Improvements in Railway-switch and Signal Apparatus.
Year: 1891

page_text: Date of Application, 10th Feb., 1891-Accepted, 2nd May, 1891
COMPLETE SPECIFICATION.
Improvements in Railway-switch and Signal Apparatus.
We, GEORGE WESTINGHOUSE, Jr., Manufacturer, residing at Pittsburgh, and
JENS GABRIEL LUND SCHREUDER, Signal Engineer, residing at Edgewood, both
in the County of Allegheny, State of Pennsylvania, United States of America,
do hereby declare the nature of our invention for IMPROVEMENTS IN SWITCH AND
SIGNAL APPARATUS, and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:-
The invention herein relates to interlocking mechanism for controlling by fluid
pressure and electrically pneumatic or other pressure appliances for moving the
switches and signals, or other devices or appliances at a distance, where a return
indication of completion of such movement, is desired and the completion of such
movement effects a locking of the controlling mechanism, the operation of said
fluid control being also regulated electrically, and in general terins the invention
consists in certain combinations of rotatable or revolvable rollers or barrels, some
of which are connected to valve or electrical make and break mechanisms controlling
the operation of switches, and themselves dependent for full movement upon the
switch movements, said rollers being provided with insulated metallic strips, so
located around the barrels or rollers as to require certain predetermined positions
of certain predetermined rollers for the completion of the controlling electric
circuits it also consists of mechanism for locking switch operating levers, said
mechanism being operated by the signal levers which are in turn locked by
electrically controlled mechanism by the clearance of a signal, and unlocked by the
passage of the train from the section controlled by the cleared signal, all as more
fully hereinafter described and claimed.
Figure 1 is a diagrammatic view showing a section of double tracks with a cross-
over track and branch lines from each main line together with the appropriate
home and distant signals, mechanism for operating the switches and signals, the
pipe connections from the machine to such switch mechanism and the electric
circuits passing through the machine for controlling the signals.
Fig. 2 is a front elevation of the machine showing the switch and signal operating
levers, a part of the front plate being broken away to show in the mechanical
locking and valve mechanisms partly in section and partly in elevation ;
Fig. 3 is a plan view of the machine;
Fig. 4 is a sectional elevation, the section being taken in the line a,, Fig. 2;
Fig. 5 is a detail view on an enlarged scale of the electrically actuated mechanism
for locking the switch levers, showing the progressive steps in the operation of
shifting the switch;
Figs. 6, 7 and 8 are plan, side and end views of the electrically actuated lever
for locking the switch lever;
Figs. 9, 10, 11 and 13 are diagrammatic views illustrative of the electric circuits
in different positions of the switches and signals and their operating mechanisms;
Fig. 12 is a detail view on an enlarged scale of the interlocking relay ;
Fig. 14 is a rear view of an indicator board containing miniature tracks showing
the different positions of the switches operated by the switch controlling mechanisms
and also containing numbered discs indicating approaching trains;
Fig. 15 is a sectional view on the line y, y, Fig. 13,
Fig. 16 is a sectional detail view of a valve for releasing fluid pressure for
returning the numbered discs to normal position;
Fig. 17 is a perspective view of one of the make and break rollers controlling
the signal circuits; and,
Fig. 18 is a sectional view of one of the signal levers;

page_text: Fig. 19 is a diagrammatic view showing a section of double tracks and branch
lines from each main line, together with mechanism for operating the switches and
the electric circuits extending from the switch mechanisms to the machine in the
tower ;
Fig. 20 is a sectional elevation of the machine showing the make and break
mechanism controlling the circuits leading to one of the switch mechanism;
Figs. 21, 22 and 23 are sectional detail views of locking mechanism for the
switch controlling lever;
Fig. 24 is a sectional view on the line x, x, Fig. 21;
Fig. 25 is a sectional elevation of the switch operating mechanism;
Fig. 26 is a detail view of the valve cap; and,
Fig. 27 is a diagrammatic view illustrating the orderly sequence in which the
circuits leading to the switch motor are completed and broken by the movement of
the switch lever.
The machine consists of an iron frame L, supported by a table L', in this frame
near its rear end are arranged a series of three-way valve mechanisms 1, 2, 3, 4, etc.
Each of these mechanisms consists of a case 3ª having a conical opening therein for
the reception of the correspondingly shaped plug 4, having grooves 5 and 6 for
connecting the ports 7 and 8 alternately with the inlet port 9, and exhaust port 10,
said ports 7, 8, 9 and 10 being formed in the casing 3. The grooves 5 and 6 are
made of such a length around the plugs 4, that when the plugs are at centre
position the partitions between the grooves shall cover the ports 7 and 8, as shown
in Fig. 2 and when the plug is shifted as hereinafter stated, to either side of its
centre position, fluid pressure will be admitted to either one or the other of the
ports 7 and 8, depending upon the direction in which the plug is shifted. The
several casings are formed with horizontal openings 11, registering with each other
and forming a continuous passage under the casings through the machine for
conducting fluid pressure, said openings in each casing being connected with the
inlet port 9. The exhaust port 10 in each casing is connected with a similar
passage, formed by openings 12 in the casings. The passage or opening 11 formed
as described in the casings of the valve mechanisms of the series is connected with
a fluid pressure reservoir 13 by a pipe 14, see Figs. 1 and 3. The ports 7 and 8
are connected with the valve mechanisms E E E and E' controlling the switch
operating mechanisms F F1 F2 and F3, by pipes a a¹ bbc c¹.
The stems of the plugs 4 of the several valve mechanisms 1, 2, 3, 4, etc., are
provided with operating handles or levers 15, and also with locking quadrants 16,
having curved slots 17, see Figs. 2 and 5, the lower walls of the slots having
notches 18 formed midway of the length of the slots. On the valve casings 3* are
formed brackets 19 to which are pivoted the safety latches 20 having their rear
ends connected by rods 21 to the armatures 22 of the electro-magnets 23, whereby
the latches are operated as hereinafter described. The front ends of the safety
latches engage the slots 17 in the quadrants 16, said latches being held as against
lateral movement by studs 24 projecting upwardly from the valve casings. When
the circuit through the magnet 23 is broken, the weight of the armature 22 holds
the front end of the safety latch 20 on a plane above the notch 18, so that the
quadrant can be fully reversed, but as a full movement of the quadrant and its
connections will as hereinafter state:1, complete an electric circuit, thereby rendering
possible to give a signal before the switches have been properly set, a tongue 25 is
pivoted to the safety latch 20, said tongue projecting through a slot 28 in the
latch, see Fig. 8, and having its free end resting on top of the reduced end of the
latch engaging the slot 17. This tongue is made of such a thickness that when
the latch is in normal position, i.e. the front end of the latch elevated by the
armature as above stated, a pin 26 on the upper wall of the slot 17 will engage
said tongue while the quadrant is being reversed, thereby preventing any movement
of the quadrant beyond its centre position, greater than the amount of play allowed
the tongue by the slot 28 in the safety latch. This amount of movement is,
however, sufficient to so reverse the valve mechanisms 1, 2, 3, 4, etc., so as to admit

page_text: fluid pressure into that pipe which was in the previous position of the valve, the
exhaust pipe, and thereby shift the switch by means of fluid pressure mechanism F.
The unlocking of the switch, a step preliminary to its movement, will by the
mechanism indicated at 124, 126, etc., Fig. 1, close the circuit passing through the
magnet 23, and the movement of the armature consequent thereupon, will depress
the front end of the safety latch 20 into the notch 18, and free the tongue from
engagement with the pin 26, thereby preventing any further movement of the
quadrant and valve mechanism until the switch has been fully changed and locked,
the movement of the switch locking mechanism breaks the circuit through the
magnet 23, thereby permitting its armature to drop and raise the front end of the
safety latch from the notch 18 on the opposite side of the pin 26, when the quadrant
and valve mechanism may be fully reversed. In order to prevent any movement
of the quadrant during the downward movement of the latch and tongue, on the
unlocking of the switch as stated, the combined thickness of the tongue and latch
is made greater than the distance between the lower end of the pin 26 and the
bottom wall of the slot 17, so that the latch will engage the end of the notch 18
before the tongue is freed from the pin.
In order to relieve the locking mechanism just described, from shocks or strains
incident to a hurried operation of the machine and to regulate the preliminary
movement of the switch controlling mechanism, the upper edge of the front
plate 28 immediately in the rear of the levers 15, is formed into a series of
curved segments 29, provided with shoulders 30 and 31, the distance between
the shoulders 30 being equal to the length of the slots 17 and the distance
between the shoulders 31, corresponding to the length of the notches 18. On
the rear side of the levers 15 are arranged the sliding latches 32, having their
lower ends constructed to engage the shoulders 30 and 31, the upper ends of said
latches being connected to the stems of operating handles 33, said stems passing
through slots 34 in the upper ends of the levers 15. These latches are held against
the curved segments by springs 35, see Fig. 4. In shifting one of the levers, the
operator pushes on the handle 33, until the end of the latch drops into the notch
forming the shoulders 31, which will prevent any further movement of the
lever, until the operator raises the handle sufficiently to lift the latch clear of
the shoulders. At the time the latch 32 engages one of the shoulders 31, the
quadrant 16, latch 20 and tongue 25 will be in the position shown by the middle
quadrant in Fig. 5. The operator allows the lever to remain at rest until the
latch 20 and tongue 25 have been shifted in the manner hereinbefore described, to
the position shown by the second diagram from the right in Fig. 5, he then raises
the handle 33 and shifts the lever 15 until the latch 32 comes in contact with the
shoulder 30, at which time the quadrant, latch 20 and tongue 25 will be in the
position shown by the diagram at the right of Fig. 5.
Around the stems of the plugs 4* are arranged rollers 36 formed of rubber, hard
wood or other non-conducting material and on the rollers are secured a series of
metal bands 37 passing partially around said rollers, said bands being held in place
by bending their ends inwardly and inserting such bent ends into longitudinal deep
grooves or slots 38 formed in the surfaces of the rollers. On the frame L, beneath
the rollers is arranged a bed plate 39 formed of rubber, hard wood or other suitable
insulating material, and along this bed plate at right angles to the rollers 36 are
secured a series of metal strips 40, connected on one side of the machine to a common
metal strip 41, secured on an end plate 42 of rubber, hard wood or other suitable
insulating material, so as to insulate the strip 41 from the machine, the opposite
ends of these strips 40 being connected to independent binding posts 43. These
strips 40 are not continuous along the bed plate but are formed of two, three or
more sections, each section being provided at its ends with metallic springs 44
arranged to bear upon the rollers 36, in line with the bands 37, so that in certain
positions of the rollers, the strips 40, springs 44, and bands 37 will form, except for
breaks hereinafter described, a complete metallic circuit from the binding posts to
the common strip 41.

