Improvements in or relating to Electric Railway Switching and Signalling Apparatus.
Year: 1899

page_text: Date of Application, 17th Feb., 1899-Accepted, 10th Feb., 1900
Improvements in or relating to Electric Railway Switching and
Signalling Apparatus.
A communication from THE CONTINENTAL HALL SIGNAL COMPANY, of Brussels,
in the Kingdom of Belgium.
I, ALFRED JULIUS BOULT, of 111, Hatton Garden, in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement:-
This invention has for its chief objects to provide improved mechanism for
operating the rail-switch; to so arrange the electrical circuits that an accidental
cross of any of the wires will not lead the current to the switch or signal where
it is not wanted; to provide for reversing the switch operating motor, so as to
avert the possibility of a failure of arrest of its operation at the right point;
to reduce the number of wires required to operate a switch and signal plant, and,
in general, to produce a rerfectly reliable and efficient apparatus for switching
and signalling.
The improvements consist in features of construction, combination and arrange-
ment of parts, and in the method of changing the circuits, as hereinafter described.
Figure 1 is a diagrammatic view of the tracks, electrical circuits, magnets and
motors for operating interlocked derailing-switches and the signals indicating
their position at a grade-crossing of a single and double track road. Figure 2
is an end elevation of the interlocking mechanism, with parts of it elevated to
more clearly show the construction. Figure 2 is a side elevation of the switch
lever and bar releasing device. Figure 3 is an inverted plan view of the inter-
locking mechanism. Figure 4 is a perspective view of the same. Figure 5 is
a perspective view of the electric switch for reversing the switch operating motor.
Figure 6 is a side elevation of the slotted crank by means of which the switch
rail is moved from one position to the other and held there until it is locked.
Figure 7 is a side elevation of the switch-operating mechanism. Figure 8 is
a plan view of the locking mechanism and electric switch; and Figures 9 to 14,
inclusive, are side elevations of the electric reversing-switch in different positions.
Similar letters and figures of reference indicate corresponding parts in all the
views.
In Figure 1 the wires constituting the electric circuits are numbered for one
branch of the track 123 &c., and corresponding wires on the other branches
are numbered 1 2 3ª, &c., 1b 2b 3b, 1° 2° 3°. The normal condition of the
apparatus is with all the switches open and the signal standing at "danger."
In the interlocking apparatus shown in Figures 1, 2, 3, and 4 a cast iron
plate A is suspended from the operating-table or other support by a framework
of iron. The plate A has a longitudinal groove made in it, in which slides the
bar a, the groove being in depth equal to twice the thickness of the said bar a.
The plate A is provided with transverse grooves crossing the longitudinal groove
for receiving the bars b, b₁, b², b³, c, c¹, and ², the depth of the slots being equal

page_text: to the thickness of the bars. The bar a is at right angles to and underneath the
bars bc.
One operating-lever B is provided for each of the switches on a double-track
road and one for both the switches on a single-track road, as the switches must
always be worked simultaneously. The bars c, c¹ and c² are each connected to
an operating-lever B by a link C, as shown in Figure 2ª, and each of the said
bars has formed in its edge a V-shaped notch, which when the said bars are in
their normal position, lies directly over the bar w, and to the bar a are secured
dogs fff with V-shaped points which fit the notches in the bars c, c¹, and e².
The V-shaped notches in the bars e e¹ are oppositely arranged with respect to
the V-shaped notch in the bar and the dogs f f¹ are oppositely arranged
with respect to the dog f. The said dogs are placed at such distances apart that
if either of the bars cor el is moved out of the normal position the bar c² cannot
be moved, and if the bar e, is out of its normal position the bars e and c¹ are
locked in their normal positions by virtue of the entrance of the dogs f fl
into the notches in the bars ce, the bar in this case engaging the angled
end of the dog f². This part of the interlocking mechanism is not materially
different from that in use in connection with mechanically-operated switches and
signals, and is not claimed herein except in so far as it enters into combination
with these improvements.
