US738468A - Locomotive-engineer's alarm. - Google Patents

Description

PATENTED SEPT. 8, 1903.- E. MGCLINTOGK. LOCOMOTIVE ENGINEERS ALARM.

APPLICATION FILED FEB. 5. 1903.

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E. MOGLINTUGK. LOGOMOTIVE ENGINBER'S ALARM. Y

APPLICATION FILED PEB. 5, M308.

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BATBNTED SEPT. a, 1903.

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PATBNTED SEPT. 8, 1.903.

E. MOCLINTCK. l LOCOMOTIVE ENGINEERS ALARM.

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No. 738,468. PATENTBD SEPT. 8, 1903.

3E. MUGLINTOGK. v LOGOMOTIVE ENGINEERS ALARM.

APPLICATION FILE) PEB. 5. 1903.

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UNITED STATES Patented September 8` 1903. l

PATENT OFFICE.

LOCOMOTIVE-ENGINEERS ALARM.

SPECIFICATION forming part of Letters Patent N0. 738,468, dated. September 8, A1901*.

Application led February 5, 1903. Serial No. 142,084. (No model.)

To all whom, it may concern:

Be it known that I, EDWARD MCCLINTOCK, of Merriam Park, Ramsey county, M innesota, have invented certain new and useful Improvements in Locomotive-Engineers Alarms, of which the following is a specification.

My invention relates to alarm mechanisms; and the object of the invention is to provide automatically-operating means for preventing head or rear end collisions on railroads by Warning the engineers of bothtrains when they have approached within a certain predetermined distance of each other.

A further object is to provide means of Warning an engineer when his train approaches an open switch, a burned bridge or culvert, a flooded section of track, or a train on another railroad at a crossing-point.

A further object is to provide means in counection with the signal whereby when the alarm has been sounded the engineers can establish a telegraphic or telephonie communication betweentheir enginesL A further object is to provide signaling means to facilitate the switching of long trains, and a still further object is to provide means whereby a station agent can commu` nicate with the engineer of a train that has passed a station without orders or through the misunderstanding of orders.

Other objects of the invention will appear from the following detailed description.

The invention consists generallyin providing circuit-closing auxiliary rods or rails between or near the main-track rails and dividing them into blocks or sections that are insulated from the ground, the main rails, and each other, the rails Aon one side` of each block at the ends thereof lapping by or breaking joints with the corresponding rails on the other side, and trucks arranged to run uponV `ing continuously-operating pole-changing devices and means for automatically locking them when the circuit Iis closed by the presence of twotrains in the same block or a damaged or flooded section of track that wouldV derail a train entering that block.

line a: a: of Fig. l.

Further, the invention consists in providing means in connection with a switch and a bridge or culvert which will close the circuit should the switch be left open or the bridge or culvert burned or Hooded and sound an alarm in the locomotive-cab when the train enters the block in which theswitch, bridge, or culvert may be located.

Further, the invention consists in various constructions and combinations, all as hereinafter described, and particularly pointed out in the claims.

In the accompanying drawings, forming part of this specification, Figure l is a plan view of the mechanism. that is placed in the cab of the locomotive, showing two independent circuits A and B to the trucks or shoes on the track-rails. Fig. 2 is a section on the Fig. 3 is a detailed plan View of one of the pole-changing devices. Fig. 4 is a section on the line a .e of Fig. 3, and Fig. 5 is a section on the line y y of Fig. l. Fig. 6 is a plan View of the forward trucks of the locomotive, showing the auxiliary contact-trucks in position on the rails. Fig. 7 is a longitudinal section through the truckframe, showing the manner of supporting the auxiliary trucks on the locomotive-frame. Fig. 8 is a detail sectional view of the auxiliary trucks, showing the means for yieldingly holding them on the rails. Figs. 9 and l0 are details of the insulating-joint between the auxiliary or small rails of the track. Fig. l1 is'a side elevation of a locomotive, showing my invention applied thereto. Fig. l2 is a detailed view of the interior of the locomotive-cab, showing the position of the alarm mechanism therein. Fig. 13 is a plan view of a switch with my invention applied thereto. Fig. letis a detail of the same. Fig. l5 is a detailed view showing a device to be operated by the foot of the engineer to cut out the alarm mechanism when the engine is used for switching. Fig. 16 is a plan view of the cut-out mechanism, and Fig. 17 is a detail of the same. Fig. 18 is a transverse view of a bridge, showing a connection between the rails that will close the circuit in case a bridge is burned.V Fig. 19 illustrates the manner of insulating the connecting-bars from the rails on a bridge. Fig. 2O shows circuit-closing devices used in connection with a bridge and operating to close the circuit and warn the engineer of an approaching train in case of a flood and high water at the bridge. Fig. 21 is a plan View of a ninety-degree railroadcrossing. Fig. 22 is a similar view of a highway-crossing.

