Year: 1887

page_text: Date of Application, 16th July, 1887
Complete Specification Left, 13th Apr., 1888
Complete Specification Accepted, 15th Sept.. 1888
I, GEORGE HAMILTON WRIGHT, of San Francisco in the County of San Francisco,
and State of California, one of the United States of America, Merchant, do hereby
declare the nature of this invention to be as follows:-
:-
My invention relates to improvements in automatic railway signals of that class
which are set and controlled by or from the moving train at points along the line of
road through the agency of electric circuits, and the nature of these improvements
consists in certain novel construction and combination of signal setting mechanism
stop mechanism controlled by electro-magnets in electric circuits and a circuit closing
mechanism located in the roadway at given points along the line and adapted to
vitalize the magnets when acted on or set in operation by the moving train all as
hereinafter fully described and pointed out in the claims.
The signal disc is fixed on the outer end of a swinging arm and a box is provided
which contains the operating mechanism and also furnishes a screen to conceal the
signal when out of action.
The swinging arm is a lever having a free movement on a pivot in the box, and
with a weight applied to it on the side of the pivot opposite to the signal disc to over
balance the arm and disc on that side. At this weighted end the lever engages with
pins or projections on the face of a revolving plate that is part of the setting
mechanism and by the movements of which the end of the lever is raised up from its
lowest position ready for action and is released and allowed to drop. In the first
position the signal disc at the opposite end of the lever is concealed from view and in
the second position it is shown up in sight above the screen.
A plate is set on the axle of a drum or barrel having a cord and weight for turning
it and while loose on this axle in one direction the plate is locked in the other
direction by a ratchet wheel or disc on one and a spring pawl on the other part. The
axle of the winding barrel is carried in the axle boxes on the stand or bed plate.
This constitutes a simple means for giving motion to the revolving plate and is
believed to be superior to a spring-barrel and train of gears for imparting motion to
the plate.

page_text: It enables the relations of the power to the work to be easily regulated and reduces
besides the liability to derangement that attends the use of a spring motor. In
ordinary situations of use the signal box is set at a considerable height above the
track upon a post through which a way or run for the weight is provided and as this
can be carried into the ground below the post a considerable distance if necessary the
descending weight may be operative for some length of time before requiring to be
wound up. This winding operation can be performed at intervals by mechanism
accessible from the ground such for instance as a crank shaft located inside the post
with a sprocket wheel fixed on it and a chain running up to and over a similar wheel
on the axle.
In some cases I apply a winding mechanism that is set in motion to wind up the
barrel a small amount each time by the passing trains, but this device is particularly
applicable to roads having double tracks and signal boxes to each track and where
there is a large number of trains using the signal daily.
The winding mechanism which I have produced for this purpose consists of a long
lever having a fulcrum in a chamber under the track and extending from one track
across to and under the supporting post of the signal box of the other track.
This end of the lever at the box rests under a long rod on the upper end of which
is a toe piece that takes under a loosely swinging lever arm that plays on the side of
the winding barrel in front of a ratchet disc. This lever carries a pawl the end of
which is bent so as to be caught and raised by the toe piece.
The movement of the lever in an upward direction then takes place when the rod
is lifted and the pawl is thrown into action against the ratchet disc.
Such construction causes the pawl to be left out of contact after each time of action
when the long lever is dropped and the barrel is free to act in the interval.
The opposite end of the long lever is furnished with a pin or post set sufficiently
above the surface of the roadway to be struck by or receive pressure from a roller on
the truck of the locomotive, or from the wheels of the train as they pass over it so
that the force will throw up the rod at the opposite end of the long lever and operate
the winding pawl and ratchet.
On the plate of the setting mechanism are pins or studs projecting from the outer
face, and in line with these is set the weighted end of the swinging arm.
The plate when released by the stop mechanism is turned part of a revolution to
throw the pin from beneath the lever and again to bring up the next pin under and
lift the arm to its highest position the length of movements at such time is just
sufficient in the first case to release the lever and in the second place to raise it up to
the highest point and hold it at rest ready for operation again.
In this position the weight is raised and the signal disc on the opposite side of the
pivot is concealed within the box.
In the first turn of the plate when the end of the lever slips off the pin under it
and drops down to the pin next below, the movement is less than that required to
raise the lever and is only sufficient to pass the pin clear of the lever.
These movements are regulated and controlled by stop mechanism consisting of
pins or studs on the face of a secondary disc a stop wheel provided with radial arms
to engage with said pins and a locking lever carrying an armature which is set in
position to be acted on by an electro-magnet.
