Improvements in Railway Block Signal Locking and Registering ,Mechanism.
Year: 1895

page_text: Date of Application (in United Kingdom), 16th Apr., 1885
Complete Specification Left, 16th Apr., 1895-Accepted, 12th Oct., 1895
COMPLETE SPECIFICATION.
Improvements in Railway Block Signal Locking and Registering
,Mechanism.
I, JOHN DEAN, Telegraph Operator, of 422 Willis Avenue, New York, City,
in the County and State of New York, United States of America, do hereby
declare the nature of my invention and in what manner the same is to be
performed, to be particularly described and ascertained in and by the following
statement:—
The invention relates to electrically controlled railway block systems; and its
object is to provide a new and improved block signal lock and register, arranged
to positively prevent the operator from displaying the wrong signal, or from opening,
the lock for the switches as long as the section is not clear; and, which automatically
registers each train passing over the section.
The invention consists of certain parts and details and combinations of the same,
as will be fully described hereinafter and then pointed out in the claims.
Reference is to be had to the accompanying drawings forming a part of this
Specification, in which similar letters and figures of reference indicate corresponding
parts in all the views.
Figure 1 is a front elevation of the improvement ;
Figure 2 is a diagrammatic view of the improvement;
Figure 3 is an enlarged sectional front elevation of the improvement,, on the
line 3-3 of Figure 4;
Figure 4 is a transverse section of the same, on the line 4-4 of Figure 3;
Figure 5 an edge view of the lock bar;
Figure 6 is a sectional front view of one of the contact devices, the section being
taken on the line 6-6 in Figure 4; and
Figure 7 is a like view of one of the other contact devices.
The improved block signal leck and register is provided with a suitably con-
structed casing A, in the lower part of which is journaled a transversely extending
shatu B projecting through the front of the casing, to carry at its outer end, a
bandle C adapted to be taken hold of by the operator, for. turning the shaft B,,as
hereinafter more fully described.
The bandle C is formed with a pointer C1 adapted to indicate on an opening.A¹
in the front of the casing, or on points A and A' placed about one-third of an
entire revolution of the pointer C from each other, as will be readily understood
y reference to Figure 1. Through the opening A' in the front of the casing A,
arc successively visible the targets D, D and D, formed on the front face of. a
disk Dsecured on the shaft B, directly in the rear of the front of the casing A, as
is plaiuly illustrated in Figure 4. The opening A is preferably covered by glass,

page_text: and the targets D, D1 and D' are preferably colored red, white and blue respectively,
for the purpose hereinafter more fully described.
On the shaft B within the casing A are arranged three contacting disks E, E¹
and E, insulated one from the other and from the shaft B, as indicated in Figures 6
and 7. The contacting disks E, E and E are adapted to be engaged by the sets
of contacting plates F, F and F respectively, of which the set of contacting
plates F is connected by wires with a local lock G, hereinafter more fully described
in detail. The other set of plates F¹ is connected by a circuit H with the
plates F of the next station below, the said circuit also containing a lock relay I
and the armature of a track relay J, both of which are arranged in locked
closets, so as not to be accessible to the operator in charge of the sigual station
in which the casing A is located. The third set of contact plates F2 connects by
a circuit H' with the plates F1, lock relay 1 and armature of track relay J of the
next station beyond the signal station in question.
Each of the contacting disks E, E and E2 is provided with a body part E' made
of rubber or other insulating material, and the disk E is provided in its periphery
with a contacting plate E and insulated plates E are arranged in the other
disks E1 and E2. A cut-out portion E is formed in the periphery of the body. E
of each disk, and the several cut-out portions are in alignment so that the sets of
contact plates F, F¹ and F2 are simultaneously free at the time the said cut-out
portions E are opposite the free ends of the said contact plates F, F and F2. The
contact plates E and E, and the cut-out portions Es are arranged relative to the
colored targets D, D1 and D2 in such a manner that when the contact plates F, are
in engagement with their contact plate E, then the white target D' is displayed in
the opening A', and when the cut-out portions E' stand opposite the said sets of
contact plates F, F1 and F, then the red target D is displayed, see Figures 1, 2
and 3; and when the other contact plate E' is in engagement simultaneously
with the contact plates F1 and F, then the blue target is visible through the
opening A'.