page_text: Parallel with the rollers 36 connected with the valve mechanisms 1, 2, 3, etc., is
arranged a series of rollers 45, similar in construction to the rollers 36 and provided
with metallic bands 37 partially surrounding said rollers, and arranged, in certain
positions of the rollers, to engage or have electrical contact with the springs 44 of
some of the strips 40, as fully described in connection with the rollers 36. These
rollers 45 are journalled at one end of the machine, in bearings 46, located between
the valve casings 3", and if desired, formed integral therewith; the opposite ends of
the rollers are journalled in bearings formed in the front plate 28 of the machine, as
are also the rollers 36. On the rear ends of the rollers 45 are secured quadrants 47
having slots 48 formed therein, see Figs. 2, 9, 10 and 11, and within these slots 48
are arranged the forward ends of locking latches 49, which are pivoted on brackets 50,
see Figs. 3 and 4, and have their rear ends connected by rods 51 to the armatures 52
of the electro-magnets 53. These electro-magnets are included in electric circuits,
to be hereinafter more fully described, which are made or broken by the change of
position of one or more signals included in one or more combinations of switches and
signals, and by interlocking relays which are controlled by the switch operating
mechanism and by track circuits. When the electro-magnets 53 are charged, the
front ends of the locking latches 49 are held down against the lower walls of the
slots 48 of the quadrants 47, which can then be shifted to one side or the other, as
desired, see Figs. 2, 9, 10 and 11, but when the circuits through said magnets 53 are
broken, the weight of the armature will raise the front ends of the locking latches 49
between the studs 54 on the upper walls of the slots 48, thereby preventing any
movement of the quadrants, see Figs. 9 and 10, or between the ends of the slots and
the studs 54, when only a limited movement of the quadrants is permitted. The
operating levers 55 of the rollers 45 are slotted at their ends, see Fig. 2, for
engagement with the stems of the handles 56 of the crank arms 57 of the shafts 58,
which are journalled in suitable bearings in the frame 2, as shown in Figs. 2 and 4.
The handles 56 are provided with spring actuated pins 59 adapted to engage a hole
in the front plate 28 when the levers 55 and crank arm 57 are in line with each
other, at which time the locking latches 49 will be in line with the notch between
the studs 54, and also with curved slots 60, on both sides of the centre position of
the latch 49 and crank arms, these slots 60 being made of a length so proportioned
in relation to the distance between the studs 54 and the ends of the slots 48 of the
quadrants 47, that when the ends of the levers engage either the ends of the slots
or the studs 54, the pins 59 will bear against the corresponding ends of the slots 60.
This construction and arrangement of devices preserves the quadrants and latches
from being injured by accidental movements of the mechanism.
Beneath the rollers 36 and 45 and parallel therewith, are arranged a series of
brackets 61 and 62 having notches formed in their upper and lower edges
respectively, for the reception of a series of locking bars 63, which are provided on
the lower edges with a series of teeth adapted to engage with the toothed
segments 64 secured to the shafts 58, each shaft being provided with a single
segment 64 for engagement with one of the locking bars. Above the locking bars
are arranged a series of locking dogs 65 pivoted at their rear ends to the frame of
the machines and having their front ends projecting through slots 66 in the front
plate 28, said locking dogs being arranged in the vertical plane passing through the
axis of the rollers 36, and adapted when raised, as hereinafter stated, to engage the
tails 67 of the levers 15. These locking dogs are supported by the bars 63, which
at suitable intervals are provided with notches or depressions 68 of sufficient depth
to allow the dogs to drop down below the line of movement of the tails 67, the
remaining portions of the bars being of sufficient height to raise the dogs into the
path of movement of said tails. It will be readily understood, that as the switch
operating levers 15 are first shifted to the right or left of the centre position and
then the signal levers are correspondingly moved, whereby the locking bars 63 are
so shifted as to raise the locking dogs 65 from the depressions or notches 68, into
the path of movement of the tails 67, that the levers 15 cannot be reversed
sufficiently far to change the switches until after the signal levers 55 are returned

page_text: to normal and the locking dogs drop into the notches 08. As the locking dogs
extend across the entire series of locking bars, and as each bar is designed to
operate only such of the dogs as are included in one combination, the bars 63 are so
constructed as regards their upper edges, that only those dogs included in any one
combination will be effected by the movement of the bars in such combination, in
the present case this purpose is effected by notches in the bars, such depressions or
notches being of a length equal to the full movement of the locking bars. The
operative notches 68, as they might be termed, are so constructed, as of a length
only a little greater than the thickness of the dogs, that the first movement of the
levers 55 from a centre position will raise said dogs, thereby locking the levers 15
as against reversal until the levers 55 have been returned to normal or centre
position as shown in Fig. 2.
The lay-out or diagram of tracks employed for illustrating the invention herein,
consists of the main lines M, M' having the branches N N¹, and the cross-over O,
the switches for the branches and cross-over mm² and n and n', respectively. These
several switches are operated by the fluid pressure mechanisms F F F and F³, as
shown in Fig. 1, these mechanisms are connected to the valve mechanism E E¹ E*
and E by pipes 69, and the valve mechanisms are connected to the machine
valves 1, 2, 3, 4, etc., by pipes a, a¹ b, b¹ and c, c¹ respectively, as hereinbefore stated.
In describing the signals and switches connected with the lay-out shown in Fig. 1,
trains will be supposed to be moving in the direction of the arrow & on track M
and in the direction of the arrow y on the track M¹. The above described systein
of tracks is provided with a distant signal 70 governing the approach of trains on
the track M₁ to the switches m¹ and n¹, the home signal 71 governing the main line
past the switches m¹ and n¹, the route signal 72 governing the branching line N¹
and the route signals 73 and 74 governing the movement of trains from the
branch N¹ to the main lines M' and M respectively. The distant signal 75
governs the movements of trains on the track M as they approach the switches m
and n in combination with the home signal 76. The route signals 77 and 78 govern
the movement of trains from the line M to the lines M' and N¹ respectively. The
movement of trains from lines M to N and return is governed by what is commonly
termed pot-signals 79 and 80. The semaphore signals from 70 to 78 inclusive,
are operated by any suitable fluid pressure mechanism 81, said mechanism being
connected to the fluid pressure reservoir 13 by main pipes 82 and branches 83.
The flow of pressure to and from the signal operating mechanism 81 is controlled
by electro-magnets, said magnets being included in electric circuits controlled
by the machine.
The battery H is connected by a suitable wire with a binding post electrically
connected to the common strip 41, and the current passes from said strip 41
through the strips 40, springs 44 and bands 37 on the rollers 36 and 45, when
said rollers have been properly adjusted, as will be hereinafter stated. The current
controlling the magnet of signal mechanism 81 on the home signal 76 passes
from one of the binding posts 43 by the wire 84 to the magnet 85 of the locking
relay 86 and thence by the wire 87 to the magnet on signal 76 and is there
connected to branch pipe 83 of the system of Huid pressure pipes which are
connected to the opposite pole of battery H. The current controlling the magnet
on distant signal 75 passes from one of the binding posts 43 by the wire 88 through
circuit breaking mechanism 89 operated by the mechanism 81 on signal 76, thence
to a circuit breaking track relay 90 controlled by track section 91 and thence
to one pole of magnet of signal mechanism on signal 75, the opposite pole being
connected to branch pipe 83. The rails of insulated track section 91 are connected
at one end of said section to opposite poles of battery h, and at the opposite end
thereof, to the magnet of relay 90. The current controlling the magnet of the
mechanism 81 of signal 77 passes from one of the binding posts 43 by the wire 93
through the magnet 94 of the locking relay 95 and thence by the wire 96 to
the magnet on signal 77, from which point the current passes by the fluid pressure
pipes to the battery H. The current controlling the magnet of the operating

page_text: mechanism 81 of the signal 78 passes from one of the binding posts 43 by the
wire 97 to the magnet 98 of the locking relay 99 and thence by the wire 100 to the
magnet on signal 78, whence it passes by the fluid pressure pipes to the battery H.
The currents controlling the magnets of the operating niechanisms 81 of the
signals 71 and 72, pass from two of the binding posts 43 by wires 101 and 102 to
the magnets 103 and 104 of the locking relays 105 and 106, and thence by the
wires 107 and 108 to the magnets on said signals, whence they pass by the fluid
pressure pipes to the battery H. The currents controlling the magnets of the
operating mechanisms 81 of the route signals 73 and 74, pass from two of the
binding posts by the wires 109 and 110 to the magnets 111 and 112 of the locking
relays 113 and 114, thence by the wires 115 and 116 to the magnets of the route
signals 73 and 74 and from said magnets to the battery H by the fluid pressure
pipes. The current controlling the magnet of the operating mechanism 81 of the
distant signal 70 passes from one of the binding posts 43 by the wire 117 to a
circuit breaking track relay 118 controlled by track section 119, thence by wire 120
through the magnet in signal 70 to battery H by the fluid pressure pipes. It will
be observed that all the above described circuits start from one side of the machine
and that the battery H is connected to the opposite side of the machine, hence it is
necessary that such of the rollers 36 and 45 as are included in any combination,
should be in certain predetermined positions before any current can pass through
said circuits to the magnets on the signal operating mechanisms 81 of the signals.
The movements of the rollers 36, so far as a completion of circuits above described
through their bands 37 is concerned, is electrically controlled by the magnets 23, as
hereinbefore described. One pole of each of these magnets is connected to the
independent binding posts 121 and the opposite pole thereof to a common metallic
strip 122, insulated from the machine, said strip 122 being electrically connected to
one pole of the battery H, whose opposite pole is connected to the fluid pressure
pipes as shown in Fig. 1. The circuit, including the magnet 23 controlling that
one of the rollers 36 which is connected to the valve mechanism 1, as herein before
stated, is formed by the wire 123 leading from one of the binding posts 121 to one
part of the circuit breaking mechanism 124, the other part of said mechanism being
connected to one of the fluid pressure pipes. This circuit breaking mechanism 124
is controlled by the locking pin of the switch m, and is so constructed that the
circuit is completed while the switch is unlocked and broken when the switch is
locked in either of its positions.
The circuit breaking mechanisms controlling the movements of the valve
mechanisms on the machine may be operated by any other moving part of
the switch or its shifting mechanism, as for example the detector rails, the switch
points or the piston of the fluid pressure mechanism F, provided that the circuit
breaking mechanism be so operated as to close the circuit at the beginning of the
switch shifting operation, and break the circuit when the switch points have been
fully shifted. It is preferred, however, that the circuit breaking mechanism
be operated by the locking bolt, as stated, for the reason that the valve
mechanism 1 cannot be released, having once been locked by a completion
of its controlling circuit until after the switch points have been fully shifted
and locked. The making and breaking of the switch circuits, which are effected
automatically by the movements of the switch locking bolts, causes the
latches so to rise and fall, and thereby guides the operator and indicates
to him the position of the switches and the proper time for setting the
signals.
As the switches m and m¹, being opposite ends of the cross-over O, should be
operated together, the valves E and E¹ of the switch operating mechanisms F
and F are connected as shown to the same valve mechanism 1 of the machine, as
shown in Fig. 1 and hence it is necessary that a double electric lock controlled by
the movements of both switches, should be applied to said valve mechanism 1. For
this purpose a second slot 17* similar in construction to the slot 17 is formed in the
quadrant 16, as shown in Figs. 2, 4 and 5, and a second latch 20ª similar to

