US1227931A - Electric signaling system for electric railways. - Google Patents

Description

F- M.' RAYMOND & C. H. DARE.

memo SIGNA'LING SYSTEM FOR ELECTRIC RAILWAYS.

APPLICATION FILED AUG.28. 1913.

Patented May 29, 1917.

6 SHEETS-SHEET I F. M. RAYMOND & C. H. DARE. ELECTRIC SIGNALING SYSTEM FOR ELECTRIC RAILWAYS. APPLICATION FILED Aue. 2s. 1912.

"1,2%7,931 o Patented May 29,1917.

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F- M. RAYMOND & C. H. DARE. ELECTRIC SIGNALING SYSTEM FOR ELECTRIG- RAlLWAYS.

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F. M. RAYMOND &C. H. DARE. ELECTRIC SIGNALING'SYSUEM FOR ELECTRIC RAILWAYS.

APPLICATION FILED AUG-28.1913.

Patented May 29, 1917.

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F. M. RAYMOND & C. H. DARE. ELECTRIC SlGNALlNG SYSTEM FOR ELECTRIC RAILWAYS.

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Patented May 29, 1917.

APPLICATION FILED AUG.2B. I913.

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APPLICATION FlLED AUG. 28, I913- Patented May 29,1917.

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on'rrnn sEAWEATENT FRANKLIN lVI. RAYMOND AND CLIFFORD I-I. DARE, F SAUGATUCK, CONNECTICUT; SAID DARE ASSIGNOB TO SAID RAYMOND.

ELECTRIC SIGNALING SYSTEM FOR ELECTRIC RAILWAYS.

Application filed August 28, 1913.

To all whom it may concern:

Be it known that we, FRANKLIN M. RAY- iuonn and CLIFFORD H. DARE, citizens of the United States, residing at Saugatuck, in the county of F airfield and State of Connecticut, have invented certain new and useful improvements in Electric Signaling Systems for Electric Railways, of which the following is a full, clear, and exact description.

This invention relates to electric signaling systems for electric railways and more particularly to the type of signal system controlled from a line of varying potential such as a trolley wire, third rail and the like.

One of the objects of the invention is to provide means for automatically maintaining the voltage of the circuit passing through the controlling means for the sig nals which is connected to the main line within predetermined limits irrespective of wider variations in the voltage of the main line and thus insure the proper operation of the signals under all working conditions of the railway system.

Another object of the invention is to provide means for ellectually preventing a car or train as it enters a block against a signal set to danger from affecting the signals at either end of the block and so preventing the operation of the signal system by a train which has improperly passed a danger signal.

ll ith these and other objects in view our invention consists in connecting the controlling means for the signals to the main line through a graduated resistance which is automatically cut in and out in sections with the variations of voltage in the main line. This resistance is suflicient to cause a drop in the potential of the circuits passing through the controlling means to maintain the voltage of the circuit within predetermined limits irrespective of the voltage of the. main line. ()ur invention also consists of a cut-out interposed in the circuits of the controlling means for the signaling devices at each end of the block which cut-out is energized to open the circuit to the control ing' means at one end of the block by means 0- a circuit controlled by the initial setting 0 he signals at the other end of the block. Our invention also consists of the various combinations of signals, controlling means Specification of Letters Eatent.

Patented May 29, 191?.

Serial No. 787,058.

and circuit arrangements therefor which will be hereinafter described in detail and particularly pointed out in the claims appended hereto.

Referring to the accompanying drawings in which like parts are referred to by like reference characters,

Figure 1 is a diagrammatic view of the circuit arrangement of the entire system;

Fig. 2 is a front elevation of one of the signaling devices;

Fig. 3 is .a View similar to Fig. 2, with the rear cover of the casing removed;

Fig. 4: is a sectional view somewhat onlarged on the line 44- of Fig. 5;

Fig. 5 is a section on the line 5--5 of Fig. 4-;

Fig. 6 an enlarged detail oi the pawl and ratchet mechanism for operating the step by step mechanism;

Fig. 7 is a section on the line 77 of F 6;

Fig. 8 is an enlarged detail of the semaphore setting and locking mechanism;

Fig. 9 is a plan of Fig. 8; and

Fig. 10 is a detail of the core for the step by step mechanism.