The local lock G is provided with electro-magnets G¹ and an armature lever G²
fulcrumed at G within the casing A, and on the lower free end of the said
armature lever G is formed a projection G adapted to engage the shoulders K¹
and K of a lock bar K, mounted to slide vertically in the casing A and pro-
jecting through the bottom thereof, to connect with the locking pin or rod for the
signal lever in the signal box. When this lock bar is in a lowermost position, as
illustrated in Figures 2 and 3, then the signal cannot be pulled clear by the operator
in charge of the signal lever, but when the lock bar is in an uppermost position,
then it permits the signal man to pull the signal clear. The casing A is usually
located directly over the signal lever in the station to permit the operator in
charge to readily manipulate the signal lever and the handle C as hereinafter more
fully described.
The lock bar K is provided on one side with teeth K³ adapted to be engaged by
teeth L', formed on the periphery of a wheel L secured on the shaft B. This
wheel L is also provided on its front face with a stop pin L' adapted to be engaged
by the side of a projection K, on the luck bar K when said bar is in its raised
position, thereby preventing rotation of the wheel L in one direction and limiting
its rotation in the opposite direction. On the back of the wheel L is secured a
ratchet wheel L' adapted to be engaged by a pawl L' pivoted on a fixed part in the
casing A, so as to prevent a return movement of the shaft B. A ratchet wheel N
is also secured on the shaft B, and is engaged by a spring arm N' fixed to the
casing, the said ratchet wheel N being provided with but three teeth placed an
equal distance apart, so as to permit of turning the shaft B, one-third of a revolution
at a time, and prevent a return movement.
On the shaft B is secured an arm adapted to engage a tooth Pl of a wheel P,
at every revolution of the shaft B, so that the wheel P is turned the distance
between two teeth on each revolution of the shaft. This wheel P forms part of
the registering mechanism, and is provided on its front face with consecutive

page_text: numerals, running from 1 to 99, as illustrated in Figure 3, one numeral being
for each tooth P¹. One of the numerals P3 is visible through an opening A
in the front of the casing A, as illustrated in Figure 1, to register trains passing
over the section.
On the wheel P is formed a ratchet wheel P4 engaged by the pawl P* fulcrumed
on a partition in the casing A, and on the said wheel is also secured an arm P
adapted to engage and turn a ratchet wheel Q secured on a shaft Q1 journaled
in the casing A, and carrying a hundreds wheel Q, formed on its face with
numerals from 1 to 10 in consecutive order; each hundred indicating one hundred
revolutions.
Now it will be seen that when the wheel P makes one complete revolution, the
arm P turns the ratchet wheel Q such distance as to bring the next consecutive
numeral of the wheel Q, into the opening A' in the front of the casing A to register
the corresponding train in conjunction with the numeral P¹ of the wheel P. Thus
if the numeral 74 appears in the opening A', and a numeral 3 in the opening A',
indicates that the three hundred and seventy-fourth train has passed over the section
on which the device is located.
it
In order to prevent a return movement of the wheel P, I provide an additional
In order to lock the
spring catch P' engaging the teeth Pl, as shown in Figure 3.
wheel D in position, I provide its rim with notches D adapted to be engaged by
a spring catch D³ having a button D extending through the slot in the front of
the casing A, so as to be under the control of the operator, it being understood that
the operator has to pull the button D to the left, see Figure 1, before he can
turn the handle C in the direction of the arrow a'.
On the armature lever G'is arranged a spring contact plate G³ adapted to engage
a contact point G whenever the said armature is attracted by the electro magnet G.
This contact G is connected by a wire with the electro magnet of a lock bell G
arranged within the casing A, as illustrated in Figure 2, the other wire of the
electro magnet being connected with a contact point G8 engaging an arm G
projecting from the armature lever G, at or near its fulcrum, as is plainly shown in
Figures 2 and 3.
In order to make the wire connections of the several electrical devices, 1 connect
the wire H of the receiving circuit H with one of the electro magnets of the lock
relay 1, the armature I' of which is connected by a wire 12 with the battery 1, and
with one of the electro magnets G. The other electro magnet of this local lock G
is connected by a wire l' with a contact point 1' for the armature lever I', whenever
the latter is attracted by the magnets of the lock relay I. The track relay J has
its armature lever J¹ connected by a wire J2 with the other magnet of the lock
relay I, as is plainly shown in Figure 2, and the armature lever is adapted to
make contact with a contact point 17, connected by a wire 1 with a battery 18 and
the wire I, previously described.
The armature lever J' is provided with a spring arni Js adapted to connect with
a contact point J whenever the said lever is released from the electro magnets of
the track relay J. This contact point J is connected by a wire J' with one of the
contact plates of the set of contact plates F, the other plate of this set being
connected by a wire with the wire 1 leading to the electro magnets of the local
lock G. The armature lever J', normally connects with a contact point Jo
connected by a wire J' with one of the set of contact plates F1, the other plate of
which is connected with the wire H³ forming one of the wires of the receiving
circuit H. The electro magnets of the track relay J are connected by the
wires J and J with the rails of the track section R, over which the trains pass, it
being understood that the rails of this track section are supplied with a current
from a battery S, see Figure 2. The track section R is insulated from the track
section R', over which the trains pass to the section R, and the latter is insulated
at its left, from the section R' onto which the trains pass from the section R, see
Figure 2.