The bars b. b. 2 and 63 are bent downward at right angles beyond the edge
of the plate A. and are connected each to a core of one of the solenoids A1, A2, A3
and A, as shown in Figures 2 and 3. These solenoids are supported at one
end by ribs, each formed integrally with the plate A, and at the other end by
pieces of non-magnetic material secured to the plate A. When a current is sent
through the coils of the solenoids, the bar corresponding to it is caused to slide
in its groove out of the normal position, and it is returned to its normal position
on the cessation of the current by a spring A. The bars bb correspond to the
switch on the double-track road and the bars 23 to those of the single track.
These bars have rectangular notches in their edges, which, when the bars are
in a normal position, are directly over the bar a, and fit rectangular dogs
grivetted to the bar a.
g¹
The notches in the bars bare oppositely arranged with respect to the notches
in the bars 2 73, and the dogs 9 g₁ are oppositely arranged with respect to the
dogs
When the bars are all in the normal position, either of the bars C,
or 2 is free to move; but if either the bar or bis out of its normal position,
the bar is locked, and if either the bar b2 or 63 is out of the normal position both
bars c and are locked.
The bars and are shown in the position they would be in with the corre
sponding switch closed, this switch being shown closed in Figures 1, 7 and 8.
All the other switches and corresponding parts are shown open or normal.
Over the bar a magnet B¹ is suspended from an iron standard attached to
the plate A, and to the foot of the standard an armature d' is pivoted, and when
the magnet is energized the said armature is polarized by virtue of its connection
with the pole of the magnet. A tappet el having an upwardly-projecting car
is secured to the bar 6 in position to engage the end of the armature and stop
the motion at half-stroke of the bar 6 when the said bar is moved by the spring A
attached thereto. When the magnet B' is energized the armature is lifted
above the ear on the tappet e and the bar is allowed to complete its stroke
and return to its normal position.
The bars 1, 2 and 3 are fitted with locking mechanism of similar character.
and so also are the bars e, cl and ², the current for operating the magnets C1 C2 C
being derived from a different source from that which operates the magnets B
BB&c. To the bars b, 1, 2, 3 are attached standards 6, which extend
upward above the magnets and carry plates which serve as indicators to

page_text: show the position of the switch corresponding to the position of the bar carrying
the plate. The said plate is painted in three longitudinal bands, each equal
in width to half the stroke of the bar to which it is attached. The first band is
painted red, the middle one white, and the third or upper one is painted in any
manner to distinguish it from the other two. It is represented in the drawings
by longitudinal lines. Directly over these indicator-plates apertures are made
in the cover of the apparatus, each having a length equal to the length of the
plate h, and a width equal to the width of one of the bands painted thereon.
Each aperture is located so that when the bar is drawn forward to its full extent
by the solenoid A', the parallel lines will show. When the plate is held in
a middle position by the armature-lever the middle or white band will show,
and when the plate is in the normal position the red will show. The apertured
part of the cover, to which reference has been made, has been omitted to more
clearly exhibit the internal construction.
The electric switch for controlling the circuits of one of the switch-operating
motors consists of two bars W and X, each supported by a standard attached to
the wooden cover, and contacts VV Yare fastened to the wooden cover.
The bars Wand X are rigidly attached to one operating-lever B, but are
electrically insulated therefrom. In case of a single-track road where only one
operating-lever is used, four bars W X W X3 are all attached to one lever B,
as shown in Figures 3 and 4, but insulated electrically there-from and from each
other. The bars W and X are bent edgewise, so that neither can touch more than
one contact at a time.
In the switch-operating mechanism, Figures 6, 7 and 8, the motor is not
shown, as it may be of any of the ordinary types of continuous current motors
in general use. A pinion is attached to the armature-shatt of the motor, which
engages the spur-wheel p', thus communicating the motion of the armature
to the train of gearing of which the spur-wheel p forms a part. The last
wheel o' in this train of gearing carries the pin which transmits motion to the
slotted crank q. The said pin is provided with a friction-roller for reducing
the friction between the pin and the crank.
The crank is shown in detail in Figure 6. The centre 20 is one on which
the crank oscillates. The centres 21 and 22 are equal distances from the
centre 20. The distance between the centres 20 and 21 is equal to the throw
of the switch-rail divided by the distance between the centres of the pins
and multiplied by the distance between the centres of the shaft and pin.