The type of signaling system illustrated comprises signaling devices located at turn outs or switches and connected together by line wires, the entire system being arranged to automatically indicate to the operator oi? a car or train whether or not there are any trains on the intervening stretch of track or block and in what direction they are moving. The signaling devices are provided with electricallyoperated step by step mechanisms which are automatically connected to the trolley wire or third rail by the passing car and control. the setting of the signals at each end of the block. The operation of the step by step mechanism closes circuits to set the signal at the bc ginning of the block to caution and the one at the end of the block to danger Other-trains passing in the same direction successively effect the operation of the step by step mechanism without disturbing the electrical connections to the signals, and as each train or car leaves a block, they successively move the step by step mechanism one step at a time until the last car passing out of the block opens the circuits and the signals will return to their normal or nonindicating positions.

The signaling devices at each end of the block are similarand only one will be described, so referring first to Figs. 2 to 10, inclusive, in which the mechanical construction of one of the devices is fully illustrated the signal lamps and semaphore setting mechanisms are inclosed in a. suitable casing comprising a substantially rectangularshaped frame 1 open at its front and rear ends which are closed by covers 2 and 3, respectively. This frame 1 may be of aluminum, reinforced sheet metal, or some other light material and is adapted to be placed on a post at the entrance or end of a stretch of single track which constitutes the block. Arranged on the top of the frame 1 is a semi-cylindrical casing 4 which houses the step by step mechanism hereinafter described. Casings 5 and 6 are secured to the under side of the frame 1 substantially flush with the sides of the frame and support the counterbalanced semaphores 7 and 8, hereinafter referred to as the danger and caution semaphores. Lamps 9 and 10 located in an open box 10 fastened to the bottom of the frame 1, illuminate the somaphores 7 and 8, respectively, and make them easily discernible, even on dark nights. The front cover 2 of the frame is provided with lenses or bulls eyes 11, 12, and 13, which are colored. red, green, and white, respectively. These lenses are illuminated by sig nal lamps 11, 12 and 13, within the frame 1, the electrical connections of which will hereinafter be referred to in the operation of the system. Arranged above each of the lenses .are the hoods 14 more clearly shown in Fig. 5, which prevent rays of light from any source from striking the lenses and re fleeting back. Reflectors 15 are fastened to the inner side of the front cover 2 and are adapted to reflect the rays of light from the lamps 11 and 12 within the casing onto the green and red lenses 11 and 12.

Step by step mechanism.

Two solenoids 16 and 17 which will hereinafter be referred to as the setting and clearing solenoids, are suitably supported in frames 18 bolted to a panel 19 resting on the top of the frame 1. Uprights 20 and 21 support contact wheels 22 and 23 of conducting material which are mounted on stationary stub- shafts 22 and 23, the wheels being free to rotate on these shafts. The wheel 22 is provided with a recess 24 in its outer periphery in which a contact spring 25 carried by the wheel 23 is adapted to rest in the normal position of the mechanism, and is adapted to electrically connect the wheels when one of the wheels is moved relatively to the other to complete the circuit to the signals as will be hereinafter referred to.

The mechanism for operating the wheels 22 and 23 which are always rotated in the same direction upon the energization of solenoids 16 and 17, respectively, are the same, and the one corresponding to clearing solenoid 17 will be described. Ratchet wheels 27 and 28, suitably spaced apart by washers are secured to the hub of the wheel 23 (see Fig. 7) by means of pins 29. A core 29 for the solenoid 17 is pivotally attached to a connecting link 30 having a tooth 31 at its outer end adapted to engage with the teeth of the ratchet Wheel 27. Suitably pivoted to the link 30 is a pawl 32 weighted at one end and having a tooth 33 at its other end which also engages with the teeth of wheel 27 and rotates the wheel 23 upon energization of the solenoid 17. The pawl 32 is so spaced from the tooth 31 that upon energization of the solenoid 17 the tooth 31 will act as a stop and prevent the wheel from being turned more than one tooth at a time. The core 29 is of a peculiar construction to insure the uniform operation of the step by step mechanism and consists of a rod 34 (see Fig. 10) having a shoulder 35 at one end thereof which is slotted for the reception of the link 30. A tubular member 36 which forms the core proper is freely slidable on the rod 34 and is held against the shoulder 35 by an expansion spring 37 which bears against the rear end of the member 36 at one of its ends and is held in place and secured to the rod 34 at its other end by a nut and washer. Upon the energization of the solenoid the tubular member 36 will first be drawn partially into the solenoid compressing the spring 37 until the tension is sufficiently strong to pull back the link 30, thus insuing a uniform and quick operation of the contact wheel irrcspective of the tractive force with which the core is pulled into the solenoid.