page_text: the latch 20 in construction and function is pivoted to a bracket or support 19",
said latch being controlled by an electro-magnet 23. This electro-magnet
is included in a circuit formed by a wire 125 passing from one of the binding
posts 121 to one part of the circuit breaking mechanism 126, the other part of said
mechanism being connected as shown, to one of the fluid pressure pipes. This
circuit breaking mechanism 126 is controlled by the locking pin of the switch m' in
the manner above described in connection with the mechanism 124 of the switch m.
The magnet 23 of the machine valve mechanism 3 which controls the operating
mechanism F of the switch n' through the medium of the valve mechanism E³, is
included in the electric circuit formed by the wire 127 passing from one of the
binding posts 121 to one part of the circuit breaker 128, the other part of which is
connected electrically to the fluid pressure pipes. The magnet 23 of the valve
mechanism 2 controlling the movements of the switch n, is included in the electric
circuit 129 passing the circuit breaker 130, in a manner similar to that above
described in the connection with the other switch circuits.
The track circuit controlled by the circuit breaker 131 which is controlled by
track section P' of track M, is formed by the wire 133 leading from one part of
the circuit breaker 131 to the magnet 134 of locking relay 86, thence to the
magnet 135 of the locking relay 114, thence to the battery and then to the other
part of the circuit breaker. The track circuit controlled by the circuit breaker 136,
which is controlled by the track section P of track M', is formed by the wire 138
leading from one part of the circuit breaker to the magnet 139 of the locking
relay 106, thence to the magnet 140 of locking relay 105, thence to battery h,
thence to magnets 141 and 142 of locking relays 95 and 99, thence to one part of
circuit breaker 143 and thence back to the circuit breaker 136. It will be observed
that the above described circuit is also controlled by the track section P₁, through
the medium of the circuit breaker 143. The track circuit controlled by circuit
breaker 144, which is controlled by the track section P' of track M', is formed by
wire 145 leading from one part of the circuit breaker 144 to magnet 146 of the
locking relay 112 and thence back to the other part of said circuit breaker.
The movements of rollers 45 necessary for making or breaking the signal circuits
through the machine, are controlled through the medium of the latches 49 by the
magnets 53 which are electrically connected to independent binding posts 147. The
circuit, in which the magnet or magnets 53 controlling the movements of the rollers
or rollers 45 for making or breaking the circuits through the machine for signals
governing train movements along and from the track M, is formed by wire 148
leading from one of the binding posts 147 to circuit breaking mechanism controlled
by magnets 94 and 141 of locking relay 95, thence to circuit breaking mechanism
controlled by magnets 98 and 142 of locking relay 99, thence to circuit breaking
mechanism controlled by magnets 85 and 134 on locking relay 86, thence to circuit
breaking mechanisms 149, 150, 151 and 152 controlled by signals 78, 77, 76 and 75
and thence to the fluid pressure pipes, which are electrically connected to the
battery included in the above circuit. The number of signal rollers 45, included in
a locking circuit depends upon the number of train movements in any one lock com-
bination. The circuit, in which the magnet 53 controlling the movement of the
roller 45 for making or breaking the circuits through the machine for signals
governing train movements along to and from track M', is formed by wire 153
leading from one of the binding posts 147 to circuit breaker .controlled by
magnets 140 and 103 in locking relay 105, thence to circuit breaking mechanism con-
trolled by magnets 104 and 139 on locking relay 106, thence to circuit breakers 154,
155, 156, 157 and 158 controlled by signals 70, 71, 72, 73, 74, thence to fluid
pressure pipe and battery, thence to circuit breaking mechanism controlled by
magnets 111 and 146 on locking relay 112, thence to circuit breaking mechanism
controlled by magnets 113 and 135 on locking relay 114 and thence to locking
magnet 53.
The binding post 147, forming the machine terminus of wire 88 to the distant
signal 75, is connected to the common strip 41 by a continuous strip 40, in lieu of

page_text: passing through strips 37 around the rollers, but it will be observed that this
circuit 88 passes through circuit breaker 89, controlled by the home signal 76
and through the circuit breaker operated by relay 90 controlled by insulated track
section 91, which forms part of the circuit of the battery h. Hence it is necessary
to clear the home signal 76, thereby closing the circuit 88 through breaker 89, and
also that the circuit through the track relay 90 should be complete before the
distant signal 75 can be cleared.
As one of the circuit breakers in circuit 88 is controlled by track section 91, the
entrance of a car upon said section will, by cutting out the relay 90 break the
circuit 88, thereby causing the signal 75 to return to danger and thus protect the rear
of a train passing along the track M. It is sometimes necessary to allow a train to
pass the distant signal and move up to the home signal, but as in the above
described arrangement, the distant signal is always cleared by setting the home signal
at safety, a switch is placed in the circuit 88, at the machine so that said circuit
may be broken by the operator thereby returning the distant signal 75 to danger
while the home signal is at safety. This machine switch in circuit 88 may be an
ordinary key or one of the signal rollers 45 not otherwise employed. This machine
switch may be employed in lieu of the track section 91 for throwing the distant
signal to danger after the passage of train.
In lieu of interposing a circuit breaker, controlled by the home signal 71, in the
circuit 117 of the distant signal 70, a circuit breaker 159 controlled by the signal 71
is interposed in the insulated track section 119 forming a part of the circuit of
battery, said circuit also including the relay 118 controlling circuit breaking
mechanism in the circuit 117. The circuit 117 being a normally open circuit for
the reason that the track circuit 119 is also a normally open circuit, being closed
only when the signal 71 is cleared, the distant signal 70 will remain at danger
until the circuit through the track section 119 is closed by the home signal 71 going
to safety, and the signal 70 will remain at safety until either the signal 71 is set
to danger or until a car enters the track section 119 while the signal 71 is at safety,
or until an operator opens a key on the machine, as described in connection with
circuit 88
The construction and operation of the locking relays 86, etc., is clearly shown on
an enlarged scale in Fig. 12, and by reference to said fig. it will be observed that
the signal and track circuits pass through the magnets 85 and 134, thereof, but
that the locking circuits are connected to insulated binding posts 160 and 161, the
former being electrically connected to the armature 162 of the upper magnet 85,
the other post 161 to the contact point 163 attached to but insulated from one arm
of the bell-crank 164, the other arm of said bell-crank forming the armature of the
lower magnet 134 of the locking relay. Within the scope of movement of the
contact point 163 arranged a stationary contact point 165, which is electrically
connected to a contact point 166 on the spectacles 167 of the magnet 85. On the
end of the vertical arm of the bell-crank 164 is hinged a pawl 168 held by a
spring 169, in line with the arm of the bell-crank, but permitting of backward
bending of the pawl when the vertical arm of the bell-crank is thrown to the left
by closing the circuit through the magnet 134. The operation of this locking relay
is as follows, it being premised that signal circuits are normally open and the
track circuits normally closed, and while said circuits are in their normal condition
the above described devices will assume the position shown, thereby closing the
locking circuit. If now the signal circuit should be closed the armature 162 will
be raised, thereby breaking the locking circuit at the contact point 166, and if the
track circuit be broken, the locking circuit will be broken at the contact point 165.
When the armature 162 is raised by closing the signal circuit, while the track
circuit is closed, the pawl 168 will be thrown to the left, the end of the pawl being
moved into line with the bracket 170 on the armature 162 so that when the signal
circuit is again broken the bracket will engage the notch in the end of the pawl,
thereby preventing the armature 162 from dropping down upon the contact
point 166, and completing the locking circuit, as long as the track circuit remains