In the drawings, 2 represents a suitable base adaptedl to be secured in the cab of a locomotive and whereon the alarm mechanism is arranged. I have shown two independent pole-changing circuits, which I will designate as A and B, one connected with the main and auxiliary rails on one side of the track andthe other with the corresponding rails on the other side, and as each circuit is a duplicate of the other it will be sufficient in this case to describe one of them only, the functions and operations of the other being substantially the saine. The necessity of employing two circuits will hereinafter appear.

3 and 4 are semicircular plates (see A circuit) secured to the base 2 and having their ends insulated from each other by being suitably spaced or separated by an insulating material, as desired. These plates form the contacting surfaces over which the wheels ofthe A-circuit pole-changer operate. 5 is an axle loosely and centrally mounted on the stud 6 and yieldingly held against vertical movement by a spring 13, provided on said stud between its head and the axle. 8 and 9 are wheels mounted on the ends of the axle 5, of insulating material, in' bearings 10 and 11 and travel over the plates 3 and 4 and are yieldingly heldr thereon by the spring 7. An arm 12 is mounted on the stud 6 and connected with the ends of the axle 5 by coiled springs 7, which allow movement of said arm independently of the axle, and a link 14 pivotally connects the end of the arm 12 with a rod 15, that is arranged to reciprocate in guides 16 on said base 2. The rod 15 is connected by a pitman 17 with a crank-pin 18 on a gear 18,

that is mounted in bearings in a bracket 19 on the said base, and the teeth of said gear mesh with a pinion 2O on a shaft 2l, that is also mounted in said bracket and is provided with a driven pulley 22, which is connected by a belt 23 with a pulley 24 on a tumblingrod 25, arranged on the locomotive-boiler and l connected by a knuckle-joint with a rod 26,

that is driven by a beveled-gear mechanism on a shaft 26', which in turn is operated by a belt from the forward trucks of the locomotive.- The gear mechanism and the belt connection being of ordinary construction are not shown or described in detail herein. The speed at which the pulley 22 is driven can of course be readily regulated by the size of the pulley employed on the tum bling-rod and the gears connecting said rod with the truck. The rapidity of reciprocation` of the rod 15 'i can also be governed by the gear connection between the pitman 17 and the pulley.

The contact-plates`3 and 4 and the wheels traveling thereover form the pole-changer of the A circuit, and on the other side of the rod 15 I provide a duplicate pole-changer for the other or B circuit. These independent circuits are necessary to prevent the possibility of two trains meeting at the abutting ends of two blocks.