Suitably pivoted to the upper end of the upright 21 are the oppositely directed pawls 38 and 39 which are normally adapted to rest on the teeth of the ratchet wheels 27 and 28 which wheels have their teeth pointing in opposite directions. Pawls 38 and 39 therefore act as a lock to prevent any inadvertent movement of the contact wheels 22 and 23 in either direction. As the rotation of wheel 23 is clockwise as viewed in Figs. 3 and 6, it is necessary to lift the pawl 39 from the ratchet wheel when the wheel is being operated. This is accomplished by means of a weighted cam 40 mounted freely on the shaft 23 and having a projecting lug 41 which is pivoted to the link 30. The cam 40 is provided with a weighted ball 41 and a cam surface 42 upon which rides a roller 43 carried by the pawl 39. The cam 40 is so designed that upon movement thereof and of the link 30, due to the energization of the solenoid 17 the pawl 39 will be raised by the cam surface 42 to permit the pawl 32 to rotate the ratchet wheel 27 and the contact-wheel 23. The weighted ball ll returns the link to its original position upon the deiinergization of the solenoid, the length of the stroke of the link 30 being controlled by a guidepiece 4:2 fastened upright 21 and having uprightprojecting portions which engage with the lug 41 carried by the cam 40. Steps e3 one of which is of insulating material, are fastened to the inner surfaces of the wheels 22 and 23, and are arranged to be in engagement when the wheels are in their normal position with the stop on the setting wheel 22 in advance of the one on clearing wheel 23 to prevent operation of the clearing wheel before the setting wheel has been operated.

Voltage controlling relays.

The supply of current to the solenoids l6 and 17 of the step by step mechanisms is controlled by means of the voltage controlling relays a l and smrespectively, which are similar and only one will be described. A solenoid 46 mounted on a panel 47 se cured to the frame 1 is provided with a core having a reduced lower portion or rod 49 extending below the bottom of the solenoid. This core is normally held in retracted position by an expansion spring 50 arranged between the lower end of the rod l9 and a cap 51 which rests against the bottom of the solenoid. A second rod 4t8 is secured to the upper end of the core upon which are arranged two circular disklike contacts 52 and 53 which have central openings therein through which the rod 48 freely passes. The contacts 52 and 53 are normally held in bridging relation to two pairs of contacts 54 and 55 mounted in insulated frames 56 which are firmly secured to the panel l7. The disks 52 and 53 are constrained to move with the rod 48 by means of an expansion spring 57 arranged on the rod 48, between the contact- disks 52 and 53 and which forces the contact-disks against pins 58 and 59 secured to the rod 48. The distance between the pins 58 and 59 is slightly greater than the distance between the contacts 5% and 55, the pin 59 being so arranged that when contact-disks and 53 are resting on the contacts 554i and 55, the spring 57 is compressed and the contact disk 53 does not rest upon the pin 59. ll hen the solenoid 4:6 is first energized and i s core slightly aised. the disk 52 is held against the pin 58 by the spring 57 and will be raised upon the initial movement of the rod 48. The disk will, however, remain in contact with contacts 54. If the voltage through the solenoid L6 is afterward increased, its core will be raised high enough to force the pin 59 against the contact disk 53 and thus raise it ofi contacts 55.

These voltage controlling relays are connected to the trolley wire or some other source of varying potential and the way in which they control the circuit to the step by step mechanism will be hereinafter referred to in the operation of the system.

Semaphore setting mechanism.

Suitably incnsed by the frame 1 are the sen iphore setting mechanisms designated and 66. These mechanisms are similar in all respects with the exception that the mechanism 65 is adapted to turn the danger semaphore 7 through an angle of 90 and the mechanism 66, the caution semaphore 3, through an angle of L5".

Referring first to the mechanism 65, which is shown in its normal or inoperative position, a solenoid 67 is suitably supported in a frame mounted on the base of the frame 1 and is provided with an inner cylindrical tube 68 in which a core (not shown) slides, the tube acting as a guide for the core which normally extends below the bottom of the solenoid. This core is connected by a link 70 to a short arm of a bell-crank TO mounted on a shaft 69 supported by a lug projecting from the frame of the solenoid 67. Suppor s 71, which are rigidly attached to the base of the frame 1 project downwardly through an opening in the base of the frame, into the casing 5 and have bearings at their lower ends for the reception of a rocker shaft 72 which is extended through one side of the casing and carries the semaphore blade 7 (see Fig. 2). An arm 7 3 is rigidly fastened to the shaft 72 at one end and at its other end is connected to a rod 74 which is in turn connected to the long arm the bell-crank 70. The rod 74 is made in two ections with a flexible connection between them consisting of plates 75 and 76 secured. to the ends of the sections between which is arranged a spring 77, the sections of the rod being held together by guide-rods 78 secured to plate 75, the guide-rods passing through apertures in the plate 76 and a third plate 79, which is firmly secured to the upper sec tion of the rod M. The guide-rods 78 are provided with nuts at their free ends which hold the sections of rod 74 together against the tension of the spring '77. When the solenoid 67 is energized the rod 74 is suddenly moved downwardly which will compress the spring '77 and take up the shock and jar incident to the operation. The flexible connection described will also prevent the parts from being broken if the movement of the semaphore is obstructed. A dash-pot S0 of the usual. construction is attached to the extremity of the long arm of the bell-crank TO and is arranged to cause a gradual actuation of the parts upon the energization of the solenoid 67. A counterweight 80 is adjustably mounted on the short arm of the bell-crank 70 to aid in returning the operating mechanism to its normal position after the semaphore is released from its signal indicatin position. The details of construction of the operating mechanism for the caution semaphore 8 are similar and will not be described.

