Improvements in and relating to Railway Switches, Frogs, and Signals, and Apparatus for Connecting and Operating the same.
Year: 1889

page_text: Improvements in and relating to Railway Switches, Frogs, and
Signals, and Apparatus for Connecting and Operating the
same.
I, PETER JENSEN of 77 Chancery Lane, in the County of Middlesex, Fellow of the
Institute of Patent Agents, do hereby declare the nature of this invention and in what
manner the same is to be performed, to be particularly described and ascertained in
and by the following statement (a communication to me from abroad by Henry
Francis Parsons residing at No. 29, Broadway, in the City, County and State of
New York, one of the United States of America, Engineer)
The object of this invention is to provide railways with efficient switching and
signaling mechanism.
The invention is comprehended in a switch-operating mechanism, a frog operating
in conjunction with the switch, and a block signaling system and apparatus.
In the first part of my invention, I employ in connection with the switches, frogs
and signals, series of oppositely-moving levers, to shift the switches, frogs and signals
connectedly, and which levers are actunted in alternation, one by the other, so that the
use of one series will put another or others into position to be used, and the first of
which latter will restore the first named to position for use, thus always having at least
one series of levers in position for use to reverse tho movement last made.
In the second part of my invention, I employ a pivoted frog in connection with the
switch, and form it as a continuation of the rails rather than as a pointed device, and
provide it with self-locking facilities preferably operated from and by the switch
operating levers to insure its return in given position.
In the third part of my invention, I employ a block signaling system and apparatus
including series of the levers referrod to in the first part of my invention in which a
signal at the entrance to each of the blocks in the system is operated by or from the
engine or train as it passes into the block to indicate to following trains the fact of
that block being occupied, and also a device is set which will arrest a following train
when it reachos that signal, and also, at the same time, a signal in advance is operated
to show to trains approaching in the opposite direction that the block is occupied, and
by which operation of the advance signal it is put in condition to be operated when it

page_text: is reached by the advancing train, not only to be reversed, but also to reverse the
signal at the block last vacated to thereby indicate that that block is clear. Under
this system, supposing the blocks to be each a mile in length, and the signals corre-
spondingly arranged, a train entering the system, automatically gives from the first
station a signal a mile ahead, and reaching that station gives a similar signal another
mile ahead and also a signal a mile to the rear, stopping any following train at the
first block signal until the first train is clear of the second block sigual. Trains
approaching each other on the same track are stopped, automatically one mile apart.
Referring to the accompanying Drawings:
In Figure 1, a diagrammatic elevation of the switch system is shown, divided into
two parts to accommodate the length of the sheet.
Figure 2, is a similarly divided plan, these two views representing, say, three miles
of track, but with the structural details in excessive proportion.
Figure 3, is a diagrammatic plan of a slightly different switch system, and
Figures 4 and 5, are elevations of two positions of the apparatus, of Figure 3.
Figure 6, is a plan of the "lever" herein so called.
Figure 7, is an inside plan, and
Figure 8, a plan looking from beneath, of the cap removed from Figure 7.
Figure 9, is a vertical section, and
Figure 10, a rear elevation with the casing in section.
Figure 11, is a perspective view of the combined switch-stand and signal tower,
with the casing broken away.
Figure 12, is a plan of two stations of the block signal system, and
Figure 13, is an elevation of the same with the casing partly broken away.
Figure 14, is a plan of the frog.
Figure 15, is a side elevation of the frog detached, and Figuro 16, is a cross-section
taken substantially on the plane of line, a, a, of Figure 14, and
Figures 17, 18 and 19, represent in plan, side elevation and vertical section
respectively, the mechanism on the engineer's cab for operating the "levers."
It is to be observed of Figures 1, 2, 3, 4, 5, 12 and 13, that being in the nature
of diagrams merely, strict regard has not been paid to proportions, these Figures
serving to illustrate simply the principle and mode of operation and being only
suggestive of the mechanism necessary.
In the diagrams, Figures 1 and 2, are represented a main track, a, and a siding, b,
with switches, c, and d, interposed, the latter comprising the frog of this invention,
two of which are shown as located at, A, and, B. Two different operating connections
for these frogs are shown, and will be described presently.
The switches, c, and d, are connected with individual combine switch-stands and
signal towers, C, and D, shown in detail in Figure 11, and described in order herein.
The switches, their frogs when used, and the combined switch-stands and signal-
towers are connected with levers arranged alongside the main track and the siding;
and these levers are constructed to move in opposite directions and thus move their
connections correspondingly.