The curve 32 26 is described from the centre 21, with a radius equal to the
line joining the centres of the shaft and pin r added to the radius of the
friction-roller u. The are 31 29 is described from the centre 22, with the same
radius. The semicircle 27, 28 is described from the centre 33, with a radius equal
to the radius of the roller u. The centre 33 is on a straight line passing through
the centre 20 and bisecting the line 21 22, and the distance from the centre 20
is equal to ortor¹.
The centre of the semicircle 30 23 is on a line joining the centres 21 20 and
at a distance from the centre 21 equal to r. The centre of the semi-circle 24 25
is on the line 2022, and the distance from the centre 22 is equal to the distance
between the centres of the shaft o and pin r. The radii of these two semi-
circles are equal to the radius of the roller u. The are 23 24 is described from
the centre 20 and joins the semi-circles 30 23 and 24 25. The arcs 30 31
and 25 32 are drawn from the centres 21 and 22 and join the adjacent arcs.
parallel straight lines 26, 27, and 28, 29 join the adjacent curves.
The
A rectangular slot q is formed in the downwardly projecting arm of the cranky,
in which is placed the block s, which is bored to receive the pin, the said
block being adjustable by screws and t in the slot, so that it may be placed
at different distances from the pin r. By this arrangement the throw of the switch
is adjusted. The pin is connected with the crank y by the rod v. The other
arm of the crank y is connected by a link with the bar Z which carries the

page_text: locking-bolta.
ing a
The bar
slides in a groove cast in the under side of the cast-
The locking bar ², which is connected with the switch-rail, slides in
a slot in the guide-casting and has two holes formed therein, one of which
is opposite the bolt-hole in the guide-casting when the switch is open, and
the other hole is opposite the bolt-hole in the guide-casting when the switch is
closed. The locking-bolt in passing through these holes locks the switch
open or closed.
A lever wis pivoted at one end to the bar and carries at the
other end a contact bar J, which is insulated electrically from the lever w.
A vertical stud on the locking-bar 2, midway between the two holes through
which the locking-bolt passes, projects through a slot formed in the lever w.
The electrical contact-pieces K and L are supported on a block of wood or other
insulating material, and so placed that when the switch is closed they will be
connected by the contact-bar J. The spur-wheel o¹ makes one revolution for
one movement of the switch and the pin always comes to rest in the line
joining the centres of the shaft and pin r. A little more than the first quarter
of the revolution is employed in unlocking the switch. By the time the pin pl
has reached the point 26, Figure 6, the locking bolt is entirely withdrawn from
the locking-bar and the roller strikes the plane surface 28, 29, turning
the crank on the pin r, and through the connecting rod opening the switch
until the arc 29 31 is brought concentric with the shaft o, when the motion of
the cranky, the switch-rail and the locking-bar ceases. The pin moves
along the are 29 31 the locking bolt is drawn into the hole through the guide
casting and the locking bar, and when the pin reaches the point 31 the
switch is completely locked. The remainder of the motion of the crank pin up
to the point 24 is employed in stopping the motor and generating the current
which releases the interlocking apparatus in the office, the motor now acting as
a dynamo supplying current to the magnet B. The movement in closing the
switch is the same, but in the reverse direction.
The intact-pieces K and L must be electrically connected to complete the
circuit the signal. By reference to Figure 8 it will be seen that as the bar z
is pushed outwardly in unlocking the switch the contact-bar J will be with-
drawn from the pieces K and L, thus breaking the electrical connections between
them. The construction is such that this connection is broken before the
locking-bolt is withdrawn from the bar. When the switch is opened, the
swinging lever we lies on the other side of the bar z in a position nearly at right
angles to that shown in the drawings.
This arrangement makes it necessary that the switch be both closed and locked
before the circuit can be completed to the signal.
It is apparent that the signal cannot be changed from "danger" to "safety"
so long as the lever w is not engaged with the contacts K L, which are the
terminals of the signal-switch proper.