Semaphore locking mechanism.

is will be hereinafter pointed out, when the semaphore 7 has been turned to its signal indicating position, the circuit of the magnet 67 is opened and the semaphore mechanically locked in its raised position. The locking means includes a solenoid 81 suitably supported in a frame fastened to the side of the frame 1, having a core partially supported by a weak spring 82 which is arranged between the top of the frame and a washer secured to a reduced portion of the core. Attached to the lower end of the core is a rod which is pivotally connected to a latch 84 at its lower end. This latch is pivoted to the frame 1 and is provided with a locking slot 85 at its free end. The path of travel of the rod 83 is adjustable by nuts 86, 86, which are positioned on each side of a guide-piece 87 fastened. to the frame 1. C ne link 88 of a toggle is pivoted in the end of the guide piece 87 and at its other end is pivoted to a link 89 which provides the other member of the toggle. The link 89 is connected to a rod 90 passing through a trunnion bearing 91 supported on the base of the frame 1. This rod 90 similarly to the rod 74, is made in two sections which are flexibly connected together by a spring 09, arranged between two plates 93 and 94, plate 93 being secured to the lower end of the upper section of the rod and plate 94 being connected to the lower section of the rod by a third plate 95 which is secured to the end of the lower section and has guiderods 96 secured thereto, said rods passing through apertures in the plates 93 and 94 and the ends of the rods 96 being firmly se cured to the plate 94. The lower end of the rod 90 is connected to an arm 97 rigidly fastened to the shaft 72. The link 88 is slightly offset as shown in Figs. 4 and 8 and after the solenoid 67 has been energized, turning the shaft 72 downwardly through the connections described, the links 88 and 89 will be turned to a position similar to that shown at the right hand side of the Fig. 4, through the connection with an arm 97 which is rigidly secured to the shaft 72 at one end and to the rod 90 at the other. The respective pivots which connect the toggle links 88 and 89 together, to the guide piece 87 and to the rod 90 do not lie exactly in vertical alinement but are arranged as closely as possible to vertical alinement and yet allow the toggle to be off dead center suliicient to permit it to break and return to its normal position when the shaft 72 is turned. In this position of the link 88, pin 98 mounted on the same is adapted to rest in the locking slot 85 of the latch 84, the latch 84 being so shaped that the inner wall of the slot 85 is higher than the outer end and so forms a stop to limit the movement of the pin.

The solenoid 81 is energized during the energization of the solenoid 67, which will raised position after the circuit through the operating solenoid 67 is broken. The positioning of the pivots of the toggle in substantially vertical alinement will insure that there will be but a slight lateral pull on the latch 84, therefore the tractive force necessary to maintain the latch in its raised position will be small. The solenoid 81 may therefore be of small current carrying capacity which will result in a material saving in the amount of current used in maintaining the semaphore in signal indicating position over an extended period of time. The locking mechanism for the solenoid 68 is similar and will not be described.

Circuit controller for semaphore setting mechanism.