The invention will be understood best by confining the description to the drawings,
but it is proper to observe that the number and arrangemont of parts will depend
upon the character of the turn-out from the main track. For example, if a track
diverges from the main track not to meet it elsewhere, then only one switch and its
series of lovers etc. will be needed.
The switch, c, is connected with levers, e, e¹, e³, e³, e¹, e*, and, eº, and the combined
switch-stand and signal-tower, C, and frog, Á. The levers, e, el, e, e³, and, e, are
connected by a pair of rods designated by the Roman numeral, I, and the levers, et,
and, e, are connected by a second pair of rods designated by the Roman numeral, II,
and these levers, e¹, and, e³, are also connected to the first pair of rods, 1. The
levers, e, e, e³, and, e, are arranged to be operated by a train going in one direction,
while the levers, el, e, and, e, are arranged to be operated by a train going in the other
direction. The levers, e, e', e, and, e, rise and fall together, while the levers, e³,
and, e', rise and fall together. The operation of the levers e, e', es, e", and, e, in one

page_text: direction cause the levers, e³, and, e, to operate in the opposite direction and vice versa.
These levers, then, constitute one system for operating the switch and the signals at
one end of the sliding; and it will be seen that by operating any one of them, others
are put in position for operation to reverse the former movement. In the diagrams
the switch is shown as set for the siding and if a train be approaching in the direction
of arrow, 1, on the main track the levers, e, and, e³, are in position to be operated to
set the switch and frog for the main track; and if the switch, d, be also set for the
siding, as shown, the lever, f, (which constitutes a member of the second system
presently to be described,) may he operated to set said switch, d, and its frog for the
main track so that the train may proceed along the main track past the siding without
stopping or interruption. Should a train be on the siding at this time, it might have
set the switches at both ends of the siding for the main track by operating the lever, e,
to set switch, c, and by operating the lever, f, to set switch, d. The train on the main
track having passed, the train on the siding can get onto the main track again by
backing on lover, f³, to set switch, d, for the siding, or by running forward on lever, e,
to set switch, c. for the siding; and in either case the train coming off the siding onto
the main track can reset the switches for the main track by operating an appropriate
lover alongside the main track onto which it has run. As shown, a train on the siding
or a train on the main track may operate the switches in either direction either by
backing or running forward.
The second system of levers used for operating the switch, d, both from the main
track and from the siding, comprises the levers, fiff, and, f, connected by the pair
of rods designated by the Roman numeral, III, and the levers, fs, and, f, which are
separately connected by the pair of rods designated by the Roman numeral, IV, the
said levers, 3, and, being also connected to the pair of rods, III, and these
levers, have a capacity of movement like that of the switch, d, that
the first named system of lovers have with respect to the switch, c, and therefore
further description of them is deemed unnecessary.
}
Three several constructions of these levers are shown; the first in Figures 1 and 2 ;
the second in Figures 3, 4 and 5, and the third and preferred form in Figures 6, 7, 8, 9
and 10:
In the first form the levers are composed of an arm, 2, pivoted in a suitable casing
and connected to move a toothed segment, 3. This segment meshes with a pinion, 4,
on a shaft, 5, and this shaft is provided with an arm 6, which is connected to one or
the other rods of the pair of rods with which the lever is united and forms the medium
for uniting said lever with its pair of rods. The levers at the ends of each pair of rods
are further provided with a second shaft, 7, and the two shafts, 5, and, 7, are connected
by intermeshing pinions, 8, and, 9; and the shaft, 7, is provided with an arm, 10,
which is connected to the other rod of the pair of rods uniting the several levers of
the system. Obviously, the pinions, 4, 8, and, 9, may be toothed segments, or
mutilated gears, inasmuch as the shafts have only a rocking motion. Those levers,
as, eª, e³, and, ƒ³, ƒ, which are connected to two pairs of rods will have their shafts
extended and provided with rod connecting arms on each end. Obviously, the arms
on the two shafts, 5, and, 7, move in opposite directions and for the purpose of
reversing the levers which are connected to their rods by the movement of the lever
or lovers connected to the other rods of their pairs of rods.
In the second form of levers, (Figures 3, 4 and 5,) the arms, 2, are pivoted as before
and have eccentric ends, 12. Instead of pairs of rods, the movement of one member
of which in one direction causes the other member to move in the other direction,
there may be used an endless cable, g, having a reciprocating motion around
pulleys, h; and to one or the other branch of this cable the arms, 2, are connected
by flexible links, i, so that the movement of the said cable by depressing one of the
arms or levers (2) in the path of the dotted segment will cause the several levers to
assume one or tho other of the positions shown in Figures 4 and 5, and thus present
series of levers in position to be acted upon either by an advancing or a receding
train to set the switches and the signals correspondingly The arms or levers, 2, of
this form are made with the ends, 12, in order to take up slack in the links, i; and

page_text: those levers which would not be pulled into position may be weighted or provided
with springs or other equivalent counterbalancing devices to bring them into position.