The current is cut off from the switch-operating motor and the motor stopped
by the mechanism shown in Figures 5, 9, 10, 11, 12, 13 and 14. The bent
bars M and N are each supported by the standard. The standards and the
contacts O, P, Q, and R, Figures 1 and 5 are insulated from the supporting-
plate by a sheet of fibre, and the screws which fasten them are insulated by
fibre bushings and washers. The bars M and N are rigidly attached to, but
electrically insulated from, an are 0, having the radial arms Im n. A cam ¿
is rigidly attached to the shaft p, and the cams, j and k are rigidly attached to
the shaft o. The relation of the shafts and p to other parts of the switch-
operating mechanism is shown in Figure 7. The shaft p makes twelve revolu-
tions to one of the shaft o.
For convenience of description I will use the exact numbers and proportions
used in the machine in actual operation. The relative position of the parts
when the switch is open is shown in Figure 9, and on closing the switch the
cams have the motion indicated by the arrows in Figures 9, 10 and 11. At
about nine and a half revolutions of the shaft p, and just after the cam i
passes

page_text: the arm 7, the cam & strikes the arm n, as shown in Figure 10. During the
next revolution of the shaft p the arm is depressed so as to be in the path
of the cam i Figure 11, thus further depressing the arm and reversing the
electric switch by putting it in the position shown in Figure 12.
P
After the switch is completely reversed the shaft has about one and a half
revolutions yet to make before coming to a stop, and as the motor is geared to
the shaft in the ratio of four to one its armature has six revolutions to make.
The described reversal of the electric switch, the connections in the office remain-
ing the same, simply short-circuits the motor-circuit independent of the generator
which supplies current to drive the motor, and the continued rotation of the
armature due to its acquired momentum induces an electromotive force which
on a short circuit produces a strong current, which stops the armature without
any danger to the mechanism.
If the rail-switch works easily and the motor is running at a high speed,
more power will be required to stop it, but the higher speed induces a higher
electromotive force and a stronger current.
If the rail-switch works hard and
the motor is running slowly, it does not require so much power to stop it, and
as the speed is slower less current will be generated. The result is that the
mechanism comes to a stop at the right place after each operation.
The movement of the reversing-switch in the opposite direction is illustrated
in Figures 13 and 14; but this needs no further description, as the operation
is the same as that just described, only in the reverse direction. The electric
reversing-switch must be started in operation by some part of the mechanism,
(in this case the shaft o) which makes only one revolution during one opening
or closing movement of the rail-switch; but as this part moves too slowly to
effect the complete reversal of the electric switch without taking up too great
a part of its revolution and cutting the current off from the motor too soon
a part which moves faster is utilized to complete the movement.
In Figure 1, if the switch and signal on the left arm of the track were in
a normal position instead of closed, as shown, the bars M and N of the reversing-
switch would be in contact with the contact-springs Q and R respectively, and
the rotary switch-arm I of the signal would be in contact with the brushes S
and T. Supposing this to be the actual condition and the bars W and X of
the electric switch being as shown, a current from the generator D would flow
through the wire 8, solenoid A', wire 10, bar W, contact V, wire 2, contact Q,
bar M, wire 15, armature E, wire 16, bar N, contact R, wire 17, fields of the
armature E, wire 5, brush T, rotary switch-arm I and wire 1 back to the gene-
rator D. This would energize the motor having the armature E, close the rail-
switch, and eventually put the electric switch-bars M N in the position shown.
The change of the reversing switch-bars M N from the contacts Q and R to the
contacts and P interrupts the current from the generator D and forms a new
circuit, including the motor having the armature E, so that the current induced
by the continued rotation of the armature due to its momentum flows from the
armature E through the wire 15, bar M, contact 0, wire 17, fields of the motor
having the armature E, (in the same direction as the derived current,) wire 5,
brush T, rotary switch-arm I, wire 1, wire 9, bar X, contact V, wire 12, wire 3,
contact P, bar N, and wire 16 back to the armature E. The wires 3 and 12
are connected for convenience under the same binding-screw at contact Y, although
the latter is really not part of the circuit, and their connection with each other is
independent of engagement of W and Y. The wire 12 might obviously be connected
to wire 3 at any point in the latter instead of at the binding screw. This induced
current being in the same direction through the fields as the current derived from the
generator D maintains the magnetism of the fields, while flowing in the opposite
direction in the armature checks the rolation of the motor. When the switch
is closed and the bar J connects the contacts K and L the first-named circuit is
continued from wire 2 through contact L, bar J, contact K, wire 4, motor F,
brush S, rotary switch-arm I, and wire 1 to the generator D. This causes the

page_text: signal arm to be drawn down to the position indicating "safety." The move-
ment of the signal is continued until the rotary switch-arm is carried away from
the brush S and the last named circuit is broken between the brush S and arm I,
but it is continued from the motor F through the magnet G, primary of the
induction coil H, and wire 1 to the generator D. This energizes the magnet G,
which holds the signal in the position of "safety." The magnet G is wound
to a high resistance to make the current required to hold the signal a minimum.