Now it will be seen that the armature lever J' of the track relay J is attracted

page_text: by its electro-magnets as long as the section R is clear, but as soon as the trains
pass onto this section, the current is short circuited by the wheels and axle of
the train, so that the armature lever J' is disconnected from the electro-magnets,
breaks the contact at Je, and makes contact at J'and 17. It will be understood
that the wires H and H' of section. R are connected with the wires H' and' H
respectively of the section R, and similarly, the wires H and H of the section R
are connected with the wires H and H of the section R*.
The operation is as follows:
When the several parts are in the position illustrated in Figures 1, 2 and 3, then
the contact plates F, F1 and F stand opposite the cut-out portion E6, and the lock
bar K is in a lowermost position indicating that the signal lever is locked and
the signal for section R is in danger position. The lock bar K is now locked
in place by the projection G₁ of the armature lever G engaging the upper
shoulder K, and the red target is displayed in the opening A', and the pointer C
of the handle C, points to the opening A. Now, when the operator in charge of
the signal station for the track section R', desires it to be unlocked, as a train is
approaching the section R¹, he gives the handle C one-third of a turn by
moving the pointer C¹ to the point A on the front face of the casing A, and
notifies by means of an electric call bell, or other means, the operator in charge of
section R that he desires the section R' to be unlocked. The operator on section R¹
then likewise gives the handle C of his apparatus one-third of a turn by moving
the pointer C to the point A² on the front face of the casing A. In doing so, the
operator turns the shaft B and brings the blue target D' into the opening A'. The
disks E, E, E, turn with the shaft B, and tlie contact plates F and F make
connection at the contact plates E of the disks E and E, while the contact
plates F rest on the insulated portion of the disk E. It will be understood that
the same position of parts has been produced at the station of section R', as the
operator thereat has turned pointer C₁ to point A³, as described. As soon as the
contact plates F' of section R pass onto their plate E' on the disk E, the circuit H¹
is closed, the current passing through the wire H of section R to the wire H3 of
section R¹, and then to the relay 1 of this section, the wire J armature J',
wire J, contact plates F', wire H, and back to wire H of section R. The relay
magnet I being energized, attracts the armature I' and thus closes the circuit for
the battery 1 and the current from this battery passing to the electro-magnets G
of the apparatus on station R', causes the armature to unlock the lock bar there,
to permit the operator in charge of the station for section R', to unlock the signal
lever of that section. The other set of plates F in making contact on their
disk E', complete that part of the circuit H for the local lock of the section R
which is in the said section, by connecting the wires H³ and J7, to permit the
operator of the station for the section R', by turning the pointer C¹ of his
apparatus to point A³, to send a current to the local lock by the circuit H,
whenever requested to do so by the operator in charge of the apparatus for
section R.
and
The operator of section R, now waits until he receives a second signal from the
operator in charge of section R' that the train has passed onto the section R',
the operator in charge of section R, now by a special telegraph, or other means,
asks the operator of section R' to unlock him, which the operator of section R
does, by turning the handle C from the opening A' to A' of his apparatus, to send
a current through the circuit H to the lock relay I of the section R. This unlocking
is necessary to enable the operator in charge of station R to unlock the signal lever
to permit of changing the signal from the danger to the open position, that is, to
open the section R for the train coming along section Ri, and allow it to pass onto
the section R.
It will be seen that when the current in the circuit H passes through the
electro-magnets of the relay I, the armature lever I is attracted and the local lock
circuit is closed, so that the electro-magnets G attract the armature lever G²,
whereby the lug G* swings from the shoulder K', thus unlocking the lock bar K.

page_text: As the shaft B has already been given one-third turn, the teeth L¹ have been
brought to the uppermost teeth K³ of the lock bar K, so that when the operator
now turns the handle C to move the pointer C from A to A, then the
teeth L'in mesh with the teeth. K', lift the lock bar K so that the locking rod,
connected with the said lock bar, is moved into an uppermost position to permit
the operator in charge of the signal to pull the latter into the position indicating
that the track is clear.