In this form the series of levers are shown as arranged substantially midway between
the main track and the siding and thus the siding series provided for in each of the
systems first described is dispensed with. Test levers, 13, may be arranged on the
outside of the track to be engaged at night or in bad weather to insure the condition
of the system
The signals, 14, may be provided with reversing drums, 15, connected
by reversing links, 16, and, 17, to the cable. The switch-stand, (presently described
in detail), in this form is connected to the cable by an arm,, but otherwise it is of
substantially the construction presently described.
The third and preferred form of lever, shown in Figures 6, 7, 8, 9 and 10, and as
applied to the block signal system, shown in Figures 12 and 13, is constructed as
follows-The arm, 2, is provided with a shaft, k, about which is arranged a
recovering spring, ¹. The toothed segment, 3, is suspended from the shaft, k, and is
periodically engaged therewith by any suitable clutch mechanism operated by the
descent of the arm, 2. The toothed segment engages a toothed rock shaft, l, which is
provided with a toothed segment, which in turn engages a pinion, m, on an
arbor, m; and this arbor is provided at its other end with a pinion, m², which engages
toothed racks on the rods, 18, and, 19, of the pairs of rods used to connect the levers.
One of the rods, as, 19, is provided with a second toothed rack, n, which engages a
toothed seginent, o, on a shaft, o, which shaft, o', is connected with a rotary signal, o².
A casing, p, is provided to receive the parts just described and said casing is supplied
with a detachable cap, p¹, which, as shown in Figures 6, 8 and 10, is provided with
boxes, p³, in which the rods, 18, and, 19, are arranged. These boxes are provided
with cavities, p³, which are packed with any suitable substance such as will exclude
moisture, and asbestos is preferred because of its natural lubricating quality and
additional well known properties. The cap, p¹, with the rods therein is made bodily
removable from the casing, p. The casing and its cap are provided with suitable
bearings for the various shafts and the arbor before described. The casing and its
cap are made tight, and water and frost-proof so as to protect its inclosures against
the effects of the weather. The rods connecting the various levers are provided with
any suitable connections or couplings which will automatically compensate for expan-
sion and contraction incident to the weather.
In Figures 8 and 10, a spring coupling is shown, but in its stead a system of
differential pulleys may be employed. The motion of the arm, 2, is transmitted
through the segment, 3, to the rock-shaft, l, and by tho segment, to the arbor, m³,
and thence to the rods, 18, and, 19, and thence to the signals, o³, so that, not only
are the various reversing levers of the system operated, but also all of the signals in
that system are correspondingly operated. Where the levers just described are
employed as at, e¹, e, and, ƒ³, ƒ4, the two pairs of rods will be connected by cross-
ties or in other suitable manner.
The combined switch-stand and signal-tower, or the switch-stand alone, has, as an
essential element, self-locking capabilities, so that when the switch is once set, it is
positively held against accidental displacement. The mechanism shown for accom-
plishing this object consists of worm gearing. The switch rails are connected to a
lever,, by a link, r', and one end of this lever is provided with a worm segment,
which moshes with a worm shaft, 3, and this worm shaft is provided with a toothed
segment or gear, 74, which meshes with a toothed rack, 78, on one of the rods
connecting the lovers. The longitudinal movement of the toothed rack rocks the
worm shaft, and thereby reciprocates the lever, r, and so throws the switch one
way or the other and positively holds it in the given position through the worin
gearing, A pinion, 78, on the worm shaft engages toothed racks, 77, and, 78,
on rods which are connected with the semaphores, 70, so that by the rotation of the
worm shaft the semaphores will also be actuated to display the proper signal. A
hand lever, 0, may be affixed to the worm shaft, ³, to operate the switch manually
when desired. The worm shaft, its various gears, the lover, r, and the toothed
rods, 77, and, 78, are inclosed in a suitable casing, substantially such as shown in the

page_text: drawings, Figure 11. The switch stand, j, of Figures 4 and 5, comprises a worm
shaft and a worm geared levor and a hand lever substantially as just described, in
addition to the arm, j, which is connected to the cable; and, of course, said switch
stand is equally self-locking.
The switch operating mechanisms described may be applied to any form of switch.