page_text: closed. Hence, in order to close the locking circuit after it has been broken by
closing the signal circuit, it is necessary to break the track circuit, thereby per-
mitting its armature to drop and move the vertical arm of the bell-crank to the
right, thus disengaging the notch in the pawl 168 and permitting the armature 162
to drop upon the contact point 166, but as by the movement of the vertical arm of
the bell-crank to the right the locking circuit was broken at the contact point 165,
the track circuit must be again completed, thereby throwing the contact points 163
and 165, together, before the locking circuit is closed. In describing the operation
of this plant, reference will be had principally to Figs. 1, 2, 5, 9, 10 and 11 and for
the purpose of said description it will be supposed, that a train on track M moving
in the direction of arrow r from a point to the right of the section of track shown
in Fig. 1, is to be shifted to track N¹. Figs. 9, 10 and 11 illustrate the operation
of the signals, the circuits controlling and controlled by the signals and the switch
interlocking mechanism controlled the signal operating mechanism, only during the
movement of the train from the right hand end of M to and past the interlocking
track section P. For this purpose it is necessary that switches n and m should
remain normal as shown, and that signals 76 and 75 should be cleared, in the order
named, until the train has passed track sections 91 and P, the entrance of the train
onto track section 91 automatically shifting the distant signal 75 to danger so as
to protect the rear end of the train, said signal remaining at danger until the train
has passed off of track section 91, when the signal will return to and remain at
safety until its controlling circuit is broken by returning the home signal 76 to
danger, unless, as should always be the rule, said controlling circuit is broken by the
operator, by means of a key S, see Fig. 9, interposed in said circuit at the machine,
while the train is passing along track section 91, in which case the signal 75 will
The train
remain at danger after the train has passed off of track section 91.
having passed beyond the track section P2, it is necessary in order that the train
may pass over to N' that the switches mm² and n' be shifted, the signal 77 be
cleared and all opposing signals, including in this case all other signals shown, must
be locked at normal or danger.
As the switches m and n are normal or set for clear main line, it is only necessary
for the passage of trains to a point beyond the track circuit P2, that the signals 76
and 75 should be cleared. This is effected by throwing the second signal lever 55
of the signal controlling mechanism B, Figs. 2 and 9, to the left, thereby so turning
its roller 45 that one of the bands 37 thereon will come into contact with the
springs 44 on each side thereof and so completing the controlling circuit for the
signal 76 through the machine, said circuit being formed by wires 84 and 87 and
passing through magnet 85 in the locking relay 86. The completion of this signal
circuit operates the mechanism 81 of signal 76 so as to shift said signal to safety
and at the same time closes the circuit for distant signal 75, at the circuit breaker 89,
thereby operating the mechanism 81 at signal 75 so as to clear said signal. The
completion of the circuit for signal 76 through magnet 85 of locking relay 86 raises
the armature 162, see locking relay 86*, thereby breaking the normally closed
locking circuit formed by wire 148, which is also broken at circuit breakers 151
and 152 by the movement of signals 76 and 75 to safety. This breaking of the
locking circuit 148 permits the locking latches 49 to rise in their slots 48 of
quadrants 47 attached as herein before stated, to rollers 45 which are operated by
the first and second signal levers 55 of signal controlling mechanism A. and in
Figs. 2 and 9. The latch of the first signal mechanism A enters the notch between
the lugs 54, thereby locking said mechanism in its centre position as against any
movement, for the reason that said lever controls through circuits hereinafter
mentioned, the signals 77, 78 and 74, which govern train movements in opposition
to those controlled by signals 76 and 75 already cleared, as stated. The latch 49
of the second signal mechanism B, Figs. 2 and 9 enters the space between the left
hand end of the slot 48 in its quadrant 47 and one of the lugs 54, thereby locking
said mechanism as against its return to centre position, but the distance between
the lug 54 and the end of the slot is sufficient to permit of such a movement of the
B

page_text: roller 45 of said signal mechanism B, as to move the band 37 from contact with one
of the springs 44, thereby breaking the signal operating circuit and returning the
signals 76 and 75 to danger, at the will of the operator. But the breaking of the
signal circuit and the consequent return of the signals 76 and 75 to danger will not
complete the locking circuit 148 as the pawl 168, see Figs. 9 and 12, was moved
under the bracket 170, by the action of the spring 169, when the armature 162 was
raised as hereinbefore stated, and said pawl will prevent the armature 162 from
dropping onto the contact point 166, until the circuit formed by wire 133 through
magnet 134, has been broken and then closed either by the passage of the train
onto and off from the track section P' or by the operator through the medium of a
key placed in the circuit 133 at the machine for use in emergencies.
In Fig. 10 is shown the position of the parts of the machine included in Fig. 9,
after the signal mechanism B has been shifted towards the right from the extreme
left hand position shown in Fig. 9, until one of the lugs 54 encounters the latch 49.
This movement of the signal controlling mechanism B will, as shown in Fig. 10,
break the signal circuit 84 by turning the band 37 of said mechanism out of contact
with one of the springs 44. As soon as this break occurs the signals 76 and 75
return to danger and the armature 162 of magnet 85 drops down but cannot come
into contact with the pin 166 on account of the pawl 168 engaging the bracket 170
on said armature, see locking relay 86', Fig. 10. As soon, however, as the train
enters the unlocking section P the track circuit 133 is broken and the armature
forming part of bell crank 164 drops thereby disengaging the pawl 168 from the
bracket of armature 162, thereby permitting said armature to drop into contact
point 166, completing the locking circuit at that point, but said circuit is simul-
taneously broken as the contact pin 163 was drawn away from pin 165 by the above
described movement of the bell crank, as shown in relay 862, Fig. 10.
As soon,
however, as the train passes off of the unlocking track section P the track
circuit 133 is again completed and the bell crank 164 is so moved as to bring the
pins 163 and 165 into contact, thereby completing the locking circuit 148, see
Fig. 12. The magnets 53 being excited by the completion of the circuit 148 the
latches 49 are moved down below the path of movement of the lugs 54, thereby
unlocking the signal mechanisms A and B, whereupon the latter may be returned
to centre or normal position, as shown in Fig. 11. This return of the mechanism B
to normal so moves the locking bars 63 as to bring the notches therein in line with
the dogs which thereupon drop down out of the line of movement of the levers of
the switch controlling mechanisms 1, 2, 3, etc.
In Fig. 13 is shown the positions of the bands 37 on rollers 36 or 45 controlling
switches and signals for routes conflicting with the route given when said rollers
are in the positions shown in Fig. 9. By reference to said Fig. 13 it will be clearly
seen by the positions of the bands 37, that the signal circuit, of which the bands 37
form a part cannot be completed until the rollers are turned, but as hereinbefore
stated the shifting of the signal lever to clear the signal for any given route locks
up the levers and rollers controlling any conflicting route. As for example, it is
necessary, in order to give a route in conflict with that given in Fig. 9, to shift the
switch controlling mechanisms 1, 2, and 3 and the signal controlling mechanisms A
and B to the right, in Fig. 9, in order to complete the signal circuit of which the
bands 37 therein shown form a part, but by reference to Fig. 9 it will be seen that
said mechanisms are and will remain locked, until the signal mechanism B has been
returned to normal, see Fig. 11, thereby sending the signal controlled thereby to
danger. The purpose of this locking of the signal controlling mechanisms from
return to centre position, although the signals have been returned to danger, is to
prevent any movement of the switch controlling mechanisms which have been
mechanically locked by the movement of the signal lever 55 of signal mechanism B
through the medium of locking bars 63 and dogs 65 as herein before described, until
it is certain that the train has passed beyond the last fouling point in the combina-
tion and this is indicated by the breaking and closing of the track circuit 133 due
> the passage of the train over the unlocking section P2. When the unlocking has

page_text: been thus completed by the return of signals 76 and 75 to normal and the passage
of the train over the unlocking section P' as above stated the signal controlling
mechanism may be returned to centre position, thereby unlocking the machine and
all connections.
The train having passed the unlocking section P' as above stated, it is necessary
in order that it may be shifted onto track N', to change switches m m' and n¹ and
to clear the signal governing such route. As the switches m and m¹³ are controlled
as hereinbefore described, by the same valve mechanism on the machine, i.e. the
one operated by that one of the levers 15 designated by 1 in Fig. 2, said lever is
shifted from the position shown in Fig. 2 to the right, until the latches 20 and 20ª
or rather the tongues 25 and 25" thereon encounter the pins 26 and 26 in the
slots 17 and 17ª of the quadrant 16, as shown in the second quadrant from the left
in Fig. 5. This movement of the lever shifts the valve 4 so as to open port 7 to
the exhaust and the port 8 to the fluid pressure supply, such change in the fluid
pressure so shifts the valve mechanisms E and E' as to set the switch mechanisms F
and Finto operation. The first movements of the switch mechanisms withdraw
the locking bolts thereof and thereby so operate the circuit breaking mechanisms 124
and 126 as to complete the switch locking circuits, formed by wires 123 and 125,
passing through magnets 23 and 23*, the excitation of these magnets, produced by
closing the circuits, causes, through the described connections with the armatures 22
and 22, the forward ends of the latches 20 and 20 with their tongues to drop into
notches 18 and 18" of the quadrant 17, thereby permitting to clear the tongues 25
and 25* from the pins 26 and 26* and pass to the opposite sides thereof, as shown in
Fig. 5. The quadrant and its connections remain locked, however, by the latches 20
and 20 engaging the notches until after the entire switch movements have been
completed and locked. The movements of the locking bolts in locking the switch
rails break the switch circuits 123 and 125, thereby permitting the armatures 22
and 22 to drop and raise the latches 20 and 20% from the notches 18 and 188,
whereupon the lever, designated 1 can be shifted to the limit of its movement to
the right, the spring latch 32 on said lever having first been raised so as to clear
the shoulder 31. The complete movement of the lever and the roller 36 attached
thereto, brings that strip 37 forming a part of the circuit of the signal required in
the combination, into contact with the springs 44 on each side of the roller.
Simultaneous with the shifting of that lever designated 1 in Fig. 2, the lever
designated 3 is also shifted to the right, the intermediate locking and unlocking of
its quadrant 16 and of the switch n³, as described in connection with lever 1, being
effected in the same manner and order stated, as is also the closing of another break
in the signal circuit, by a strip 37 on the roller 36 connected to the lever 3.
The switches m m' and n' having been set as described for the passage of the
train to the track N', it remains to clear the signal 77, lock all opposing signals
and such of the switch levers as arc included in the combination of any other
combination conflicting therewith. In order to clear signal 77, the signal lever A,
Fig. 2, is shifted to the left, thereby bringing a strip 37 on the roller 45 operated
by the lever A, into contact with springs 44 on each side of the roller, thereby
completing the circuit of signal 77 through the machine, the roller 45 operated
by fever B, which is included in the same combination as lever A, having a
strip 37 so located thereon as to form electrical connection between springs 44 on
cach thereof and included in the circuit of signal 77, when the lever B is at
normal or centre position. The circuit of signal 77 from the machine to the
signal passes by the wires 93 and 96 through the magnet 94 of locking relay 95 to
the signal operating mechanism 81, and the completion of the circuit as described
operates said signal mechanism to shift the signal to safety, and also by raising the
armature 162 of the magnet 94 breaks the locking circuit 148, which is also broken
by the movement of the signal 77 to safety through the circuit breaker 150. This
break in the locking circuit causes the latches 49 to rise, the latch of quadrant 47
connected to lever B entering the notch between the lugs or pins 54, thereby
locking said quadrant and its lever in centre position, and the latch for quadrant