The magnet is in an electric circuit in which arrangement and application of the
circuit the signals are placed and connected in pairs one box at each end of a section
or division of the road and both are operated simultaneously from one striking
mechanism to throw one signal into action and to lower the other one, so that as the
train reaches one striking point it moves out of action the rear signal passed by the
train and sets the signal ahead.
For this purpose I use a striking mechanism consisting of a hinged block pivotted
at one end to a bed plate that is bolted firmly down to the road bed between the rails
and having stiff springs placed under its free end.
The top of the block is curved to present a gradually inclined face in the path of
a wheel or roller fixed on some suitable part of the locomotive truck to press down

page_text: the block when running over it. Such movement of the hinged block is made to
move a contact lever or key and close the circuit by placing the key under the movable
end of the block and by using a three point contact by a "ground" is established
always for the rear box of each simultaneously operated pair so that a single circuit
can be used to work the two signals.
That part of the whole apparatus which 1 term the striking mechanism, for the
reason that it is struck or acted upon by some projecting part on the locomotive is
set at given points of distance along the line of road and each one is caused to close
the circuit on one electro-magnet and also to vitalize the magnet of the next signal
box by forming a "Ground" for it at all other times.
When the key is pressed the circuit is through the wires and electro magnet at
the box and thence to the magnet on the box behind and to the ground through the
key and so on in like manner every two boxes are operated as the train passes over
and presses the blocks. It is obvious that separate circuits and independent electro
magnets can also be employed to produce the two movements of the setting mechanism
first to trip the swinging arm and afterwards to raise the weighted end and bring
down the signal but such arrangement would not be equal in point of simplicity to
my single circuit while it would increase the cost of constructing and maintaining
the system of signals along the line.
In the construction of the striking mechanism the bed plate has a cavity to contain
the springs and a yielding bearing block for the contact key.
The movable end of the block is limited in its movements and is held down by a
yoke and straining bolts which are secured to the block and to a tie or other firmly
anchored part in the roadway.
The wheel or roller fixed on the locomotive or its tender may be so constructed or
so held on its axle that it can be set either in line with the striking blocks or be
moved to one side out of action according as it may be necessary to work the signals
or to pass them over.
The apparatus as constructed and arranged for operation on a single circuit to each
box is operated by the moving train as follows; as the first striking block is
depressed it establishes the circuit to the electro-magnet in the box ahead of the
train and also through the magnet to the first box and both magnets are vitalized at
the same time.
By this means the revolving discs are released to work the signal levers. Each
striking block is thus connected to its own box and to the box ahead at the end of the
section and as the one signal ahead is displayed the one at the striker is moved out
of sight. The location and movements of the train along the line are therefore
indicated at all times as one signal is not thrown out of action until the first signal
on the next section of road is displayed.
Tinted this 16th day of July 1887
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.

page_text: I, GEORGE HAMILTON WRIGHT of San Francisco, in the County of San Francisco,
and State of California, one of the United States of America, Merchant, do hereby
declare the nature of the said invention and in what manner the same is to be
performed to be particularly described and ascertained in and by the following
statement:
My invention relates to improvements in automatic railway signals of that class
which are set and controlled by or from the moving train at points along the line of
road through the agency of electric circuits and the nature of these improvements
consists in certain novel construction and combination of signal setting mechanism.
Stop mechanism controlled by electro magnets in electric circuits and a circuit closing
mechanism located in the roadway at given points along the line and adapted to
vitalize the magnets when acted on, or set in operation by the moving train, all as
hereinafter fully described.
My invention is illustrated in the accompanying drawings in which
Figure 1 represents a signal box with the side removed to expose the mechanism.
Figure 2 is a top view with the box in section..
Figures 3, 4, and 5 are detail views of the setting mechanism and stop mechanism
drawn to an enlarged scale.
Figures 6, 7, 8, and 9 illustrate the automatic winding mechanism and the manner
in which I apply it to the signal boxes on a double line of track.
Figure 10 shows a band winding mechanism.
Figures 11 and 12 show the signal box as arranged for a night signal and a day
signal respectively.
Figures 13 and 14 are side views and longitudinal section respectively of the striking
mechanism.
Figure 15 illustrates the arrangement of the boxes on a single circuit.
A is the signal disc fixed on the outer end of a swinging arm A¹ and B is a box to
contain the operating mechanism and furnishes also a screen to conceal the signal
when out of action.