27 represents the main-track rails, and 28 and 29 small auxiliary rails that are arranged parallel with each other and with the main rails between the latter near the middle of the track or close to said main rails on the inside or on the outside, if preferred. These small rails are of any suitable conducting material and are insulated from the main rails, the ground, and each other. In some cases it may be preferable to arrange these auxiliary rails directly upon the lianges of the main rails, insulating theml therefrom; but for convenience of illustration I have shown them arranged about midway between the said main rails. I provide insulation 30 between the joints of the rails 28 and 29, dividing them into sections or blocks that are preferably six miles long, the insulation on one side alternating half-way of each block with that on the other side, so that the ends of the blocks lap by or break joints with each other, as shown in Fig. 6, and the rails on one side of each block being in the A circuit and the corresponding rails on the other side in the B circuit it will be-impossible for the trains to approach nearer than three miles of each other without one of the circuits being closed in both engines and the alarm sounded.-

3l is a locomotive truck-frame wherein the trucks 32 are mounted, and upon said frame an auxiliary frame 33 is pivoted, wherein axles 34 and 35 are mounted. Trucks 36 and 37 in the A circuit are mounted on the axles 34 and insulated therefrom and from each other by bushings 38. Similar trucks, 39 and 40,

for the B circuit are mounted on the shaft 35 and are insulated therefrom in the same manner as the trucks of the A circuit. The bearings 4l for the shafts 34 and 35 are slidably mounted on rods 42, that are pivot/ally connected withthe downwardly-turned ends 43 of a plate 44, that is bolted to the truckframe 3l. Springs 45 are provided on the said rods 42 and yieldingly hold the said bearings 41 depressed and the trucks of both circuits in contact with the main and auxiliary rails of those circuits with a yielding pressure. (Scelfigs. 'Zand 8.) Binding-posts 46 and 47 are provided for the trucks of both circuits, and Wires 48a and 49a connect the posts ofthe A circuit respectively with a post 50a and with a telegraph-keyl, mounted on a plate 52L on the base 2.. A section of wire 53fL connects the post 50a with the wheel 9 of the A-circuit pole-changer and is suitably coiled to allow movement of the wheel back and forth over the contact-plates. A wire 54a leads from the key 5l of said circuit to a post 55, that is connected by a wire, similar to the wire 53a, with the other Wheel 8, also of the A-circuit pole-changer. An electromagnet '56z is mounted on the plate 52a,

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and Wires 57a and 58a' lead therefrom respectively through a battery to the contactplates 3 and 4 ot the A-circuit pole-changer.

59a is the magnet-armature pivoted on the plate 2 and held out of contact with the magnets by a spring 60 and pivotally` connected with a pin 61, that reciprocates in guides 62 on said plate. This pin has a tapered end adapted to enter notches 63 in a rod 64, that reciprocates in guides 65 on said plate and is pivotally connected by a link 66 With the axle 5 of the A-circuit ,polechanger between its pivot and the Wheel 9. The oscillation of said axle Will consequently impart a reciprocating longitudinal movement to the rod 64.

If a similarly-equipped locomotive enters a block from either direction while another locomotive is in that block, the circuit A will be closed through the Wires 48a` and 53a to the wheel 9, throughthe wire 5Sa,from the magnets to the plate 4, from the plate4 through thewires 53L and 542L to the key 51, and from the key through the Wire 49 to the Vtruck 37, thence along the rail and through the corresponding circuit of the other locomotive to the outer rail, closing the circuits simultaneously in both locomotives. The closing of the circuit Will energize the magnet and attract the armature 59, move the piu 61 into one of the notches 63 in the rod 64 and lock said rod against reciprocation, and the axle 5 against further movement over the contact-plates. If` the locomotives approach each other on adjacent blocks and come within the three-mile limit, assuming that to be the danger zone, the A circuit will be closed, provided the contact of the rails on that sideis unbroken; otherwise the B circuit will be closed. To sound an alarm when the circuit is closed in this manner, I prefer to provide an independent vbell-circuit in connection with each ot the .its magnet will draw in the pin G1 and the arm 69, closing the alarm-bell' circuit and sounding the alarm in both engines. As soon as the bell begins to ring the engineers, being notified ofthe proximity of other engines, will by means of the telegraph-keys 5l in each cab communicate with 'each other through the bells and the Morse code or any other system of signaling, if preferred. A telephone attachment may also be used in connection with or in place of the telegraphic key, if desired. To prevent movement of the pole-changers of the closed circuit and the rods 64 during the operation of telegraphing from one engine to another while the engines are in motion, I prefer to provide a key 73,