Further details of the arrangement and connections of the magnet G, are
shown in my Patent Specification No. 3176 of 1899.
The current which operates the switch and signal motors flows through the
coils of the solenoid A¹, which causes the bar b, Figures 23 and 4 to be drawn
forward to the limit of its motion, exposing the lined portion of the indicator
through the slot in the cover. If any obstructions should prevent the complete
movement of the switch mechanism, the current through the solenoid would be
maintained and the indicator would show this fact. As soon as the current
through the solenoid is interrupted the bar b, under the influence of the spring A³,
returns toward its normal position until the armature catches on the tappet e¹,
which stops it in the middle position, exposing the white portion of the indicator,
which shows that the switch is closed. This position of the bar also locks the
bar and the operating-lever and electric switches W2X2 W³ X connected
thereto, as before explained, preventing their being put into position for closing
the switches on the other road.
The induction-coil H has a primary coil of a large number of turns of wire,
which is in circuit in series with the magnet G when the signal is held down,
and a secondary winding of a few turns of heavier wire, the terminals of which
are connected to the rails 50 and 51. The terminals of the magnet C¹ are also
connected to the rails 50 and 51.
To open the rail-switch the electric switch-bars W X are removed from the
contacts U and V and placed in contact with the contacts Y and Z. A little
less than one half their movement is sufficient to break the circuit through the
magnet G and induction-coil H. This allows the signal to assume its normal
position indicating "danger" and the interruption of the current in the primary
coil of the induction-coil H induces a momentary current in the secondary coil
which flows through the rail 50, wire 19, magnet C¹, wire 18, rail 51, back to
the coil H. This energizes the magnet C1, causing it to lift the armature d
in time to allow the tappet e to pass under it, thus permitting the bars W and X
to be put in connection with the contacts Y and Z. This closes the circuit of
the generator 1 so that the current flows through the wire 8, solenoid A¹, wire 10,
bar W, contact Y, wire 3, contact P, bar N, wire 16, armature E, wire 15 bar M,
contact 0, wire 17 field magnets of the motor having the armature E, wire 5,
brush T, rotary switch-arm I and wire 1 back to the generator D. This current
passes through the armature E in the reverse direction to that of the current
which closed the switch but which passes through the fields in the same direction.
Consequently the rotation of the armature will be in the reverse direction. This
rotation continues until the switch is opened and locked and (the reversing
switch-bars M N are changed from the contacts and P to the contacts Q and R.
This breaks the circuit and establishes a new circuit including the motor pro-
vided with the armature E, independent of the generator 1), so that the induced
current flows from the armature E through wire 16, bar N, contact R, wire 17,
fields of the motor provided with the armature E, wire 5, brush T, rotary switch-
arm I, wire 1, wire 9, bar X, contact Z, wire 14, magnet B, wire 13, wire 2,
contact Q, bar M and wire 15 back to the armature E. This current serves to
check the rotation of the armature E, as before explained, and also energizes the
magnet B, causing it to lift its armature out of the path of the tappet e¹,
and as the current through the solenoid A¹ is interrupted before the current
through the magnet B₁ is established the bar b returns to its normal position.
In this position the red of the indicator is visible and shows that the switch

page_text: is open. As the only current circulating in the coils of the magnet B¹ is derived
from the armature E after the track-switch is completely open, the barb remains
locked until this takes place, and itself locks the bar e which controls the switches
on the other road. This makes it impossible to carelessly give a clear track to
trains on both roads at the same time.
The induction-coil H takes the place of a primary battery in supplying the
current to the magnet C through the rails of the track. This arrangement
enables the battery to be dispensed with, which is troublesome to keep in working
order. The coil requires no attention.