The electro-magnets G¹ relieve the armature lever G, and the latter with its
lug G engages the shoulder K to lock the bar K in an uppermost position. The
white target D is now displayed in the opening A', and the two circuits H and H¹
are cut out to leave the local back lock circuit in action. The train can now.
enter section R, and in doing so it releases the track relay J, by short
circuiting the track rail circuit, as previously described, whereby the armature
lever J makes contact with the points 17 and J, as previously mentioned, so
that the electro-magnets G+ are actuated by the current from battery 18 to again
attract the armature lever G2 to move the lug G₁ from under the shoulder K, at
the same time the circuit for the bell G7 is closed and the latter is sounded: The
bar K now drops downward a short distance and the operator must now throw the
signal lever to danger position and in doing so the rod connected with the bar K
enters the lever plate and locks the lever in danger position. The bar K is now in
its lowermost position, and is locked in this position by the armature G³ returning
when the train leaves the section R and allows the track relay magnet to attract
the armature J¹ and break the circuit of battery 18.
It is understood that when the handle C is turned the first third of a revolution,
and the blue target, instead of the red target, appears in the opening A', then the
operator has unlocked the section R' while his own section still remains locked so
that it must be unlocked by the operator in charge of section R' before the
operator of section R can move the handle to the next position.. When the
operator at section R2 sends the current through the circuit H, then the lock
bell G sounds an alarm to indicate to the operator that the handle C is free to be
turned, as the armature lever G has been attracted to unlock the lock bar K.
The operator in turning the handle C to move the pointer C₁ from A to A³, cuts
out the lock bell, so that the latter now stops ringing, and also frees the signal
lever at the time the white target D' appears in the opening A', in place of the
blue target. When the train has passed the section R, the operator after the
signal has been thrown to danger turus the handle C to move the pointer C¹
from A to the opening A', to again display the red target D, at the same time
permitting the lock bar K to drop back to its normal position. previous to turning
the handle. As the latter has now made a complete revolution, the registering
wheel P has been turned so as to display the next following numeral in the
opening A'. The above described operation is then repeated for the next
following train, it being understood that the operator in charge of section R, has
first to unlock section R', then has to ask the operator at section R2 to unlock
section R, and so on, so as to be in position to operate the handle C and permit the
display of the proper signals for the train.
By the arrangement described, the operator is not liable to make a mistake in
displaying the wrong signal, as he cannot turn the handle C to unlock his own
section unless he follows the directions for the proper manipulation of the device.
When the shaft B is in such a position that the plates F are in contact with the
plate E of the disk E, and a conducting obstruction, such as a rail or a telegraph
wire attached to a pole, has been thrown or has fallen upon the track so as to
touch both rails thereof, the bell G7 will be operated owing to the current from
the battery being short circuited, as before described, thus giving a warning to the
operator.
It will be obvious that the operator cannot turn the handle sufficiently to
actuate the registering mechanism as long as the track rail circuit is short circuited
as the lock bar K is in its raised position, and therefore if at any time a second

page_text: train disregarding the signal enters any one of the sections while another train is
still upon the same, the operator will be unable to so turn the handle before the
second train has left the section in question, and consequently only one of the
trains will be registered at that station, thus throwing the blame upon the driver of
the second train.
It will be observed that the armature J' whose movement is controlled by the
track circuit (J8, J, J) forms a portion of the main lock circuit (H, I. J, J³, J7,
F, H) and likewise of the local lock circuit (17, 1º, I, G, I, F, E*, J³, J', J');
also that when the said armature closes the gap in the main lock circuit, it opens the
gap in the local lock circuit, and that the movement of said armature or movable
portion of the main and local lock circuits, is automatic upon the entrance of a
train upon, or its departure from, the section to which the track circuit (JB, J, J³)
belongs.
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 :-
:-
1. A railway block signal lock, comprising a lock for the signal, a main lock
circuit controlling said lock, and controlled from a distant point, a local lock circuit
likewise controlling the lock, the main lock circuit and the local lock circuit being
provided with a movable portion, and a track circuit arranged in operative relation
to the said movable part so that the latter will normally close the gap in the main
lock circuit and enable the latter to be closed, and open the gap in the local lock
circuit, the track circuit being also arranged in operative relation to passing
trains, to cause such movement of the movable section of the lock circuits as to
.open the gap in the main lock circuit so that the latter cannot be closed, and close
the gap in the local lock circuit, substantially as and for the purpose set forth.
2. A railway block signal lock, comprising a lock for the signal, a main lock
circuit controlling said lock and controlled from a distant point, a local lock circuit
likewise controlling the lock, the main lock circuit and the local lock circuit
being provided with a movable portion, and a track circuit including an electro-
magnet arranged in operative relation to the said movable part so as to cause
said part to normally close the gap in the main lock circuit and enable the latter
to be closed, and open the gap in the local lock circuit, the track circuit being
also arranged to be short circuited by passing trains, to weaken the electro-magnet
in the track circuit and allow the movable part to open the gap in the main
lock circuit, so that the latter cannot be closed as long as the track circuit is
short circuited, said movement of the movable part also closing the gap in the
local lock circuit, substantially as described.