secured on the base 52a near the rod 64 and adapted to enter the notches 63 Without in any way interfering with the movement of the pin 61. Whenever, therefore, the engineers desire to communicate with each other, they will press the keys 73 and lock the polechangers, which will be released by the pins 61 as soon as the circuits are broken by the movement of the keys. While the engine is in motion both pole-changers will be oscillated continuously, changing the poles of their respective circuits from positive to negative, and vice versa, the use of pole-changers being necessary through the presence of a battery in all locomotives, and as each locomotive is equipped with a similar apparatus having cont-inuously-operatingpole-changers a circuit will always be established through one of the circuits A or B and through each locomotive as soon as they enter the same block regardlessof which direction the trains aremoving.' ThecircuitB,throughthetrucks 39 and 40 and the rail 29 and the adjacent main ra-il 27, will be closed in a similar manner to the circuit A, above described, and with locomotives equipped with both of these circuits and continuously operating polechangers it will be impossible for them to be in the same block either going in the same 'or opposite directions or approach each other Within a certain predetermined distance` on different blocks Without one of the circuits being closed through both locomotives and both alarm-bells sounded. I

The B circuit is constructed and operates in the same manner as the one described, and hence requiresA no detailed description. I have used the exponent a with the referencefigures for the more important parts of thev A circuit, and to avoid confusion I employ exponent ZJ with the corresponding referencefigures of the B circuit.

To prevent a train from running into an open sWitch,I insulate a section 74 of the main track, as shown in Fig. 13, and provide a box 74 between the switch-stand 75 and the track and having a series ot contact-plates 759 and 76a and 75b and 76h. NVires 77a and 73a connect the plates 75a and 76a with the track-rails of the A circuit, and similar wires 77h and 781 connect plates 75b and 76b with the track-Wires of the B circuit, as indicated by the diagram Fig. 14. A plate 80i is slidably arranged within the boX 74 and provided with a series of spring-iingers 31a and 82a and 81b and 82", arranged in pairs on plates 81 in the A and B circuits, that are insulated from each other. Movement of the sliding plate 80 causes contact between the springfingers and the plates 75a and 76n and 75b and 76h, so that if a train having its locomotive equipped with a signal mechanism approaches the switch from either direction one ofthe rcircuits will be closed and the alarm-bell sounded as soon as it enters the block in which the switch is located. Any suitable means may be provided for operating the IOO IIO

plate from the switchstand mechanism;

It is sometimes desirable to render the` mechanisminoperative-as,forinstance,when the engine is used in switching at a station or yard-and I therefore provide a plate 84, secured in the cab, and mount binding-posts a and 86L thereon and insulate them from each other and connect them with the wires of the A circuit, and I also provide posts 85b and 86", connected with the wires of the B circuit. Between these wires I provide a pivoted foot-operated lever 87, having contact-plates 88EL and 89a and 88b and 89b arranged to engage contact-points 90a and 91L and 90b and 91h'. Whenv the engine is to be used for switching, the engineer will place his foot on the lever 87 and pressing down on the same against the tension of a spring 87 break both of the A and B circuits, cutting out the entire alarm apparatus until such time as the lever is allowed to return to its normal position.

In Fig. 18 I have shown a portion of a wooden bridge, which I designate by reference-numeral 92. The main and auxiliary rails are laid uponthe timbers of the bridge in the usual manner, and to warn the engineer of an approaching train in case the bridge is burned I provide bars 93@L and 93h,

Aconnecting the rails of the A and B circuits.