The operation of the other switches and signals is the same as the one described,
and the electric circuits are the same, with the exception of the circuits to the
signals on the single-track road. On the single track both the signals must be
interlocked with both switches that is, arranged so that neither signal can be
put in the "safety" position until both switches are closed. This is accomplished
by extending the circuit from the wire 2 through the contact L³ bar J³, con-
tact K, wire 6, contact K2, bar J2 to contact L2, where it branches one branch
going through wire 4b, motor 12, and the other through wire 7 to motor F3.
From these motors to the generator D the circuit is the same as before described.
If the wire No. 2 used in closing the switch were to become crossed or
electrically connected through faulty insulation with the wire No. 3 used in
opening the switch, a current would flow from the generator D through the wire 8,
solenoid A', wire 10. bar W contact V, wire 2, wire 3, wire 12, contact V, bar X,
wires 9 and 1, back to the generator D. This would form a practically short
circuit and would burn off the fuse placed in the circuit near the generator D
for that purpose. Whether the fuse burned or not, the current would not reach
the motor having the armature E. This method of connecting prevents the track-
switch being opened while a train is passing over it by a cross in the wires.
In the methods heretofore used, if wires 2 and 3 or their equivalents were
to become crossed, the result would be the same as though the electric switch WX
were to be put in the normal position-that is, in contact with Y and Z-and the
track-switch would be opened. If the electric switch W X were in the normal
position and wires 2 and 3 should be crossed, the circuit would be from the
generator D through wire 8, solenoid A¹, wire 10, bar W, 'contact Y, wire 3,
wire 2, wire 13, magnet 131, wire 14, contact Z, bar X, wire 9 back to the
generator D. This also would not reach the motor having the armature E and
would have no effect on the track-switch. If wires 2 or 3 should be crossed
with wire 1, it can easily be seen that the result would be a short circuit having
no effect on the switch motor.
Having now particularly described and ascertained the nature of the said
invention as communicated to me by my foreign correspondents and in what
manner the same is to be performed I declare that what I claim is :-
1. In electric railway switching and signalling apparatus, the combination
with interlocking mechanism, an electric switch, an electric generator. an electric
motor, means for mechanically connecting it with the switch-rails, and suitable
circuit connections, of electric reversing switch and mechanism which connects it
with the motor mechanically, said switch being constructed and geared with
the motor as described, whereby when the motor has made a certain number of
revolutions, and after the track-switch is completely opened or closed and locked,
the electric reversing switch is automatically shifted, and breaking the circuit
through the generator, forms a new one which is reversed in the armature
of the motor, but not in the field, so that the rotation of the motor is quickly
arrested, substantially as specified.
2. In electric railway switching and signalling apparatus, the combination
with interlocking and switch-operating mechanism, a generator, and suitable
electrical connections of a reversing electric switch consisting of pivotted bars
having arms or tappets affixed, two pairs of contacts for said bars, and a rotatable-

page_text: cam mechanism for acting on said arms to automatically shift the bars from onė
pair of contacts to another, the said mechanism being adapted to be geared with
the motor and thus rotated by it in either direction, as required for opening
or closing the rail-switch, substantially as set forth.
3. In the combination of an automatic reversing-switch with switch-rails, inter-
locking mechanism a magnet and pivotted armature for locking a portion of
such mechanism, a manually controlled double throw switch, double contacts
therefor and a generator and suitable circuit connections, substantially as
described.
4. In electric railway switching and signalling apparatus the combination of
a manual electric switch (W) generator (D) motor (E) electric reversing-
switch (MN) solenoid (A¹) and interlocking mechanism controlled thereby,
substantially as described.
5. In electric railway switching and signalling apparatus the combination of
a manual electric switch (X) motor (E) and electric reversing-switch (MN)
and suitable circuit connections, substantially as described for arresting the
rotation of the armature.
6. In electric railway switching and signalling apparatus the combination of
a manual electric switch (X) motor (E) electric reversing-switch (MN)
magnet (B) and suitable circuit connections substantially as described.
