adapted to operate it when moved independent of the rod, and to further operate the spring when moved with the rod, a plunger for moving the projection independent of the rod out of engagement with the spring, means for moving the projection into engagement with the spring when the rod is moved, and an indicating-plate supported by the reciprocating rod and'movable with the movable projection, substantially as set forth.

13. In an electric block-signalingsystem, the combination of a signal located at the entering end of a block, a signal-lever provided with a latch located at the exit end of the block, a lock for said latch, a circuit controlling the operation of the said signal and provided with controlling means therefor located at the exit end of the block, said controlling means for the said circuit being so connected with the said lock for the latch that said means cannot be operated until the lock has engaged the said latch of the lever, substantially as set forth.

14. In an electric block-signaling system, the combination of a track divided intoblocks, a signal for each block, an electromagnet for controlling the movement of a signal, a controlling-circuit for each electromagnet extending from one signal-station to the next signal-station in advance, said circuit having a normally closed circuit-controller at the advance signal-station and a normally open circuit-controller at the other signal-station operated by plungers, a call-receiver connected with said circuit at the advance station and a call-transmitter connected with said circuit at the other station, substantially as set forth.

15. In a circuit-controller, the combination of a vibrating spring and a thrust-block, one portion of said block being tangent to the spring and secured thereto, while the other portion is free from contact with the spring, a guiding-piece projecting from one of said parts and engaging the other part and constructed so as to permit the respective portions of the parts not in contact to be moved toward and from each other, a thrust device constructed to actuate the spring by contact with the block, and contacts and circuitcom-- pleting means cooperating with such spring, substantially as set forth.

16. In a circuit-controller, the combination of a vibrating spring, and a stepped metallic strip attached thereto, an insulated fastening device holding the spring and strip together IIO at one point and an insulated guiding-piece projecting from one of said parts and engaging the other part, guiding thereby the portion of the latter part not held together by the insulated fastening device with the former part so that the said portion of the latter part will be substantially in contact with the other part, a thrust device constructed to come in contact with the face of the metallic strip at different steps thereof, and contacts and circuit-completing means cooperating with such spring, substantially as set forth.

17. In a circuit-controller, the combination of a flat vibrating spring, a strip of insulation 10, a block of insulation, said strip and block of insulation 0 attached to the spring by means of a rivet p and stud 10' and a metallic strip '1" attached to said block, substantially as set forth.

18. In a block-signaling system, the combination of a signal, a normally open linecircuit for controlling the said signal, means conspiring to operate the signal when the said line-circuit is closed and supplemental means conspiring to operate the signal when the said line-circuit is thereafter opened, whereby the line-circuit must be closed and opened before the signal can be operated, substantially as set forth.

19. In a block-signaling system, the combination of an indicator at the entering end of a block, a line-circuit connecting the block instruments at the ends of the block, a circuit for the indicator separate from the line-circuit and with which the indicator-circuit is operatively connected, an additional circuit for the block controlled by a train with which the indicator-circuit is also operatively connected whereby information is given by the indicator of the condition of the block, substantially as set forth.

20. In a block-signaling system, the combination of a signal, a normally open line-circuit for controlling said signal, means conspiring to operate the signal by the closing of said line-circuit and means controlled by the condition of the block in advance for completing the operation of said signal for the safety indication, substantially as set forth.

HENRY BEZER.

WVitnesses:

NICHOLAS M. GOODLETT, J r., EDWIN SEGER.

Images