The bars are preferably hooked over the flanges of the rails at one eud and at the other are connected to the flanges of the other rails by bolts 94, that are insulated from said flanges by bushings 95. (See Fig. 19.) Should the bridge be destroyed by fire, the bushings will be consumed and the bolts coming in contact with the rail-flanges will close the circuits, and should a locomotive approach the bridge from either side an alarm will be sounded to notify the engineer that the bridge is in a dangerous condition. In Fig. 20 I have shown a bridge equipped with mechanism for closing the circuits in case of a flood, where the bridge becomes dangerous to cross because of the high water. This circuit-closing means consists in arranging a timber 96 below the bridge-timbers and supporting it upon a series of hangers 97, arranged at the ends and near the middle portion, preferably, of the timber 96. A series of arms 98a and 98b are mounted on the timber 96 below the y main and auxiliary rails, there being one pair of arms for each rail and the flanges of the rail-base resting on the bridge-timbers between the arms of their respective pairs. The arms are provided with teeth 99, and the arms of each pair are connected by wires 100m and 100", and the adjacent arms of the pairs in the same circuit are connected by wires 101a and 1011. When the water rises suffi- 4"isefies ciently high to float the timber 96, the arms will be raised and a circuit established from each auxiliary rail to the adjacent main rail. I may use both of these devices on a bridge, so that an engineer will be notified when the bridge is in a dangerous condition either from lire or high water. In Fig. 21 I have shown a ninty-degree railroad-crossing and I have connected the rails of the A circuit of one railroad with the corresponding rails of the same circuit on the other railroad by wires 102a and 10321, and in a similar manner have connected the B circuits of the two railroads by wires 102b and 103". The rails to which the wires are connected are insulated from the intersecting portions of the track on the crossing. If two trains are approaching each other on the same track, an alarm will be sounded in both engines as soon as they enter the block upon each side of the crossing. An alarm will also be sounded in each locomotive if a train is approaching the crossing on both of the railroads.

In Fig. 22 I have shown the rails of an ordinary street or highway crossing, Where a section of the middle rails is insulated at each end and wires 104Ca and 104b connect the auX- iliary rails and lead around the -insulated section. This insulatedsection of the middle track prevents short-circuiting of the alarm system in case a metallic connection should be made between the rails, as when a sleigh with metallic lrunners or a wagon is passing over the crossing. A

The operation, briefly, of my alarm system ICO is as follows: The apparatus being installed in the cab of a locomotive and connected with some moving part, the pole-changing devices will be oscillated, moving back and forth over their contact-plates and continuously changing the poles while the engine is in motion. If two locomotives are approaching each other either in the same or adjacent blocks or two locomotives are similarly situated moving in the same direction, either the A or B circuit through both locomotives will be closed, the pole-changers for that circuit will be automatically locked, the alarm circuits closed,and the bells sounded. The engineers can then by means of the keys and the bells communicate with each other, ascertain the distance between them,and compare their orders. If a train approaches a burning or flooded bridge, the circuit will be closed in a similar manner and a wreck averted. A station agent can signal to an engineer of a train after it has passed a station, and by merely connecting the rails with a chain or iron bar the brakeman at the rear end of a long train can communicate with the engineer and greatly facilitate the handling of long freight or other trains.

I have shown each pole-changer circuit equipped with a battery for supplying the electrical energy necessary for the successful operation of the device; but it will be understood that a dynamo may be used instead IIO of the batteries, if preferred. The abutting ends of the auxiliary rails except at the ends of the blocks will be connected by copper or other Wire to insure a good contactand trans mission of the current from one rail to an` other in each block.

I have shown my invention used in connection with a steam railroad; but it is also applicable for electric roads, and where so used I may prefer to increase the number ot auxiliary rails to four and avoid using the main rails.

The mechanism I have shown and described for carrying out my invention may be simpliied, and I do not wish to be confined to the details of construction herein shown, the essential feature being the use of the polechanging devices in each locomotive in circuit with rails that are divided into insulated blocks with the rails on one side lapping by those on the other side.