The mechanism for controlling the opening of the circuit to the operating solenoid 67 is controlled by an arm 100 which is rigidly attached to the shaft 69 at one end and has a rod 101 secured to its free end. The rod 101 is connected to one arm of a bell-crank 103, which is pivoted at 104 on a suitable upright 104 mounted on the base of the frame 1. The other arm 105 of the bell-crank 104 carries a cam surface 106 and an adjustable stop 107. Mounted on the pivot 104 is a second bell-crank 108 which has an insulated knife switch 109 at the free end of one of its arms which is adapted to bridge contacts 110. The other arm of the bell-crank 108 is provided with a cam surface 111 having a notch at 112 therein in which a pin 113 carried at one end of a weighted lever 114 pivoted to the supporting upright 104 is adapted to rest. The lever 114 carries a pin 115 at its other end which is adapted to engage with the cam surface 106 and is adapted upon upward movement of the rod 101, due to the energization of the solenoid 67, to lift the pin 113 from the notch 112 and allow the knife switch 109 to fall into bridging relation with contact 110. Upon movement of the rod 101 in the opposite direction after the latch 84 has been released and the sema-'iseat in the notch 112 and thus hold the parts in their normal position. A similar circuit controller is provided for the operating mechansm 66 which is so designed that the contacts will be bridged when the semaphore 8 has been turned through an angle of the construction being similar to the one heretofore described.

Contacts 109 and 110 when in bridging relation control a relay 117 which controls the circuit to the solenoid 67 of the operating mechanism 65. A similar relay 118 is provided for the solenoid of the operating mechanism 66. The relay 117 comprises a solenoid 119 supported in a frame 120, the side pieces of the frame being extended upwardly carry a bridge 121 of insulating material having contacts 122 passing therethrough which are adapted to be engaged by a circular disk-like contact 123 mounted on a rod 124 attached to the upper end of the core of solenoid 119. A spring 125 is arranged between a washer secured to the end of the rod and the bridge 121, which partially supports the core of the solenoid and thus insures the operation of the relay on and 13.

a low voltage. The disk contact 123 is supported on the rod 124 by an expansion spring 126 arranged between a washer secured to the rod and the under side of the disk, the upward movement of the disk being limited by a pin 127 passing through the rod 124. When the solenoid 119 is energized, the rod 124 is raised carrying the disk contact 123 in circuit closing relation with contacts 122 which will compress the spring 126. This construction aids in obtaining a quick break between the contacts 122 and the contact 123, when the solenoid 119 is deenergized and will also eliminate any tendency for the contacts to stick.

It is to be noted that auxiliary lamps are provided for the signal lights 9, 10, 11, 12 These lamps are normally out of circuit, but are adapted to be thrown in circuit upon the breakage of the main lamps by means of the relays 131 to 135, inclusive, of any desired construction, the coils of which are normally in circuit with the main lamp so that circuit will not be closed through the contacts 136 to 141 (see Fig. 1) inclusive, but upon the main lamp giving out, contacts will be closed placing the auxiliary lamps in circuit and short circuiting the main lamp.

*of the ground cut-out which controls contacts 155. This cut-out may be any form of Reference character 129 designates the coil relay whose contacts are closed when the co ls are de'e'nergized.

Operation of the system.

The description of the circuit arrangement will be clear from the operation of the system which will be given for one train passing through the block from left to right. As the car passes set sleeve 145, contact is momentarily made with the trolley wire, current passing through the sleeve 145, wire 147, contact 148, wire 149, indicating lamp 13, relay 135, wire 151,'solenoid 46 of the voltage controlling relay, wires 152, 153, 154,

contacts 155 of the ground cut-out 129, wire 156, contact 157, to the ground. This circuit therefore passes through relay 135, solenoid 46 and lamp 13. The energization of the relay 135 will out the auxiliary lamp out of circuit as has been heretofore described. The flashing of lamp 13 will indicate to the operator of the car that the circuit to the signaling device has been properly closed. The energization of the solenoid 46 however depends upon the voltage of the trolley wire. This relay is wound with a sufliciently high resistance to be unafi'ected by current from the trolley wire of a potential less than ap proximately 300 volts. If the voltage of the trolley wire is between 300 and 400 volts, the solenoid 46 will be energized sufliciently to raise contacts 52 out of engagement with contacts 54, and if the voltage of the trolley wire exceeds 400 volts, the contact 53 will also be raised out of engagement with contact 55 for a purpose hereinafter described.