page_text: connected to lever A entering the space in slot 48 to the left of the lugs or
pins 54, thereby locking said lever A as against a return to centre position, until
unlocked by the passage of the train onto and over the track section P¹, thereby
opening and closing the circuit through magnet 141 of locking relay 95, and thereby
completing the locking circuit 148, provided signal 77 has been returned to danger
in the manner hereinbefore fully set forth in connection with the movement of the
train along track M. But the space in the slot 48 between the left hand end of
said slot, and the lugs or pins 54 is long enough to permit of such a movement of
the roller 45 connected to lever A as will break the signal circuit and return the
signal 77 to danger. The signal 77 having been cleared as above described, the
train is free to move from track M along the cross-over O to the track M' and
thence onto the track N'. As the train enters the section P¹ the relay operating
circuit breaker 143 is cut out, thereby breaking the track circuit 138 and releasing
the armature forming a part of bell-crank 164 of locking relay 95 and permitting the
armature 162 to drop down onto contact point 166, thus effecting the first step
necessary, as herein before described, for completing the locking circuit 148 through
said locking relay 95. As soon as the train passes off of track section P¹ the
circuit 138 is again closed, thereby causing the armature of the bell-crank 164 to
be raised and the contact points 163 and 165 to be brought together, thus com-
pleting the locking circuit 148 through locking relay 95 and unlocking the signal
levers A and B, the signal 77 having been thrown to danger as soon as the train
had moved past said signal, by shifting the lever A the amount permitted by
. the distance between the lugs 54 and the end of slot 48 as herein before stated.
It will be observed that lever C' controlling signal 73 forming a part of a
combination different from that above described and in opposition to the above
described train movements is not included in locking circuit 148, but said signal
cannot be cleared while the switches m and m² are reversed or set for the cross-
over O, for the reason that a part of the circuit controlling signal 73 is formed by
strips 37 on the roller 36 connected to the lever 1 controlling switches m m', said
strip being so located as to be incapable of completing connection with the
springs 44 of said signal circuit until the lever 1 has been shifted to normal
position, thereby causing the switches m and m¹ to move to normal.
As an
additional safeguard against the clearing of signal 73 while signal 77 is cleared,
the circuit controlling signal 77 is formed in part by a strip 37 so located on the
roller 45 connected to signal lever C as to require said signal lever to be in
centre or normal position before the circuit for signal 77 can be completed.
If now it should be desired to run the train from track N' on to track M¹ and
thence along said track in the direction indicated by arrow y, the machine having
been unlocked by the passage of the train over track section P', the signal lever A
is returned to normal or centre position, thereby unlocking the switch levers 1
and 3 which had been mechanically locked by the movement of the signal lever A
to the left in clearing signal 77, through the medium of locking bars 63 and
dogs 65 in the manner hereinbefore fully described. The switch lever 1 is now
turned to the left or normal position, thereby shifting the switches m and m¹ to
clear main line, but the switch lever 3 is not disturbed, the position into which it
had been shifted for the train movement just described being the same as required
for the train movement desired, i.e. for branch line N¹. The movement of the
switch lever 1 and switches m m' will be accompanied by the locking and
unlocking movements controlled by circuit breakers 124 and 126, described in
connection with the movements of said lever and switches required for the train
movements last referred to.
The switch n¹ being in proper position, the passage of the train from track N¹
to M', it now remains to clear the signal 73 and this is effected by turning signal
lever C to the right, thereby completing signal circuit 109, through the machine
through the medium of a properly located strip 37 on the roller 45 operated by
said signal lever, a portion of said circuit having been previously completed when
the switch lever 3 was shifted to the right, as hereinbefore stated.
The closing

page_text: of circuit 109, which passes through magnet 111 of locking relay 112, breaks
locking circuit 153, through the raising of armature 162 of said magnet, said
locking circuit being also broken by the movement of signal 73 to safety throngh
the medium of circuit breaker 158.. The breaking of circuit 153 permits the
armature 52 of the magnet 53 pertaining to the signal lever C to drop, thereby
raising the latch 49 for locking said lever to rise in the slot 48 of the quadrant 47,
into the space between the right hand end of said slot and the lugs 54, thus
locking said lever as against any return to centre position, but permitting such
movement to the lever C and its roller 45 as will effect a break in the signal
circuit 109 for the purpose of returning signal 73 to danger. The above described
movement of lever C mechanically locks the switch lever 3 through the medium
of locking bars 63 and dogs 65 and hence said switch lever and its switch n' cannot
be changed until the signal lever C has been returned to normal or centre
position. This return of the signal lever to normal or centre position cannot be
effected until the latch 49 is dropped to the bottom of slot 48 of quadrant 47, and
such movement of the latch 49 can only be effected by closing the breaks in the
locking circuit 153 by returning the signal 73 to danger and the passage of a train
over the track section P₁, thereby breaking and closing the track circuit 145 and
so operating the bell-crank 164 of locking relay 112 in the manner hereinbefore
described as to complete the circuit 153 through said locking relay. As the circuits
of signals 70, 71 and 72 are formed in part by strips 37 so located on the roller 45
of lever C as to come into contact with springs 44, only when the lever C is turned
to the left, it is evident that such signals cannot be cleared until after the lever is
unlocked from its right hand position by the passage of trains over the unlocking
track section P as hereinbefore described, the signal 73 having been returned to
danger.
The machine having been unlocked by the passage of the train over track
section P as stated, it is necessary for the movement of the train along the line M¹
in the direction of the arrow y, after having passed out of branch line N that the
switch n' should be returned to normal and the signals 71 and 70 be cleared, the
latter can only be cleared in case the train has passed off of the track circuit 119,
for the reason hereinbefore stated, that the short circuiting of this track section
through the wheels of a car standing thereon will break signal circuit 117, thereby
preventing the clearing thereof. In order to return the switch n to normal it is
necessary to unlock its controlling lever 3 by shifting the signal lever C to centre
position, thereby so shifting the locking bar 63 that the dog 65 will drop into a
notch 68 therein, thus freeing the switch lever 3, so that it may be shifted to the
left or normal position and through the fluid pressure of mechanisms controlled
thereby, set the switch for main line. The operator now shifts the signal lever 3
to the left, thereby completing the circuit formed by wires 101 and 107, through
the machine, and clearing the home signal 71. The movement of the signal 71 to
safety closes the circuit through track section 119, by closing circuit breaker 159,
and, in case no cars are standing on said section, thereby closes the circuit 117
controlling the distant signal 70, and shifts said signal to safety, the circuit 117
having been completed through the machine by the movement of the signal lever C
to the left as hereinbefore described. As the circuit 107 passes through magnet 103
of locking relay 105 the closing of said circuit raises the armature 162 of said
magnet from the contact point 166, thereby breaking the locking circuit 153,
which is also broken by the movement of signal 71 to safety, through circuit
breaker 155, and locking the signal lever C as against return to centre position
in the manner fully described in connection with the clearing of signal 73. As the
roller 45 connected to lever C is provided with a strip 37 forming part of the
circuit controlling signal 73 and said strip 37 is so located that said signal circuit
is completed only when said lever is turned to the right, it is evident that said
opposing signal 73 cannot be given while signal lever is locked to the left as
described. And as it is necessary that the signal 71 should be returned to danger,
thereby closing the break 155 and that the track circuit 138 should be broken and

page_text: then closed by the passage of the train over track section P, in order that
lever C may be unlocked and turned to the right it is evident that the opposing
signal 73 cannot be given until after the train has passed all fouling points in the
arrangement of tracks shown in Fig. 1. Although the strip 37 on roller 45 of
lever C is so located as to complete so far as said roller is concerned, the circuit
controlling signal 72, when lever C is turned to the left, it will be impossible to
clear the signal 72 for the reason that a portion of the circuit controlling signal 72
is formed by a strip 37 so arranged on the roller 36 of lever 3 as to complete
said signal circuit only when the lever 3 has been shifted to the right for reversing
switch n¹.
The arrangement of tracks and switches together with their controlling signals,
the several electric circuits for controlling the position of signals and the operating
machine, as shown in the drawings, and hereinbefore described, is employed for the
purpose of illustrating the several features of the invention herein, as they may be
applied in use, but the invention is not limited to the arrangement, number, or
combinations of switches, signals and controlling circuits shown as the skilled
operator will be enabled from the foregoing to apply the invention, as the various
and continually changing conditions of use may require.
Above the machine is arranged a board, see Figs. 2 and 4, having miniature
rails 172 arranged thereon in correspondence with the tracks and switches controlled
by the machine, the switches being represented by short sections 173, each having
one end free to move, and the opposite secured to a pin 174 passing through the
board 171 and on the end of the pin 174 projecting through the rear side of the
board, is secured a crank arm 175, see Figs. 4 and 14. As each switch is repre-
sented by two of the sections 173, one in each rail, the crank arms 175 are connected
in pairs, as shown in Fig. 14, by bars 176, so that each of the sections will be
simultaneously swung out of line with the rail 172 and into line with each other, as
shown in Figs. 2 and 14. One of the crank arms 175 is connected by a rod 177 to
a lever 178 so pivoted on the board 171 that one of its ends extends down into the
line of movement of the lugs 179; formed on the quadrant 16 connected to the
switch controlling mechanisms of the machine. These levers 178 are held normally
in a centre position by springs 180 as shown in Fig. 14 and the sections 173 forming
a pair are so connected by the rods 177 to the levers 178 and to each other that
when the levers are held in centre position as above stated, the sections are held out
of line with the main rails and with each other, as shown in Fig. 14. These
levers 178 are shifted to one side or the other by the lugs 179 in accordance with
the movement of the quadrants, the lugs being so located on the quadrants as not to
engage the levers until the quadrants approach closely the limits of their move-
ments, and as the quadrants cannot, on account of the locking mechanism herein-
before described, approach closely the limits of their movements, until the switch
rails have been shifted and locked the sectious will, after the first movement of the
quadrants in shifting a switch, remain in their normal or broken position as stated,
until after the switch rails have been fully shifted and locked, thereby permitting
of the completion of the movement of the quadrants.
Any known devices operated by train movements along the track to make and
break electric circuits, may be employed in lieu of the insulated track sections
herein described and such devices are hereby included as the full equivalents
of the track sections and fully within the spirit and scope of the invention
herein.
Each line of track, whether main or branch line, forming the system under control
of any machine, is duly numbered, and in order to notify the operator on which line
of track a train is approaching, short sections of the tracks at a distance of a mile
and a half or two miles are insulated from the rest of the tracks and form parts of
normally closed electric circuits which are opened by the passage of a car over the
insulated track sections, thereby closing a normally open circuit operating an electric
bell near the machine, and causing the magnet 181 to attract the armature 182
thereby withdrawing said armature from engagement with a finger 183 connected