I claim as my invention- 1. The combination, with a locomotive and the track-rails, of the auxiliary rails divided into insulating-blocks whose rails on one side lap by or break joints with the corresponding rails on the other side, trucks arranged to run upon said main and auxiliary rails and insulated rorn each other, a plurality of oscillat-i ing pole-changing devices in the locomotivecab and having independent electrical connections with the pairs of tracks forming independent circuits, operative connections provided between said pole-changing devices and a moving part-of the locomotive, a source of electrical energy for each circuit, andl alarm-circuits in connection with each polechanging circuit.

` 2. The combination, and the track-rails,'of the auxiliary rails divided into insulated blocks, trucks arranged to run upon said main and auxiliary rails and insulated from each other, a plurality of oscillating pole-changing devices having electrical connections respectively with the pairs of trucks and forming two independent polechanging circuits, means for driving said pole-changing devices continuously from a` moving part of the locomotive, a source of electrical energy, and alarm-circuits in connection with said pole-changing circuits.

3. The combination, with a locomotive and the track-rails, of the auxiliary rails divided into blocks that are insulated from the main rails, the ground and each other, trucks arranged to run upon said main and auxiliary rails and insulated from each other, aplurality of oscillating pole-changing devices provided on the locomotive and each having an independent circuit with one main rail and one auxiliary rail through said trucks, means for operating said pole-changing devices, and comprising a reciprocating rod operated between said pole-changing devices, and links pivotally connecting said rod with said pole-changing devices, a source of electrical energy for said circuits and alarm-cir- With the locomotive cuits provided in connection with said polechanging devices.

4. The combination, with the track-rails, of the auxiliary rails divided into insulated blocks whose rails on one side lap by or break joints with the corresponding rails on the other side, trucks arranged to travel upon said main and auxiliary rails and insulated from each other, pole-changing devices l0- cated in the locomotive-cab and each having electrical connections respectively with one main and one auxiliary rail through the trucks thereon and forming independent circuits, means for operating said pole-changing devices` continuously while the locomotive is in motion, a source of electrical energy for each circuit, alarm-circuits in connection with each pole-changing circuit, and means for automatically locking the pole-changer when its circuit is closed and the alarm sounded for the purpose specified.

5. The combination, with the locomotive and the track-rails, of the auxiliary rails divided into insulated blocks whose rails on one side lapV by or break joints With the corresponding rails on the other side, two oscillating pole-changing devices arranged upon each locomotive and havingindependent electrical connections With one main rail and one auxiliary rail and forming two independent circuits, one of which will be closed through said rails when the locomotives are within a certain predetermined distance of each other moving in the same or opposite directions or when one is stationary, means for operating said pole-changing devices continuously While the locomotives are in motion, a source of electrical energy in each locomotive, and

alarm-circuits arranged to be closed by the closing of a pole-changer circuit when two locomotives'enter the sameor adjacent blocks.

6. The combination, with the main and auxiliary rails, the latter divided into insulated blocks Whose rails on one side lap by or break joints with the corresponding rails on the other side, of pole-changing devices placed upon each locomotive and having independent electrical connections with one main rail and one auxiliary rail, said circuits being normally open and one of them being closed whentwo locomotives enter the same block, means having yielding connections with said pole-changing devices for operating them continuously While the locomotives are in motion, a source of electrical energy for each circuit, alarm-circuits arranged to be closed by the closing of a pole-changer circuit, telegraph-keys provided in said polechanger circuits, means for automatically locking a pole-changer when its circuit is closed, and manually-operated means for locking a pole-changer when its circuit is broken by the manipulation of a telegraphkey.

7. The combination, with the maingand auxiliary rails, the latter divided into insulated blocks, of trucks arranged to travel IOO IIO

upon said auxiliary rails and insulated from each other, a pole-changing device provided upon each locomotive and having electrical connections with said trucks, means for operating said pole-changing device, a source of electrical energy for each pole-changing device, and alarm-circuits provided in connection with said pole-changing circuits and arranged to be closed and an alarm sounded in each locomotive when said pole-changing circuits are closed by the entrance of two locomotives into the same block, and magnets provided in said circuits, and reciprocating lneans actuated by the closing of the circuits through said magnets to lock said polechanging devices.