The swinging arm A¹ is a lever having a free movement on a pivot a² in the box,
and with a weight c applied to it on the side of the pivot opposite to the signal disc to
over balance the arm and disc on that side. At this weighted end the lever engages
with pins or projections on the face of a revolving plate D that is part of the setting
mechanism and by the movements of which the end of the lever is raised up from its
lowest position ready for action and is released and allowed to drop. In the
first position the signal disc at the opposite end of the lever is concealed from view
and in the second position it is shown up in sight above the screen.
The plate D is set on the axle of a drum or barrel having a cord and weight for
turning it and while loose on this axle in one direction the plate is locked in the other
direction by a ratchet wheel or disc on one and a spring pawl on the other part.
F indicates the winding barrel, F¹ the axle and F the axle boxes on the stand or bed
plate B*.

page_text: The ratchet disc is seen at G and the pawls g on the face of the disc, H is the weight
that turns the barrel.
This constitutes a simple means for giving motion to the revolving plate and is
believed to be superior to a spring barrel and train of gears for imparting motion to
the plate D. It enables the relations of the power to the work to be easily regulated
and reduces besides the liability to derangement that attends the use of a spring motor.
In ordinary situations of use the signal box is set at a considerable height above the
track upon a post X through which a way or run X*, for the weight is provided and
as this can be carried into the ground below the post a considerable distance if
necessary the descending weight may be operative for some length of time before
requiring to be wound up. This winding operation can be performed at intervals by
mechanism accessible from the ground such for instance as a crank shaft I
Figure 10 located inside the post with a sprocket wheel J fixed thereon and a
chain K running up to and over a similar wheel K* on the axle as shown in Figures 3
and 10.
In some cases I apply a winding mechanism that is set in motion to wind up the
barrel, a small amount each time by the passing trains, but this device is particularly
applicable to roads having double tracks and signal boxes to each track and where
there is a large number of trains using the signal daily.
The winding mechanism which I have produced for this purpose is shown in
Figures 6, 7, 8 and 9 of the drawings. It consists of a long lever M having a fulcrum
at m in a chamber under the track and extending from one track across to and under
the supporting post of the signal box of the other track.
This end of the lever at the box rests under a long rod M' on the upper end of
which is a toe piece n that takes under a loosely swinging lever arm N that plays on
the side of the winding barrel in front of a ratchet disc P*. This lever carries a
pawl P the end of which is bent as seen at P2 so as to be caught and raised by the toe
piece.
The movement of the lever in an upward direction then takes place when the rod M'
is lifted and the pawl is thrown into action against the ratchet disc.
Such construction causes the pawl to be left out of contact after each time of
action when the long lever M is dropped and the barrel is free to act in the
interval.
The opposite end of the lever M is furnished with a pin or post M² set sufficiently
above the surface of the roadway to be struck by or receive pressure from a roller on
the truck of the locomotive, or from the wheels of the train as they pass over it so
that the force will throw up the rod at the opposite end of the lever M and operate the
winding pawl and ratchet.'
On the plate D of the setting mechanism are pins or studs d. d projecting from the
outer face, and in line with these is set the weighted end of the lever A.
The plate when released by the stop mechanism is turned part of a revolution
to throw the pin from beneath the lever and again to bring up the next pin under
and lift the arm to its highest position the length of movements at such time is just
sufficient in the first case to release the lever and in the second place to raise it up to
the highest point and hold it at rest ready for operation again.
In this position the weight C is raised and the signal disc on the opposite side of the
pivot is concealed within the box.
In the first turn of the plate D when the end of the lever slips off the pin d under
it and drops down to the pin next below, the movement is less than that required to
raise the lever and is only sufficient to pass the pin clear of the lever.
These movements are regulated and controlled by stop mechanism consisting of
pins or studs S, S, on the face of a secondary disc S*, a stop wheel T provided with
radial arms t to engage with the pins S and a locking lever U carrying an armature
which is set in position to be acted on by an electro magnet V. Figures 3, 4, and 5 of
the drawings show these parts and illustrate their operation.
The magnet V is in an electric circuit in which the generator is seen at Z, and the
conducting wires at Z¹, Z³.

page_text: In this arrangement and application of the circuit the signals are placed and con-
nected in pairs, one box at each end of a section or division of the road and both are
operated simultaneously from one striking mechanism to throw one signal into action
and to lower the other one, so that as the train reaches one striking point it moves out
of action the rear signal passed by the train and sets the signal ahead.
For this purpose I use a striking mechanism consisting of a hinged block R pivoted
at one end to a bed plate R¹ that is bolted firmly down to the road bed between the
rails and having stiff springs R2 placed under its free end.