The passing of the car over set sleeve 145 will also close a circuit in parallel with the circuit previously traced which branches from wire 149 and consists of wires 158, 160, contacts 54 and 52, 55 and 53, wires 159, 161, solenoid 16, of the step by step mechanism resistance 162, joining wire 154 and grounding through contacts 155 of the ground cut-out, wire 156 and contact 157, as in the preceding circuit. This circuit .passes through solenoid 16 which is wound to be effective on low voltages ranging from 125 to 300 volts, the circuit last traced being the path for the current when the voltage controlling relay 46 is not energized, or, in other words, when the voltage of the trolley wire is less than 300 volts. It is evident therefore that the step by step mechanism actuated by the solenoid 16 will be operable when the voltage of the main line has dropped to 125 volts which is the minimum voltage which will supply sufli cient power to the car to operate it. If, however, the voltage of the trolley wire or main line ranges between 300 and 400 volts, then contacts 54 and 52 will be forced out of engagement with each other and the circuit will then pass from Wire 158, through resistance 127, contacts 55 and 53, wire 159, to wire 161 to solenoid 16 as in the preceding circuit. The resistance 127 is suflicient to cause a drop of potential in the circuit from 4500 volts to less than 300 volts, so that the potential of the current passing through solenoid 16 will still range between 125 to 300 volts. If the voltage of the trolley wire rises above aoo volts, the resistance 128 will be cut in as contacts 55 and 53 are forced out of engagement with each other, the potential of the current passing through solenoid 16 still remaining less than 300 volts. It is therefore evident that the operating voltage of the solenoid 16 remains substantially uniform irrespective of the variations in the voltage of the main line.

While in the usual operation of the systerm the action of the voltage controlling relay 16 and the solenoid 16 will be practically simultaneous, yet if the solenoid 16 receives a momentary impress of a higher voltage than that which it is designed to carry, the same will not materially aifect the solenoid, since the time during which the overload is carried is not of suflicient length to heat the coil and destroy the insulation. If, however, the car should come to a stop while it is making contact with the switch 115, then the voltage controlling relay will have its principal function and will prevent the steady flow of the higher voltage through the solenoid 16, which would in a comparatively short time destroy the coil. The same would be true if the ear passed over the switch 145 at a low rate of speed, since under these circumstances contact might be made with switch 1&5 for a suiliciently long time to cause an overheating of the solenoid 16, which might by repetition destroy the solenoid 16 in time. With the system described, any danger of the solenoid 16 remaining on the higher voltage is entirely eliminated, the voltage controlling relay coming into play after a momentary impress of the higher voltage on the same.

The energization of the solenoid 16 will step the contact wheel 22 around one step so that contact 25 will bridge the periphcries of the two wheels 22 and 23. Circuit will then be closed from the feeder wire 163, wire 16%, contact 165, wire 166, locking coil 81, wire 167, lamp 10, coil 132, wire 169, lamp 12, coil 133, wire 170, the coil 119 of the circuit closer for the semaphore set ting mechanism, wire 171, contact wheel 23, contact 25, contact wheel 22, wire 172, contact 173, line wire 174, to the signaling device at the other end of the block, through contact 273, wire 272, to the coil of the ground cut-out 229, through the coil of the circuit closer 218, wire 270, coil 233, light 211, Wire 269, coil 232, light 209, wire 267, locking coil 281, wire 266, contact 257, to the ground. This circuit energizes the solenoids 119 and 218 of the circuit closers, respectively, and also energizes the locking coils 81 and 281 of the green semaphore 8 in the signaling device at the entrance to the block and the red semaphore 207 at the end of the block. The lamps 12 and 211 are lighted which will indicate through the green and red lenses of the two sig naling devices, respectively, that a car has passed into the block, the green light 12 indicating to the operator of the second car that the preceding 'car has passed in the same direction and that he may follow it, the lamp 211 being a stop indication, or, in other words, telling the operator of another car entering at the right hand end of the stretch of single track that a train is passing through the block. in the opposite direction.