It is preferred to use the particular form of frog shown in Figures 2, 14, 15 and 16,
whenever applicable to the switch selected. This frog consists of a section of rail, s,
from one end of which depends the pivot lug, s¹, the face of which latter is provided
with a worm segment, ². The frog pivoted by its lug, s, at the junction of the
inner rails of the main track and siding in a suitable box provided for this purpose.
A worm shaft, s³, is suitably supported with its worm in mesh with the worm, s2, and
an arm, , projects from the worin shaft and is connected with any suitable operating
mechanisin whereby the said worm shaft is rocked in its bearings and thereby
vibrates the frog, s. In Figure 2, I have shown the frog A, operated from the
switch by a rod, 5, and bell crank connection, se, with the switch bar, and I have
shown the frog, B, operated by rod, 87, having a toothed rack, s, engaged by a
pinion,, on the extended worm shaft,, of the switch stand. Many other obvious
mediums may be employed for rocking the worm shaft, 83. It is essential that
provision be made for locking the frog in whatever position it may be given. The
worm goaring affords the simplest, most direct and most positive lock in accordance
with present experience.
"
The block signaling system comprises series of levers, more particularly of the kind
shown in Figures 6 and 10, which are connected together to operate in the manner
first described. Referring to Figures 12 and 13, E, and, F, may represent two
signal stations or blocks; at the entrance to each is arranged one of the levers,
herein so-called, and for convenience designated, G, and G¹. The lever, G, is
connected to a distant signal, o, or such signal may be provided as part of the
lever," as described in Figures 6, 7, 8, 9 and 10. A second lover, H, and, H', is
employed at each station, and each is connected with a drop target or other signal, t.
The lever, H, is connected first with the drop target or signal of its own station,
next with a blocking device, u, adapted to be thrown up under the arm, 2, of the
lever, G, of its own station to prevent the operation of that lever and is also connected
with the lever, G¹, of the next station in advance to operate that lever to set its
signal. The lever, H¹, is similarly equipped and in addition the lover, G¹, being
connected back to station, E, operates the lever, H, and changes the drop signal and
also removes the block, u, from the arm of lever, G, leaving that arm free to be
operated.
If the levor, G, be at the entrance to a block system its signal, o³, will be operated
in the first instance by the station-master. This will put the lever, G, in condition
to be acted upon when a train reaches it. The train having reached station, E, and
passed onto lever, H, that lever is operated and thereby the target, t, is set to indicate
danger, and at the same time and by the same means the block, u, is thrown up
underneath lever, G, and locks it against operation, and hence prevents its signal
being changed; and the lever, G', of station, F; is operated to set its signal to
indicate danger to a train approaching from the opposite direction. When the
lever, G, is reached it is operated to change its signal to safety and at the same time
to operate through the lever, H, the drop target of station, E, and remove the block, u,
from the lever, G, thus putting station, E, in condition for use for another train.
The train passing on thence to the lever, H, performs a similar series of operations
with respect to the parts of station, F, as the lever, H, did for station, E.
The block, u, may be pivoted in bearings, u, suitably supported.
The block signals may be connected to operate similar signals on a crossing track,
and reciprocally to be operated by them, by interposing bell crank or similar levers
at the point of intersection.
One form of locomotive mechanism for operating the levers, consists of the hori-
zontal bar, 20, arranged to slide longitudinally in brackets, 21, depending from the
frame of the locomotive. A lever, 22, is pivoted beneath the engine with one end in

page_text: engagement with the bar, 20, and the other end in engagement with a foot lever, 23;
and this foot lever is provided with two arms, 24, and, 25, from which spring
pedals, 26, and, 27, project into the engineer's cab. Downward pressure upon either
one of those pedals (in the instance shown pedal, 26.) will vibrate the lever, 23, and
through it the lever, 22, and through the latter the bar, 20, to project said bar, 20,
to one side or the other of the locomotive and into the plane of the"" levers," heroin
so-called, viz. e, e¹, etc. and f, f¹, etc., G, H, G¹, H¹, to depress said levers and put
in operation respectively, the switch mechanism, and the signal mechanism.
28, and, 28, represent what might be called dash-pots arranged on the locomotive
frame and set to resist any pressure on the bar, 20, from the ordinary operation of the
levers. One or both of these dash-pots may be connected with any suitable alarm
mechanism, or with the brake mechanism of the engine or train. In Figure 18, the
dash-pot has its piston-stem connected to a lever, 29, which in turn is connected to a
bell, 30. Now when an engine equipped with this operating mechanism comes in
contact with a lever which is locked by a block, u, the lever failing to yield will act
upon the bar, 20, raise it against and overcome the resistance of the dash-pot and set
going the alarm, and thus apprise the engineer. of the condition of the signal block
which he seeks to enter. Should the dash-pot be connected with the brake imechanism,
it would be arranged to set the brakes in this event and thus stop the train and
prevent collision. Some of the advantages of the system herein described are :-
First. In the switch the train does not have to be stopped in order to operate the
switch, but on the contrary, the switch may be operated while the train is running
at full speed. Many accidents may occur by the sticking of the train at or near a
switch where the train has to be stopped or nearly stopped in order to operate the
switch for the reason that the train is unable to make sufficient headway to over-
come the resistance of the curves. This is obviated by operating the switch under
good headway. Second. The switches and the frogs are positively and rigidly
locked in given position and, hence, misplacement of either is impracticable.