page_text: to the disc 184, thereby permitting said disc to drop down into line with the
opening 185 through the board 171 said disc being pivotally mounted on the rear
side of said board as shown. Each of the rails or lines 172 on the indicator board
is provided with an opening 185 and a properly numbered disc 184, so that the
operator, when the bell is rung, needs only to glance at the board to ascertain which
of the tracks and signals he must prepare for the approaching train. In order to
return the indicator discs to normal, after the passage of a train a branch 186 of the
fluid pressure pipe is connected to the valve mechanism 187, located on the machine
within convenient proximity to the operator, and to said valve mechanism is also
connected the pipe 188 provided with nozzles 189 located in such relation to the
discs 184 that a stream of air or other fluid escaping from said nozzles 189 will
impinge upon plates 190 secured in the rear side of the discs 184, and force said discs
upward so as to be held out of line with the openings 185 by engagement of the
fingers 183 with the armatures 182. The admission of fluid pressure to the pipes 188
is controlled by the valve 191 normally held in a closed position by the spring 192,
as shown in Fig. 16.
In the plant hereinbefore described, the motor for operating the switch or other
part or appliance connected with the track is provided with a fluid pressure
controlled valve mechanism, and from said valve mechanism two lines of pipe,
which are kept constantly charged with a liquid, and also, a third line of pipe
constantly charged with a fluid under pressure for operating the piston of the
motor extend to a valve mechanism in the machine located in the signal tower, the
latter valve mechanism being constructed to control the application of fluid pressure
to the liquid column in one line of pipe, and to relieve the pressure from the other
line of pipe, in accordance with the required movements of the switch. As a triple
line of pipe is required for each independently operating switch, and as the switches
are frequently located at a considerable distance from the signal tower, the expense
of erecting and maintaining such a plant is considerable, it being necessary that the
pipes leading to the valve mechanism of the motor should be kept constantly charged
with some liquid non-congealable at low temperatures.
In the construction shown in Figs. 19 and 20, the valve mechanisms controlling
the flow of liquid to the pipes leading to the motor valve mechanism are omitted,
and in lieu thereof bands 37 similar to the bands 37 are secured on the rollers 36.
These bands 37 are arranged to make contact in certain predetermined positions
of the rollers 36, with springs 44 on the ends of strips 40 arranged along the bed
plate 39. The outer ends of the sections of the strips 40 on one side of each of
the rollers 36 are connected by wires to electro magnets on the switch operating
motors F F F and F³, while the outer ends of the sections of said strips are
connected to bars 192 and 193, which are connected to opposite poles of the
battery H³, as shown in Fig. 19.
It will be understood that the bands 37ª on the rollers 36 are in addition to the
bands 37 which form, as described, parts of the signal and locking circuits, in certain
positions of the rollers 36.
The pistons 194 of the motors F F F and F' are connected in any suitable
manner to the movable switch rails. As shown in Fig. 25, a valve chamber 196 is
arranged on the cylinder of each motor, and within said chamber is arranged a
valve 195 adapted as hereinafter described to regulate the flow of fluid pressure
from the valve chamber, which is connected to a constant supply of fluid pressure
by a pipe entering the chamber as indicated in dotted lines, to the ports 197, leading
to opposite ends of the cylinder, and the exhaust from said cylinder through the
port 198. The valve is held to its seat by a cap 199, provided on its under side
with a transverse recess for the reception of a corresponding rib 200, formed on
the upper side of the valve. This cap is interposed between the valve and the
lower end of a cylinder, screwed into the top of the valve chamber, and between
the valve and cap is placed a spring 201 adapted to hold the valve closely to its seat
in case of wear. Cylinders 202 and 203 are arranged on opposite sides of the valve
chamber, said cylinders being provided with threaded plugs at their inner ends

page_text: adapted to screw into the ends of the valve chamber. The pistons 204 of said
cylinders are provided with tubular rods 205, passing through suitable stuffing
boxes into the valve chamber, their inner ends engaging or bearing against opposite
ends of the valve or its cap 199. Within the piston rods 205, which have their
inner ends perforated for the admission of fluid pressure from the valve chamber,
are placed tubes 206, which extending through the pistons 204, have their outer
ends secured in passages 207 communicating with chambers 208 in the heads of the
cylinders 202 and 203, thus permitting fluid pressure in the valve chamber to flow
freely to the chambers 208. Within the chambers are arranged valves 209 for
controlling the flow of fluid pressure through ports 210 into the outer ends of the
cylinders 202 and 203, and these valves are normally held to their seats by
springs 211, surrounding the stems of the valves. The outer ends of the
cylinders 202 and 203 are connected with the open air, by ports 212, and the escape
of fluid pressure is controlled by valves 213, which are connected with the armatures
of the electro-magnets 214 and 214. Between the valves 209 and 213 are inter-
posed pins 215, which are made of such a length that when one of said valves is on
its seat the other valve will be held away from its seat. As for example, if the
electro-magnet 214 be excited its armatures will be moved down, thereby pressing
the valve 213 to its seat closing the exhaust port 212, and the downward movement
of the valve 213 will through the medium of the pin 215 unseat the valve 209,
thereby permitting fluid pressure to flow into the outer end of the cylinder 202 and
moves its piston to the right, as shown. At the same time, the electro-magnet 214"
being demagnetized, the spring 211 will seat the valve 209, thereby unseating the
valve 213" and permitting fluid pressure to escape from the cylinder 203. In order
to prevent an accidental displacement of the valve 195, the piston 216 within the
cylinder 217 on top of the valve chamber 196, is provided with a pin 218 projecting
down into the valve chamber and adapted to engage a shoulder 219 formed centrally
on the upper side of the cap 199, by cutting recesses longitudinally of the cap, as
shown in Fig. 26. The cylinder 217 is connected by a port 220 with the valve
chamber 196, for the admission of fluid pressure thereinto, and a small passage 221
is formed through the piston 216 so as to equalize fluid pressure on both sides of the
piston, which is normally held so that the pin 218 will be in engagement with
the valve 195 or the cap thereon by the spring 226. When it is desired to release
the valve 195, the electro-magnet 222 is excited, thereby so shifting its armature as
to depress the valve 223 through the medium of the pin 224, thereby opening the
exhaust port 225, and permitting the escape of fluid pressure from the upper end of
the cylinder. The exhaust port 225 being larger than the passage 221, the excess
of pressure on the underside of the piston will force the latter up, thereby releasing
the valve 195. As soon as the magnet 222 is demagnetized, the valve 223 is
returned to its seat closing the exhaust port and as soon as the pressure on both sides
is equalized or partially so, the spring 226 will so shift the piston 216 as to cause
the pin 18 to engage the valve 196.
Referring now to Fig. 19, the circuits leading from the rollers 36 of the machine
to the magnets 214, 214* and 222 are as follows, and for convenience it will be
supposed that the magnet 214 is the one employed in closing the switch so as to
give clear main line and will be termed the "closing magnet," and the magnet 214ª
is the one employed in opening the switch to the branch or siding, and will be
termed the opening magnet.' The magnet 222 will be termed the locking
magnet."
As the switches m m² are at the ends of the cross-over O between the main
tracks M M', they are operated at the same time and are controlled by the same
roller 36 of the machine. The circuits from the locking magnets 222, of the
motors F F are formed by the wires 227 and 228 and their strips 40 on
the machine are connected to the bar 192, which is connected to one pole of the
battery H2. The circuits from the closing magnets 214 of the motors F F¹ are
formed by the wires 229 and 230, while the circuits for the opening magnets 214
are formed by the wires 231 and 232. The strips 40 to which these wires are

page_text: connected, are in turn connected to the bar 193 leading from the opposite pole of
the battery H. As the locking magnets of both notors are electrically connected
to the closing and opening magnets 214 and 214, as indicated in Figs. 19 and 27,
a complete metallic circuit is formed when the roller 36, whose bands 37* form parts
of said circuits, have been properly adjusted. The locking circuit for the motor F2
is formed by the wire 233 and its band 40 is connected to the bar 192, and the
closing and opening circuits of the same motor are formed by the wires 234 and 235,
their bands 40 being connected to the bar 193. These circuits are controlled by
the roller 36*. The locking, closing and opening circuits of the motor F³ are
formed by the wires 236, 237 and 238, and are controlled by the roller 36". The
locking circuit 236 is connected by its strip 40" to the bar 192 and the closing and
opening circuits 237 and 238 are connected by their strips to the bar 192.
It will be
While the three bands 37 for any one switch are arranged on the same roller as
shown in Fig. 19 for convenience of description and illustration three sections of
one roller are represented in the several views contained in Fig. 27, said views
showing the different positions of the bands 37 from normal (when the switch is
closed to clear main line) to the opposite position, when the switch is open for
siding or branch line. Referring now to Figs. 25 and 27 the operation involved in
shifting a switch is as follows, the upper roller in each view in Fig. 27 having the
band for the locking circuit, the middle roller having the band for the opening
circuit, while the band for the closing circuit is on the lower roller.
observed that in view a Fig. 27 the roller 36 is in such position as to break the
circuits leading to the locking, closing and opening magnets. On rotating the roller
to the right, the bands on the upper and lower rollers are first brought into contact
with the contact springs on the right of the rollers, those on the left being already
in contact, thereby closing the circuits through the closing and locking
magnets 214 and 222. The purpose of thus closing the circuit of the closing
magnet, thereby admitting air into the cylinder 202, is to shift the valve 196 to
the right, see Fig. 25, so as to disengage its cap from the locking pin, if the valve
has been accidentally so shifted as to cause the undercut portion of the cap to
engage the locking pin. The completion of the circuit through the locking
magnet 222 opens the exhaust valve 223, thereby permitting the fluid pressure on
the underside of the piston 216 to raise it, and lift the locking pin 218 out of
engagement with the valve 196 or its cap 199. As the roller continues to rotate,
the band on the lower roller is moved out of contact with its spring on the left and
the band on the middle roller is brought into contact with its spring on the right,
but the band on the middle roller remains in contact with both of its springs, as
shown in views e and d, Fig. 27. The breaking of the circuit through the closing
magnet 214, closes the inlet port 210 and opens the exhaust port 212 of the
cylinder 202, while closing the circuit through the opening magnet 214* so shifts
the valves 209 and 213 as to close the exhaust port 212 and open the inlet
port 210, thereby admitting fluid pressure into the cylinder 203 and shifting the
piston 204. This movement of the piston 204 shifts the valve 196 to the left,
thereby opening the port 197*, and connecting the port 197 with the exhaust
port 198, with the effect of shifting the piston 194 of the motor to the left, so as to
open the switch to the siding or branch line. As the roller 36 completes its
rotation as shown in view e, Fig. 27, the bands on the upper and middle rollers are
moved out of contact with their springs on the left, thereby breaking the circuits
When the circuit through
through the opening and locking magnets 214" and 222.
the locking circuit is thus broken the valve 223 is closed by its spring, and as soon
as the pressure on both sides of the piston 216 becomes sufficiently equalized, the
spring 226 forces the piston inwardly, thereby causing the pin 218 to engage the
valve 196 or the cap thereon.
The magnets 23 23 controlling the locking and indicating latches 20 are
included in the circuits formed by the wires 123, 125, 127 and 129, extending
from the switch locking device or some moving part of the switch as hercinbefore
described.