The top of the block is curved to present a gradually inclined face in the path of a
wheel or roller V fixed on some suitable part of the locomotive truck to press down
the block when running over it. Such movement of the hinged block is made to
move a contact lever or key W, and close the circuit. The said key is situated under
the movable end of the block, and by using a three point contact a
" ground" is
established always for the rear box of each simultaneously operated pair so that a
single circuit can be used to work the two signals.
That part of the whole apparatus which I term the striking mechanism, for the
reason that it is struck or acted upon by some projecting part on the locomotive is set
at given points of distance along the line of road and each one is caused to close the
circuit on one electro magnet and also to vitalize the magnet of the next signal box
by forming a ground for it at all other times. Figure 15 illustrates the two
circuits by which this is accomplished.
"
When the key W is pressed the circuit is completed through the wires Z, Z, Z,
and electro magnet V at the box B and to the ground through the key W₁ and so on
in like manner two boxes are operated as the train passes over each of the blocks R.
It is obvious that separate circuits and independent electro magnets can also be
employed to produce the two movements of the setting mechanism first to trip the
lever A¹ and afterwards to raise the weighted end and bring down the signal but such
arrangement would not be equal in point of simplicity to my single circuit while it
would increase the cost of constructing and maintaining the system of signals along
the line.
The construction of the striking mechanism is seen in Figures 13 and 14. The bed
plate R¹ has a cavity to contain the springs R2 and a yielding bearing block Yo for the
contact key W.
The movable end of the block is limited in its movements and is held down by a
yoke R and straining bolts R' which are secured at Yo to the block and at R7 to a tie
or other firmly anchored part in the roadway.
The wheel or roller Y fixed on the locomotive or its tender may be so constructed
or so held on its axle that it can be set either in line with the striking blocks or be
moved to one side out of action according as it may be necessary to work the signals
or to pass them over.
It should be stated that the signals are placed as shown in Fig. 15 for operation on
a single-track road and at such points or on such divisions where branch-lines feeders,
or other roads make use of the main track, and trains are run in both directions on
such portions. In this case the signals are so arranged and operated that the one at
the front of the division is displayed before or at the time the advancing train enters
the division, and remains thus displayed while the train is running on that division,
but at the time of leaving it and entering the next division ahead such signal is thrown
out of action or is covered.
The diagram Figure 15 represents one mode of arranging several signal-boxes
along a line of single track to give all trains running in one direction the right of
way. Each box B B¹ B2 is located at the head of a section of the line where a branch,
or a siding enters on the main line, and, by means of the striking mechanism herein-
before described, the signals are set in succession ahead of the train as it moves along
the main track. To illustrate the operation, the box B may be said to stand at the
head of the first section of the line, or at some point ahead where a side track enters
the main line, and the first key W, is the one placed at the starting point of the train.
This key is then struck as the train enters the section and the signal B is then

page_text: displayed and remains exposed until the train reaches and passes beyond the switch.
The second key W', is then struck by the train and while the signal B is then acted
on and removed, the second signal B₁ ahead is sinultaneously displayed. In like
manner, the train passing this point B₁ reaches and strikes the third key W' through
which the signa! B₁ is removed and the third signal B2 is set. In this manner the
train on the main line running in the direction of the arrow at W, will command the
right of way on every section of the line.
In the arrangement of electric circuits represented in Figure 15 there are two
electro-magnets in each box, one of which acts upon the armature-lever U to set the
signal, while the other one in the next impulse sent through the signal-box operates
on the lever to take off the signal. To produce this operation the first magnet V in
the box B, is vitalized by the circuit from the battery at the key W, through the
wires Z Z and Z, and the signal remains displayed until the key at the box B is
struck.
The magnet V, is then acted on by the circuit from the battery at W¹, through the
wires Z3, and the wires Z Z at the next key W2. But the magnet V2 of the
box B¹, is also in that circuit and thus as the magnet V₁ takes off the signal at "B"
the magnet V sets the signal at "B¹," operates simultaneously upon the magnet V³
and the magnet V, of the third box; and the same is repeated at the third key W³.
It will be understood from the description of the signal mechanism proper, by
which the signal-target is raised and dropped, that the first impulse or passage of the
current through the magnet sets free the rotating disc D which trips the lever A¹ but
that the disc being then arrested by the stop-device is held from farther movement
until the armature is again acted on by the magnet, at which time the disc is released
and by its movement of rotation raises the lever A' and brings down the signal out
of sight. A second impulse or passage of the electric current is therefore required to
throw the signal out of action, and this is effected by sending the first current that
is applied to one box back through the magnet of the box behind for the second
current of that box to bring down its signal.