8. The combination, with the main and auxiliary rails, the latter divided into insulated blocks whose rails on one side lap by or break joints With the corresponding rails on the otherside, of trucks arranged to run upon said main and auxiliary rails and insulated from each other, pole-changing devices provided in each locomotive-cab and each having independent electrical connections With one main and one auxiliary rail through the trucks thereon, said pole-changing devices comprising plates insulated from each other and oscillating axles having wheels to rest upon said plates, a reciprocating rod having pivotal connections with said axles, means for operating said rod, a source of electrical energy for each pole changer circuit, and alarm-circuits in connection with each polechanger circuit.

9. The combination, with a locomotive and the track-rails, of the auxiliary rails divided into insulated blocks whose rails on one side lap by'or break joints with the corresponding rails on the other side, trucks arranged to run upon said main and auxiliary rails and insulated from each other, pole-changing devices provided in the locomotive-cab and having independent electrical connections with the pairs of tracks through said trucks and forming independent circuits, means for operating said pole-changing devices, a source of electrical energy and an alarm-circuit for each pole-changer circuit, and a switch, and a mechanism arranged to close one of said circuits when the switch is open and a locomotive enters the block in which the switch is located.

10. The combination, with a locomotive and the track-rails, of the auxiliary rails divided into blocks that are insulated from the main rails, the ground and each other, trucks arranged to run upon said main and auxiliary rails and insulated from each other, polechanging devices provided on the locomotive and each having an independent circuit with one main rail and one auxiliary rail through said'trucks,and means for operating said polechanging devices, a source of electrical energy for said circuits, and an alarm-circuit provided in connection with each pole-changer circuit, and means Within control of the ening joints with the corresponding joints of the rails on the other side, of trucks arranged to run upon said main and said auxiliary rails and insulated from each other, polechangers having independent electrical connections with one main and one auxiliary rail through the trucks thereon, a source of electrical energy for each pole-changer circuit, and alarm-circuits connected with each polechanger circuit to sound an alarm in each locomotive when they approach within a certain predetermined distance of each other, moving in the same or opposite directions, or when one locomotive is stationary.

l2. The combination, with the main and auxiliary rails, the latter divided into insulated blocks whose rails on one side lap by or break joints with the corresponding rails on the other side, of trucks arranged to run upon said main and auxiliary rails and insulated from each other, pole-changing devices provided in each locomotive-cab and having independent electrical connections with one main and one auxiliary rail through the trucks thereon, said pole-changing devices comprising surfaces insulated from each other, and oscillating axles having contactwheels to bear on said surfaces, and means for operating said axles, a source of electrical energy for each pole-changer circuit, and alarm-circuits provided in connection with each polef changer circuit.

13. In adevice ofthe class described,the combination, with the pole -changer plates insulated from each other, of oscillating axles having contact wheels to bear upon said plates, means for oscillating said axles, reciprocating rods yieldingly connected with said axles, pole-changer circuits, and means operated by the closing of said circuits to lock said rods and said axles.

14.-. Inadevice of the classdescribed,the combination, with the oscillating pole-changers, and means for operating the same, of the notched reciprocating rods yieldingly connected with said pole-changers, pole-changer circuits, telegraph-keys provided in said circuits, reciprocating means arranged to engage the notches in said rods when said polechanger circuits are closed, and manuallyoperated means for engaging said notches to lock said rods and pole-changers when said pole changer circuits are intermittently opened and closed by the movement of said keys.

l5. The combination, with alocomotive and the track-rails, of the auxiliary rails divided into insulated blocks Whose rails on one side IIO IZO

said bearing-Wheels, a source of electrical energy for each circuit, and alarm-circuits provided in connection With each pole-changing circuit. Y

` In Witness whereof I have hereunto set my hand this 17th day of January, 1903.

EDVARD MCCLINTOCK.

In presence of- RICHARD PAUL, C. G. I-IANSON.

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