3. A railway block sigual lock, comprising a movable lock bar for the signal
lever, a rotatable shaft for moving the said lock bar and under the control of the
operator, and an electro-magnet whose armature is adapted to engage the said
lock bar to lock the latter in different positions, substantially as shown and
.described.
4. A railway block signal lock, comprising a lock bar for the signal, means
for operating said bar, and a registering mechanism connected with the said
operating means to register the number of trains passing over the section, substan-
tially as described.
5. A railway block signal lock, comprising a lock bar for the signal lever and
formed with shoulders and teeth, an electro-magnet having its armature lever
provided with a lug adapted to engage the said shoulders to lock the lock bar in
different positions, a shaft mounted to turn and under the control of the operator,
and a toothed wheel held on the said shaft and adapted to engage the said lock
bar teeth, substantially as shown and described.
6. A railway block signal lock, comprising a lock bar for the signal lever and
formed with shoulders and teeth, an electro-magnet having its armature lever
provided with a lug adapted to engage the said shoulders to lock the lock bar in

page_text: different positions, a shaft mounted to turn and under the control of the operator.
a toothed wheel held on the said shaft and adapted to engage the said lock bar
teeth, contact disks held on the said shaft and provided with contact plates, and
stationary contact plates adapted to make connection with the said disks and adapted
to close the circuit for the said electro-magnet which connects the armature lever,
to disengage the lock bar, substantially as shown and described.
7. A railway block signal lock, comprising a lock bar for the signal lever and
formed with shoulders and teeth, an electro-magnet having its armature lever
provided with a lug adapted to engage the said shoulders to lock the lock bar in
different positions, a shaft mounted to turn and under the control of the operator,
a toothed wheel held on the said shaft and adapted to engage the said lock bar
teeth, contact disks held on the said shaft and provided with contact plates, and
stationary contact plates adapted to make connections with the said 'disks, and
adapted to close the circuit for the said electro-magnet which connects the armature
lever to disengage the lock bar, or to break the circuits for the said electro-magnet,
substantially as shown and described.
8. A railway block signal lock, comprising a lock bar for the signal lever and
formed with shoulders and teeth, an electro-magnet having its armature lever
provided with a lug adapted to engage the said shoulders to lock the lock bar in
different positions, a shaft mounted to turn and under the control of the operator,
a toothed wheel held on the said shaft and adapted to engage the said lock bar
teeth, contact disks held on the said shaft and provided with contact plates,
stationary contact plates adapted to make connection with the said disks and
adapted to close the circuit for the said electro-magnet which connects the armature
lever, to disengage the lock bar or to break the circuits for the electro-magnets, and
a lock relay and track relay having connections with the said contact plates for the
disks, substantially as shown and described.
9. A railway block signal lock, comprising a lock bar for the signal lever and
formed with shoulders and teeth, an electro-magnet having its armature lever
provided with a lug adapted to engage the said shoulders to lock the lock bar in
different positions, a shalt mounted to turn and under the control of the operator, a
toothed wheel held on the said shaft and adapted to engage the said lock bar
teeth and a lock bell connected with the said armature lever, substantially as shown
and described.
10. A railway block signal lock, comprising a lock bar for the signal lever, and
provided with teeth, a shaft mounted to turn and under the control of the operator,
a toothed wheel on the said shaft and adapted to engage the said teeth of the lock
bar and a disk held on the said shaft and turning with the same, the said disk being
provided with targets for indicating the position of the mechanism during each
revolution of the shaft, substantially as shown and described.
11. A railway block signal lock, comprising a lock bar for the signal lever, and
provided with teeth, a shaft mounted to turn, and under the control of the operator,
a toothed wheel on the said shaft and adapted to engage the said teeth of the lock
bar, a disk held on the said shaft and turning with the same, the said disk being
provided with targets for indicating the position of the mechanism during each
revolution of the shaft, and registering mechanism, substantially as described, and
operated from the said shaft to register the number of trains passing over the
section, as set forth.
12. The general ecnstruction and arrangement of parts constituting my improved
block signal lock, substantially as hereinbefore described and illustrated by the
accompanying drawings.
A. M. & WM. CLARK,
53 Chancery Lane, London, Chartered Patent Agents.
A. M. & WM. CLARK,
53 Chancery Lane, London, Chartered Patent Agents.