7. In electric railway switching and signalling apparatus the combination
with a generator and signal apparatus, in circuit as specified, and slidable bars
forming interlocking mechanism, of electro-magnets included in the generator
and signal-circuit and arranged opposite certain of said slidable bars, pivotie:1
locking-dogs arranged between the bars and magnets and forming the armatures
of the latter, and suitable electric switch mechanism also forming part of the
aforesaid circuits, substantially as described.
8. In a railway signalling and switching apparatus the combination with a
generator switch-operating apparatus and solenoids in circuits as specified, and
slidable bars operated by said solenoids, forming interlocking mechanism, of
electro-magnets in circuit with the switch-operating motor and deriving current
therefrom and arranged opposite to said slidable bars, pivotted locking-dogs
arranged between the bars and magnets and forming the armatures of the latter,
and suitable electric switch mechanism also forming part of the aforesaid circuit
substantially as described.
9. In electric railway switching and signalling apparatus, the combination
with a signal and means for operating it electrically and a motor and suitable
connections for shifting the switch-rails and mechanism for shifting the switch-
rails and mechanism for locking said rails and making or breaking the signal-
circuit, of a bar attached laterally to the switch-rails, a movable device connected
with and operated by the aforesaid motor, for engaging and locking such switch-
bar and an insulated contact bar which acts as a switch for the signal-circuit,
said bar being pivotted to said devices and moving with it, a means of loose
engagement between the contact-bar and the lateral switch-bar, and contact-
pieces forming the terminals of the signal-circuit, all arranged substantially as
described, whereby when said device is moved to lock or unlock the switch
said contact-bar is simultaneously operated to close or break the signal circuit
as set forth.
10. In a railway signalling and switching apparatus, the combination of an
induction-coil (H) a generator and an electric switch which are electrically con-
nected with the primary of said coil, track-rails, interlocking and switch-operat-
ing mechanism, a magnet which is electrically connected with the secondary of
said coil and with said interlocking mechanism, the pivotted armature of said
magnet connected with a part of said mechanism, for locking the latter substan-
tially as described.
11. In railway signalling and switching apparatus, the combination with the
switch-rails of a power-operated crank, switch-locking mechanism, operated by

page_text: said crank, and a crank-lever operated by the latter, one arm of the lever being
connected to the switch-rails and the other arm having a cam-slot for receiving
the crank, the said slot having the shape specified whereby the middle part only
of the revolution in either direction of the said crank is effective in moving the
switch-rails, the first and last parts of the movement of said crank in either
direction effecting the unlocking and locking of the switch-rails, only one revolu
tion of said crank in one direction being practicable, and reverse movement of the
crank being required for reverse movements of the switch-rails, substantially as
described.
12. The combination with the switch-rail locking mechanism and switch opera-
ting circuits, of an electric switch-arm moved by the bolt operating bar, and a
pair of electric contacts supported in the path of the electric switch arm, for
closing the signal-operating circuit, substantially as described.
13. In electric railway switching and signalling mechanism the combination
with the electric switch-arms and switch-rail operating mechanism, of tappets
placed on the shafts of the switch-rail operating mechanisms, and a series of
fingers connected with the electric switch arms and adapted to be engaged by
the tappets, substantially as described.
14. In railway signalling and switching apparatus, the combination with switch
arms (MN) of the arms l m n and the cams ijk, operated by the switch-
moving mechanism, substantially as specified.
15. In a railway switching and signalling apparatus, the combination with
interlocking and switch-operating mechanism, of an electric switch for controlling
the current derived from the generator, a solenoid having a sliding core connected
to one of the bars of the interlocking mechanism, an electric motor mechanically
connected to the switch-rail by suitable gearing, an electric reversing-switch
for automatically controlling the currents through the motor, said currents being
derived either from the generator or induced in the motor itself and suitable
electrical connections substantially as described.
16. In railway switching and signalling apparatus, the combination with the
electric switch and signal apparatus, switch-operating levers and slidable bars
connected thereto and forming interlocking mechanism of electro-magnets in
circuit with the track-rails and secondaries of an induction-coil and arranged
opposite said slidable bars, pivotted locking-dogs arranged between the bars
and magnets and forming the armatures of the latter, and suitable electrical
switch mechanism controlling the circuit through the primaries of said induction-
coils, substantially as described.
Dated this 16th day of February 1899
BOULT & WADE,
Agents for the Applicant.