The lighting of lamps 10 and 209 will illuminate the semaphores 8 and 207 respectively, so that when these semaphores are turned to signal indicating position they will be easily discernible. The energization of the solenoid 119 will close the circuit to the solenoid 67 to set caution semaphore 8 to signal indicating position by means of the following circuit :through feeder wire 163, wire 16%, contact 165, wire 176, resistance 177, through the solenoid of the operating magnet 67, wire 178, contact 122, contacts 123 carried by the armature of the solenoid 119, contact 122, wire 156, contact 157 to the ground. The energizing of circuit closer 218 will also close the circuit through solenoid 267 of the danger semaphore setting mechanism at the other end of the block through the following circuit :feeder wire 163, wire 26 1, contact 265, wire 276, resistance 277, solenoid 266 of the danger semaphore setting mechanism, wire 278, contact 223 and contacts 222 carried by the armature of the solenoid 218, wire 256, contact 257, to the ground. The semaphore operating mechanism 65 will then operate in the manner heretofore described to turn the semaphore 8 to its full indicating position, where it is locked in position by the pin 98 engaging in the slot 85. The arm 70 continues its movement causing the springs 92 and 77 to be slightly compressed, this further move ment of the arm 70 permitting knife switch 109 to bridge contacts 110 to short circuit the solenoid 119. The arm 70 is then returned to a position corresponding to its full inclicating position under the tension of springs 92 and 77. It is therefore evident that the semaphore is locked in its full indicating position prior to the cutting of the solenoid 67 out of circuit, thereby insuring the proper locking action before the solenoid is cut out of circuit. Contacts 209 and 210, will in the same manner short circuit the coil of the circuit closer 218 and open the circuit of the operating solenoid 267. The circuit through the locking coils 81 and 281 in circuit with the signal lamps are still energized and the semaphores will remain locked in their raised position by the locking mechanism heretofore described until contact is broken between contact wheels 22 and 23. This is accomplished when the train leaves the block by passing over the clearing sleeve 2&6 which will close a circuit to the solenoid l7 and will move the wheel 23 to again bring the contact spring opposite the recess 24:. The circuit for energizing the solenoid 1'? passes from the clearing sleeve 2%, through wire 180, contact 181, wires 182, 183, voltage controlling relay $6, wire 153, contacts 155 of the ground cut-out, wire 156, contact 157 to the ground. The operation of the voltage controlling relay a6 is similar to the one heretofore described in connection with the setting operation and circuit will be closed through the resistances 127 and 128 or not, depending upon the voltage of the trolley wire, current then passing from wire 182 to wire 18%, solenoid 17, resistance 162, wire 1, contact 155, Wire 156, contact 157, to the ground. This will operate the wheel 23 to bring the contact 25 over the recess 24 which will brea the circuit including the locking coils 81 and 281, releasing the semaphores and extinguishing the lamps 12, 211, 10 and 209, the parts of the semaphore setting and locking mechanism resuming their normal position by gravity. The operation of the signaling system as a train passes from right to left is identical except in this instance the green semaphore 208 is set to caution at the right hand side of the block and the red semaphore 7 is set to danger at the left-hand side. The operation of the round cut- outs 129 and 229 is as follows its has heretofore been described, the circuit including the locking coils 81 and 281 passes through the ground cut-out 229. This will open contact 255 which is in series with wire 256, and contact 257 leading to the ground. It is therefore impossible to close the circuit through either of the solenoids 216 or 217, as each of these circuits passes through the contacts 255. If a car should enter a block against the danger indication, the cur rent would pass from the set sleeve 2&5, wires 2 1-8, 2&9, lamp 250, coil 285, wire 251, coil 2 1-6, of voltage controlling relay, to wires 253, 254:, to contacts 255, which are open, thus preventing the completion of the circuit. The car in backing out of the block will again actuate the circuit closer 2 15 which will have no effect on the system as has been described. It will therefore be seen that after the signal. at one end of the block b en set to danger a car entering the i iiilh block against the danger signal has no effect on the operation of the signaling system.

Having described our invention, clain 1. A signaling device for electric railways, including a semaphore and operating means therefor, said operating means in cluding a circuit, electromagnetic means for closing said circuit, means controlled by the semaphore operating means for short circuiting said last named means when the semaphore is in signal-indicating position, and electromagnetic locking means for maintaining said se1na l1ore in its signal indicating position, said signaling device having signal lamp and a circuit therefor and means controlled by the train for closing said last named circuit, said electromagnetic closing means and locking means being located in said last named circuit.

2. An electric railway block signal sys tem comprising a danger and a caution signal at each end of the block, two signal cir cuits each signal circuit connecting the caution signal at one end of the blocl: 1nd the danger signal at the other end of block, a step-by-step mechanism at each of the block, each step-by-step mechanism controlling the signal circuit which ineludes the caution signal at the same end of the block as said mechanism is located, a pair of actuating devices for each step by-step mechanism, circuits for each of said devices adapted to be closed by a passing car, one circuit for one of the devices of each step-by-step mechanism being connected to the end of the block at which the stepby-step mechanism is located, and the circuit for the other of each of said devices of each mechanism being connected to the end of the block opposite the step-by-step mechanism, tie circuits for the two devices of each mechanism having a common wire, a circuit controller in each common wire, each of said controllers being controlled by the signal circuit which is controlled by the step-by-step mechanism at the other end of the block.

3. An electric signaling system having a source of power of varying potential, an electric signal, means for controlling said signal, said means having a circuit adapted to be connected to the source of power by a passing car, said circuit having a sectional resistance in shunt thereto, and means for cutting in said resistance in section. said means being controlled by the potential of the source of power.

4. A trolley signaling system having main line, signal, an electrically-controlled stop by step mechanism for controL ling the operation of said signal, electro magnetic means adapted to be connected in circuit with said main line by a passing c: for operating said step by step mechanism,

said circuit having a resistance in shuntthcreto, and means for cutting in said re sistance, said means being dependent upon the potential of the main line.