page_text: The locking and indicating latch 20 will permit of a movement of the roller 36
and its operating lever 15 to the position indicated in view d, Fig. 27. When the
roller 36 is in this position the switch will have been shifted but not locked, nor
will the valve 196 have been locked, as described. Hence, it may sometimes happen
that an operator may shift the wrong lever 15 to or nearly to the position shown in
view d, Fig. 27, and then, before the latch 20 has operated to lock the lever as
against a return movement of the lever, the operator may discover his mistake and
return the lever to the position indicated in view a, Fig. 27, and the return move-
ment of the bar may be so rapid as not to afford sufficient time for the closing
magnet and the fluid pressure mechanism controlled thereby, to operate and shift
the valve 196 to the right again. The result of such partial forward movement of
the roller, would be to shift the valve 196 to the left in the manner described, and
as the return of the lever to normal position, at which position all circuits are
broken, is so rapid that the valve is not returned to normal, the lever 15 will
indicate by its position that the switch is set for clear main line whereas the switch
will be set for the siding or branch line.
In order to compel the operator to complete a movement of the switch
controlling lever, after the movement has been once begun, curved
locking plates 239, 239 provided with shoulders 240 and 241, are so pivoted
to curved segments 29 on the front plate of the machine, that said shoulders
240 and 241 will be in line with the shoulders 30 and 31 on the segments the
upper edges of the plates between the shoulders corresponding in curvatures
to the edges of the segments as shown in Figs. 21, 22 and 23. On their lower
edges and in line with their pivotal points, the plates are provided with
spurs 242, having inclined sides, with which wedge shaped plungers 243 are
arranged to engage. The stems of the plungers are arranged in sockets 244 formed
in the front plate of the machine and the plungers are held in engagement with
the spurs by springs 245. Between the spurs of the plates 239 and 239 is placed
a slide 246 having its ends bearing against the inner inclined walls of the spurs.
At or near the middle of the slide is formed a notch for the reception of one end
of a pivotally mounted dog 247, the upper end of said dog being adapted to
engage fingers 248 and 248" on the inner ends of the plates as hereinafter described.
The lever 15 being to the left and the locking devices in the position shown in
Fig. 21, their operation is as follows. As soon as the lever is shifted to its middle
position, the latch 32 dropping in between the shoulder 31, the plate 239 will be
turned to the position shown in Fig. 22, by the spring plunger 243 bearing against
the outer wall of the spur 242. The inward movement of the spur 242 shifts the
slide 246 to the right, thereby turning the dog 247 so that its upper end will pass
under the finger 248, thereby preventing any downward movement of the plate 239,
until the dog is again shifted as hereinafter described. The movement of the
latch 32 is so limited that it can be raised only sufficiently far to clear the
shoulder 31, but the turning of the plate 239 by the spring plunger raises
the shoulder 241 sufficiently far above the plane of the shoulder 31 that the latch
cannot clear, thereby locking the lever 15 as against a return until the plate 239 is
depressed. As will be seen in Figs. 21 and 22, the movement of the lever to the
right may be continued by raising the latch 32 above the right hand shoulder 31.
As shown in Figs. 21 and 22, the plate 239 is turned down and held in such
position by the spring plunger 243 bearing against the inner face of the spur 242*,
that the shoulder 240 will project beyond the shoulder 30. As the lever 15 is
moved to its extreme right hand. position as is necessary in order to break the
circuits of the locking and opening magnets as herein before described, the latch 32
strikes against the shoulder 240 and shifts the plate 239 to the position shown in
Fig. 23, thereby shifting the spur 242 to the left side of the spring plunger 243*.
This movement of the spur 242 shifts the slide 246 to the left, and it in turn
moves the dog 247 from under the finger 248 and pushes the spur 242 to the left
side of the spring plunger 243, which bearing against the left face of the spur
turns the plate 239 down so that the lever may be shifted to the left when desired,

page_text: as shown in Fig. 23.
When the lever is again moved to the left, the upward push
of the plunger 243 against the right face of the spur 242, will as the latch 32
clears the shoulder 241, turn the inner end of the plate up shifting said shoulder
to such a height that it cannot be cleared by the latch, should the operator
attempt to return the lever to the right. The movement of the spur 242 actuated
by the plunger 243 shifts the slide 246 further to the left, thereby shifting the
upper end of the dog 247 under the finger 248", locking the plate 239 as against
any downward movement until the dog is shifted by a completion of the movement
of the lever to the left.
It will be observed that the locking mechanism controlled by the switch locking
bolt operates only as a temporary check or lock to prevent a full throw of the switch
controlling mechanisms 1, 2, 3, etc., until after the switches controlled by such
mechanisms have been fully shifted and locked, the movement of the levers 15 of
the switch controlling mechanisms 1, 2, and 3, slightly beyond a central position
being sufficient to open the ports 7 and 8 to the exhaust and inlet ports 11 and 10,
or complete such circuits as will set the switch motors into operation. As the
metallic bands 37 on the rollers 36 of the switch controlling mechanisms 1, 2, 3, etc.,
are so placed as to come in contact with their appropriate springs 44, thereby
partially completing the signal controlling circuits, only when said switch con-
trolling mechanisms have moved to either limits of their movements, and as the
signal controlling mechanisms when in the same combination with the switch con-
trolling mechanisms are not locked or in any way limited by the switch controlling
inechanisms, and hence can be shifted at any time to clear a signal, it is necessary
that the switch controlling mechanisms should be temporarily checked in their
movements to ensure the shifting and locking of the switch before the signal con-
trolling circuits are completed by the bands 37 on the rollers 36 of the switch
controlling mechanisms.
It has heretofore been stated that the circuit controlling each signal is formed
in part by a band 37 on the roller 36 of the mechanism controlling the switch
guarded by said signal and that said band is so located on the roller 36 that it is
brought into contact with its springs 44, only when the switch controlling
mechanism has been so moved as to cause such adjustment and locking of the
switch that a clear signal may properly be given.
Hence, a proper adjustment of the switch is always and absolutely necessary
prior to the clearance of a signal, although the signal controlling mechanism is not
interlocked with the switch controlling mechanism.
By reference to Figs. 9 and 10, it will be observed that, although the levers 15
of the switch controlling mechanisms are locked by the dogs 65 when raised as
against such a movement as will effect a shifting of the switches, a considerable
movement can be imparted to them. Such movement, however, will only result in
moving the band 37 on roller 36 out of contact with its springs 44, thereby
breaking the signal circuit and shifting the signal to danger. It will also be seen
by reference to the same views, that the signal controlling mechanisms when locked
by the pawl 49 out of centre position has a sufficient range of movement to permit
of the signal circuit being broken, but cannot move far enough to so shift the
locking bars 63 as to lower the dogs 65, thereby unlocking the switch shifting
mechanism. This partial movement of the signal controlling mechanism permits
the operator to take a signal away from a train at will, but, as the movement of the
signal controlling mechanism to clear the signal in the first instance not only
mechanically locked the switch controlling mechanism but also locked itself as
against a return to centre position, by breaking the locking circuit through the
medium of the locking relay as hereinbefore described, the machine cannot be
unlocked until the train has passed over unlocking track section P. The move-
ment of train onto the unlocking track section first breaks the circuit through the
lower magnet of the locking relay and the passage of the train off of said section
again completes or restores said circuit, such making and breaking of the circuit