"
""
By means of the before-mentioned arrangement of three-point contact lever with
the operating block R the roller Y in depressing it closes the circuit between the
battery and the magnet in the box ahead, and also makes a ground through the
conductor for the box front; thereby actuating both boxes by a single circuit. It
will be obvious, however, that the same could be done by two separate circuits, one to
set the signal of the box ahead of the striking-block R and the other circuit to throw
the signal behind out of action at the same time; but in point of simplicity and
cheapness of construction and maintenance the double circuits would be inferior to the
single circuit.
This arrangement of signal-boxes and the mode of operating them in successive
order, as before described gives a train full control of the division or section of road
on which it is running; for it will be noticed that while one train is on one division
the signal-box ahead gives warning and is not shut off until the next section is
entered on. In like manner two sets of signals could be arranged for two trains
using the same track on any portions of a road, one set being designed for operation
with the train moving in one direction, and the other set so placed as to be acted on
by the train travelling in the opposite direction; in such case of application the
striking blocks R of the one set would be so placed in the track that the roller Y of
the locomotive which was not intended to actuate that set of signal setting levers W
would be out of the path of those blocks.
The apparatus as constructed and arranged for operation on a single circuit to each
box is operated by the moving train as follows; as the key W₁ is depressed it estab-
lishes the circuit to the electro magnet V2 in the box B ahead of the train and
also through the magnet to the first box B and both magnets are vitalized at the same
time.
By this means the revolving discs D are released to work the signal levers. Each
striking block is thus connected to its own box and to the box ahead at the end of the
section and as the one signal ahead is displayed the one at the striker is moved out of

page_text: sight the location and movements of the train along the line are therefore indicated
at all times as one signal is not thrown out of action until the first signal on the next
section of road is displayed.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is:
:-
First. The combination in an electric signal for railways of the signal carrying arm
or lever A', a weight to move the said lever a setting mechanism consisting of a disc
or plate D with pins to engage the lever, the weight and winding barrel adapted to
revolve the said plate and a stop mechanism controlling the said plate and con-
trolled by an electro magnet, in an electro circuit substantially as herein described
for operation as set forth.
Second. The combination of the signal arm or lever A' weight C disc or plate D
with pins d to engage the said lever winding barrel and weight F, H, connected to
the said plate and a stop mechanism composed of a secondary disc S* with stop
pins S, S, an electro magnet in an electric circuit and an armature lever adapted to
control the said disc constructed and applied for operation substantially as set forth.
Third. In an electric signal for railways the combination of the arm or lever A¹
carrying a signal the revolving setting disc or plate D with stops or pins d d means
substantially as described for moving the said plate, a stop mechanism adapted to
control the movement of the plate; an electro magnet in an electric circuit and
controlling the said stop mechanism and a circuit closer W, located in position to be
acted on by a moving train substantially as set forth.
Fourth. In an electric signal for railways the combination of two signal boxes with
setting mechanisms controlled by electro magnets the electro magnets V V the electro
circuit ZZZ and the circuit closers W located in position to be acted on by a
moving train substantially as described.
Fifth. In an electric signal for railways the combination of signal boxes A, A,
having setting mechanisms controlled by electro magnets the circuit and circuit
closing mechanism having the striking block R bed plate R* springs and circuit closer
to each box.
"
the
Sixth. The combination of signal boxes B, B¹, circuit Z Z Z electro magnets in
the said circuit adapted to control the setting mechanism in the said boxes;
circuit closers the circuit to "
ground from each box through the circuit closing
mechanism of the other box and the hinged block R, located in the path of a wheel
or projecting part on the train as a means for acting on said circuit closer to vitalize
the electro magnets substantially as described.
Seventh. In a signal for railways the combination with the winding band E of the
pawl and ratchet winding mechanism N N, P, P* rod M* and lever M located in the
roadway in position to be depressed by the moving train and by such action to wind
up the barrel substantially as described for operation as set forth.
Eighth. In a railway signal the combination with two signal boxes on separate
tracks having mechanism to operate the signals, which set in motion by a weight or
spring of a winding mechanism to each box adapted to winding the signal mechanism
and set in position in said tracks to be operated by or from the moving trains in 4
relation to their direction of travel on said tracks as described whereby the winding
operation at each box is produced by the trains moving on the opposite track.
TAAA
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.
HASELTINE, LAKE & Co.,
45, Southampton Buildings, London, W.C.,
Agents for the Applicant.