An electric signaling system having a source 01 power of varying potential, a signal, signal controlling means and means including a circuit adapted to be connected to said source of power by a passing car, for transforming the varying potential of said source of power into a substantially uniform potential and "for connecting it to said signal controlling means.

(3, An electric signaling system having a source of power of varying potential, a sig .nal, signal controlling means adapted to be connected to said source of power by a pass ing ear, and means automatically controlled by said source of power for transforming the varying potential of said source of power passing through said connection into a s-iubstantially uniform potential.

7. ALB electric signaling system having a source of power of varying potential, a signal, a circuit for said signal, electrically controlled means for closing said signal circuit and means including a circuit adapted to be connected to said source of varying potential by a passing car, for transforming the varying potential into a substantially uniform one and for connecting said potential iith said means for closing the signal circuit.

iLIl electric signaling system having a source of power of varying potential, a al, means for operating said signal, means for controlling said operating means adapted to be connected to said source of power of varying potential by a p ssing car, and means for changing the varying potential said source of power into a substantially uniform one, said mea -s including a resistance in. shunt to the circuit of the controlling means, and means for cutting in a portion of said resistance depending upon the potential of the source of power.

9. In combination, a semaphore biased to one position, an electrically controlled operating mechanism. for setting said semaphore to signal indicating position, a circuit for said semaphore operating means, electromagnetic means for closing said circuit, and means cooperating with the operating mechanism for short circuiting said electromagnetic means just after the completion of the throw of the semaphore, said last named means including a contact normally biased to short circuiting position and a.

cam controlled latch for controlling said contact.

10. In combination, a semaphore biased to one position, an electrically controlled operating mechanism for settin said semaphore to signal indicating position, a circuit therefor, electromagnetic means for closing said circuit, and means cooperating with the operating mechanism for short circuitiug the electromagnetic means just after the arrival of the semaphore to signal indicating position, said means including a contact normally biased to closed position and means for raising said contact upon the movement of the semaphore to non-indicat ing position and for permitting the operation of the contact just after the arrival of the semaphore to signal indicating position.

a signal system, a semaphore and electrically controlled oj'icrating mechanism therefor, a circuit for said operating mechanism, a relay for closing said circuit, a cir-' cuit for said relay, means controlled by a passing car for energizing said relay and its circuit and contacts controlled by said semaphore operating mechanism adapted to short circuit said relay when said semaphore reaches its signal indicating position and means for locking said semaphore in its signal indicating position controlled by the current passing through said relay circuitv 12. A block signal system for electric railways comprising a signaling device at each end or the block, danger and caution signals, danger and caution electrically operated semaphores in each of said devices, circuits for each of said semaphores, a step by step mechanism at each end of the block, circuits controlled by a passing car for actuating each of said step by step mechanisms from each end of the block, signal circuits, each circuit including the caution signal at one end 01 the blocl: and the danger signal at the other end of the block connected toone of the step by step mechanisms located at the same end of the block as is the caution signal and adapted to be closed upon the actuation of said mechanism, relaysin said signal circuits for closing the circuit to the caution semaphore at one end of the block and the circuit of the danger semaphore at the other end of the block, and means included in each of the signal circuits ener gized upon the actuation of one of said step by step mechanisms for opening the circuits controlling the action of the said step by step mechanism at the other end of the block,

13. A block signal system for electric rai.l ways'comprising a signaling device at each end of the block, danger and caution signals and danger and caution electrically op crated semaphores in each of said devices, circuits for each of said semaphores, a step by step mechanism. at each end of the block,

circuits controlled by a passing car connect- 1 ing each of said step by step mechanisms with both ones of the block, signal circuits, each signal circuit including the caution signal at one end of the block and the dangel; signal at the other end of the block,

connected to the step by step mechanism located at the same end of the block as is the caution sigi'lal relays in each of said signal circuits for closing a circuit to the caution semaphore at one end of the block and the danger semaphore at the other end of the block, means for opening the circuits to said semaphores When they reach their signal indicating Qposition, means controlled by each of the signal circuits for maintaining said semaphores in said signal indicating position as long as said signal circuit remains energized and means also included in each of said signal circuits for opening the circuits controlling the action of the step by 15- step mechanism at the other end of the block.

In witness whereof, We subscribe our signatures, in the presence of tWo Witnesses. FRANKLIN M. RAYMOND. CLIFFORD H. DARE. Witnesses:

MAME VAN BRUNT DARE, ELIZABETH V. B. BENNETT.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G.

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