Third. In the block signaling system an accidental collision is impossible from the
rear; and from in front it is only possible by the grossest negligence.
Some of the parts herein described may be replaced by others. This is true of
the frog, and the kinds of signals, and the lever operating mechanism on the loco-
motive. The relative arrangement and the proximity of levers in the block signal
stations may be varied.
Mere proportions of parts have not been carefully observed throughout the
drawings, but the effort has been made to fully set forth the principles of the invention,
rather than develop the mere details of construction.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1st. A switch bar and a locking mechanism connected therewith, which is also its
operating medium, combined with series of rising and falling levers connected with
said operating medium, and arranged to work in series so as to insure the presentation
of one or the other series in operative position for reversing the last movement of the
switch, substantially as described.
2nd. A main track, a siding and switches at each end of the siding, combined with
switch operating mechanism, comprising two systems, each having two series of
permutable reversing levers, and connecting mediums for coupling in pairs the series
of each system, substantially as described.
3rd. In a railway switch and signal mechanism, the rails and bar of the switch
combined with a suitable number of the reversing so-called "levers" of this specifi-
cation, each lever comprising an exposed arm adapted to be operated by or from a
passing train or locomotive, a toothed arm connected to said exposed arm, a rotary
shaft operated from said toothed arm, a rotary signal, rods connecting the several
"lovers" together and to the switch, and gearing interposed in each “lever” between
its rotary shaft, rods and signal, substantially as described.

page_text: 4th. The main track, an interposed siding, switches at each end of said siding, and
switch stands for said switches, combined with the levers, e, e¹, e², e³, e¹, e³,
and, e, and the levers, f, f¹ƒ³, ƒ³, ƒ^, and, 'f³, connected in two systems
of two series cach, which systems are operable from the main track and also from
the siding to set the switches to the siding and to the main track, substantially as
described.
5th. A combined switch stand and signal tower, comprising a suitable casing, a
rotary or rocking worm shaft, a horizontal lever geared to said worm shaft
and coupled to the switch bar, a pinion, semaphores or targets and toothed rack
bars geared to said pinion and engaging the said targets, substantially as
described.
6th. The so-called "lever" of this specification comprising an exposed arm
adapted to be operated by or from a passing train or locomotive, a toothed arm
connected to said exposed arm, a rotary shaft operated from said toothed arm, and
gearing which is interposed between the parts operated by said lever and said rotary
shaft, substantially as described.
7th. The so-called "lever" of this specification, comprising an exposed arm
adapted to be operated by or from a passing train or locomotive, a toothed arm
connected to said exposed arm, and a rotary shaft operated from said toothed
arm, combined with a signal and rods for connecting a series of such levers, and gearing
interposed between the said rotary shaft and the rods and signal, substantially as
described.
8th. A continuous rail frog combined with self-feeding worm gearing for operating
it, substantially as described."
9th. The combination with a continuous rail frog of automatic operating
mechanism, and self-locking worm gearing, connecting the two, substantially as
described.
10th. In a block signaling system for railways, the combination of a series of
signal stations arranged along the track at suitable intervals, each comprising an
entrance signal connected with a
lever
"to be operated by or from the locomotive,
and a second signal connected with an independent "lever" and adapted to be
similarly operated, the second "lever" being provided with a locking mechanism for
the entrance "lever" and also with connections with the entrance"" lever" of the
station in advance, substantially as described.
អ
11th. In an automatic block signaling system for railways, a number of signal
stations arranged alongside the road, and each comprising signals and entrance and
exit "levers therefor, and blocking devices for the entrance "levers," with connec-
tion between the "levers" and signals of adjacent stations on both sides, combined
with a bar on the locomotive movable laterally to engage the "levers" and depress
them to operate the signals and block an entrance lever "in the rear, and also
yielding vertically by contact with an immovable obstacle, such as one of the blocked
levers" to put on the brakes or arrest the attention of the engineer by sounding
an alarm, substantially as described.
Dated this 22nd day of To 1980
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