page_text: through the lower magnet completing the locking circuit as herembefore stated,
provided the signal has been previously returned to danger.
One of the characteristic features of the invention herein is the controlling of
the signal circuits by the switch controlling mechanisms of the machine. It will
he observed that each signal circuit is formed in part by a band 37 on one or more
of the rollers 36 of the switch controlling mechanisms, said bands being so located
on the rollers that all switches must be set and locked for the route indicated by
the signal, before such signal controlling circuit can be closed by shifting the
signal controlling mechanism. Each signal controlling circuit is formed in part
not only by a band 37 on the controlling mechanism of the switch guarded by such
signal but also in part by bands 37 on the rollers of the mechanisms controlling
such switches as will permit of an opposing train movement, and the bands are so
located that the opposing switches must be in proper position for the route
desired, before the signal circuit can be closed by the switch controlling
mechanism.
Having now particularly described and ascertained the nature of our said inven-
tion, and in what manner the same is to be performed, we declare that what we
claim is:
1. The combination of a fluid pressure motor for reversing the switch or other
part or appliance connected with a track and provided with a fluid pressure con-
trolled valve mechanism, a supply and exhaust valve mechanism controlling the
motor valve and constructed to retain fluid pressure on one side or the other of the
motor valve in accordance with the position of the switch, an electrically con-
trolled mechanism for locking the supply and exhaust valve mechanism during the
operation of the fluid pressure motors, a normally open electric circuit for con-
trolling the locking mechanism, such circuit being closed to lock the supply and
exhaust valve mechanism during the movements of the switch mechanisms, sub-
stantially as set forth.
2. The combination of a series of two or more fluid pressure motors for reversing
a series of two or more switches or other parts or appliances connected with a
track and provided with fluid pressure controlled valve mechanisms, a supply and
exhaust valve mechanism for controlling the motor valves, a series of two or more
electrically controlled mechanisms for locking the supply and exhaust valve
mechanism during the operation of the fluid pressure motors, and a series of two
or more electric circuits for controlling the locking mechanisms each electric
circuit being controlled by or from the moving parts of one of the switch
mechanisms.
3. The combination of a fluid pressure motor for reversing the switch and
provided with a fluid pressure controlled valve mechanism, a supply and exhaust
valve mechanism controlling the motor valve and constructed to retain fluid
pressure on one side or the other of the motor valve in accordance with the
position of the switch, an electrically controlled mechanism for locking the supply
and exhaust valve mechanism during the operation of the fluid pressure motor,
and an electric circuit for controlling the locking mechanism, such electric circuit
being controlled by the switch locking mechanism, substantially as set forth.
4. The combination of fluid pressure motors for shifting the signals, electric
circuits controlling the signal mechanisms, such circuits being dependent upon
make and break mechanisms, one for each signal mechanism, operated by the
switch controlling mechanisms, and locking mechanisms operated by the signal
controlling mechanisms to lock the switch controlling mechanisms, substantially as
set forth.
5. The combination with a slotted quadrant provided with locking pins and an
electrically controlled latch engaging with the pins, substantially as set forth.
6. The combination with a rotating valve mechanism, a roller provided with
insulated metallic bands extending partially around said roller, and an insulating

page_text: bed having metallic strips divided into sections attached thereto, said sections.
being provided at their ends with contact points or springs constructed to engage
the bands on both sides of the rollers, when the latter have been properly adjusted,
substantially as set forth.
7. The combination of an insulating bed having metallic strips divided into
sections, attached thereto, said sections being provided at their ends with contact
points or springs, a series of two or more rotating rollers formed of insulating
material arranged between the contact points or springs and metallic bands passing
partially around said rollers and so located thereon as to engage with the contact
points or springs in certain predetermined positions of two or more of the rollers,
thereby forming a metallic circuit across the bed, substantially as set forth.
8. The combination of rotating rollers formed of insulating material, in any
desired number, having metallic bands thereon for making and breaking circuits by
rotation of the rollers, and metallic strips in line with said bands and provided
with contact springs or points, some or all such strips having electric connection
through the bands of a part only of the rollers, substantially as set forth.
9. The combination of a switch, a switch shifting mechanism, a hand operated
mechanism controlling the switch shifting mechanism, an electrically controlled
signal shifting mechanism, an electric circuit controlling the signal shifting
mechanism, a metallic strip divided into sections provided at their ends with
contact points or springs, the end sections being connected with the signal
circuit, and rotating rollers provided with bands for engagement with the
contact points in certain predetermined positions of the rollers, one of said rollers
being operated by the switch controlling mechanism, and the other by a hand
lever, substantially as set forth.
10. The combination of a series of miniature tracks arranged in correspondence
with the system of tracks controlled by the machine, a series of movable sections
arranged in correspondence with the switches of such track system, and connections
from such movable sections to the switch controlling mechanism, whereby said
movable sections are shifted simultaneously and in correspondence with the switches,.
substantially as set forth.
11. The combination of a series of miniature tracks arranged in correspondence
with the system of tracks controlled by the machine, and a series of movable
sections arranged in correspondence with the switches of said track system, said
sections being arranged pairs, each pair being connected to a spring lever which
at normal tension holds the sections in position indicating unlocked switch and
movable points connected to the switch controlling mechanism for shifting said
lever, substantially as set forth.
12. The combination of a series of electrically controlled discs having numbers
or other marks indicating certain lines of track, provided with a projecting plate,
an electric track circuit controlling the movements of said discs in one direction,
said circuit being controlled by the passage of trains over an insulated track section
forming part of said circuit, Huid pressure pipes provided with nozzles so arranged
that fluid pressure escaping from said nozzles will impinge upon the projecting
plates of the discs and return the same to normal, and a valve controlling the escape
of fluid pressure from said nozzles, substantially as set forth.
13. The combination of electrically controlled mechanisms for shifting the home
and distant signals, electric circuits controlling the signal mechanisms, make and
break mechanisms, each controlling one of the signal circuits, and a circuit breaker
included in the electric circuit controlling the distant signal and controlled and
operated by the home signal, substantially as set forth.
14. The combination of electrically controlled mechanisms for operating the
distant signal, an electric circuit controlling such mechanism, a make and break
mechanism controlling such circuit, a circuit breaker included in the signal circuit
and a track circuit controlling the circuit breaker, whereby the passage of the train
onto the track circuit will shift the distant signal to danger, substantially as set forth
15. The combination of electrically controlled mechanisms for shifting the home

page_text: and distant signals, electric circuits controlling the signal mechanisms, make and
break mechanisms, each controlling one of the signal circuits, an electrically
controlled circuit breaker included in the circuit controlling the distant signal, a
track circuit controlling the circuit breaker, and a circuit breaker operated by the
home signal and controlling the track circuit, substantially as set forth.
16. The combination of a lever 15 for operating the valve mechanism controlling
the switch, a lever controlling the signal circuits, a longitudinally movable bar
operated by the signal lever and provided with notches on its upper edge and a
pivoted dog normally resting in the notch in the movable bar and having its free
end adapted to engage the lever 15 when the dog is raised from the notch by the
movement of the bars, substantially as set forth.
17. The combination with a rotating valve mechanism, a slotted quadrant moving
with said valve mechanism and provided with a locking pin and notch, an
electrically controlled latch adapted to engage the notch and a spring tongue
connected to the latch and adapted to engage the pin in the slot of the quadrant,
substantially as set forth.
18. The combination of a fluid pressure motor for operating a switch or other
part or appliance connected with a track and provided with an electrically
controlled valve mechanism, with a make and break mechanism for controlling the
circuits leading to the electrically controlled valve mechanism of the motor,
substantially as set forth.
19. The combination of a fluid pressure motor for operating a switch or other
part or appliance connected with a track and provided with an electrically
controlled valve mechanism, with an electrically controlled lock for locking said
valve mechanism, and make and break mechanisms for controlling the circuits
leading to the lock and valve mechanisms of the motor, substantially as set forth.
20. The combination of a fluid pressure motor for operating a switch or other
part or appliance connected with a track and provided with an electrically
controlled valve mechanism, with a make and break mechanism for controlling the
circuits leading to the valve mechanism of the motor, and an electrically controlled
mechanism for locking the make and break mechanism, during the operation of the
motor, substantially as set forth.
21. The combination of a fluid pressure motor for operating a switch or some
part or appliance connected with a track and provided with an electrically
controlled valve mechanism, with an electrically controlled lock for the valve
mechanism of the motor, make and break mechanisms for controlling the circuits
leading to the lock and valve mechanism of the motor, and an electrically controlled
mechanism for locking the make and break mechanism during the operation of the
motor, substantially as set forth.
22. The combination of a series of two or more fluid pressure motors for
operating a series of two or more switches or other part or appliance connected
with a track and provided with electrically controlled valve mechanisms, with a
make and break mechanism controlling the circuits leading to the valve mechanisms
of the motor, substantially as set forth.
23. The combination of a scries of two or more fluid pressure motors for
operating a series of two or more switches or other part or appliances connected
with a track and provided with electrically controlled valve mechanisms, with a
make and break mechanism controlling the circuits leading to the valve mechanisms
of the motor, and electrically controlled mechanisms for locking the make and
break mechanism during the operation of the motors, substantially as set forth.
24. The combination of a lever for operating the make and break mechanism
controlling the switch and a lock operated by the lever for preventing a partial
forward and return movement of the lever, substantially as set forth.
25. The combination of a lever for controlling the movements of the switch,
pivotal plates provided with shoulders adapted to engage the latch of said lever
and having spurs with inclined faces, spring actuated plungers adapted to engage
said spurs and a slide arranged between the spurs, substantially as set forth.

page_text: 26. The combination of a lever for controlling the movements of the switch,
pivotal plates provided with shoulders adapted to engage the latch of said lever
and having spurs with inclined faces, spring actuated plungers adapted to engage
said spurs, a slide arranged between the spurs and a dog operated by the slide and
adapted to engage the pivotal plates, substantially as set forth.
27. In combination with a fluid pressure cylinder and piston, a distributing valve
governing the supply and exhaust, pistons to actuate said valve and electrically
actuated valves, each controlling the admission and exhaust of fluid pressure to and
from one side of each of said pistons, substantially as set forth.
28. In combination with a fluid pressure cylinder and piston, a distributing valve
governing the supply and exhaust pistons to actuate said valve, electrically
actuated valves, each controlling the admission and exhaust of fluid pressure to and
from one side of each of said pistons and a lock for holding the distributing valve
in different positions, substantially as set forth.
29. In combination with a fluid pressure cylinder and piston, a distributing valve
governing the supply and exhaust, and a locking pin for holding said valve in
different positions, the pin and valve being provided with interlocking projections
and recess, substantially as set forth.
30. The combination of a rotating make and break mechanism, a slotted quadrant
moving therewith and provided with a locking pin and notch, an electrically
controlled latch adapted to engage the notch and a spring tongue connected to the
latch and adapted to engage the pin in the slot of the quadrant, substantially as set
forth.
31. The combination with a slotted quadrant having locking stops located within
the slot, an electrically controlled latch adapted to engage said stops, a lever for
operating the quadrant provided with spring actuated pin or pawl and shoulder or
stops formed on the front plate of the machine, substantially as set forth.
Signed at Pittsburgh, Pa., U.S.A., this First day of November A.D. 1890.
Witnesses:
DARWIN S. WOLCOTT.
R. H. WHITTLESEY.
GEO. WESTINGHOUSE, JR.
JENS GABRIEL LUND SCHREUDER.
Dated this 10th day of February 1891.
ABEL & IMRAY,
Agents for the Applicants.