Improvements in Railway Signalling Systems and Apparatus.
Year: 1898

page_text: PROVISIONAL SPECIFICATION.
Improvements in Railway Signalling Systems and Apparatus.
I, HENRY BEZER, of New Rochelle, Westchester County, State of New York,
United States of America, Signal Engineer, do hereby declare the nature of this
invention to be as follows:-
My invention relates to railway signaling systems and apparatus therefor, and
has for its objects the attainment of simplicity and clearness of the indications
and simplicity and durability in the signal operating mechanism, and certainty
of action and reliability of circuits, points and mechanism. My invention includes
an improved visual indicator for giving indications of the condition of the track
in advance of the train, the utilization of a semaphore arm or blade to give
reliable signals by its condition of rest or motion, an improved night signal in
which the employment of a spectacle is obviated and the danger of false indication
through the breaking of a spectacle thus done away with, improved means for
controlling motor operating circuits and other circuits by the movement of the
semaphore, improved means for guarding against battery failure by automatically
switching in a reserve battery when the active battery becomes too feeble to
perform its work, and various improvements in and relating to such systems as
will be now more fully described.
The visual indicator for the day signal is a semaphore arm or blade which
may be substantially straight and medially pivoted so as to rotate, and the pivotal
axis of the semaphore is located at a distance from the post or support so that
the semaphore is substantially clear of the background of the post or support in
all positions. Thus the semaphore may have a landscape background in all
positions and is clearly distinguishable from the post or support in all positions.
In the embodiment of this feature of the invention in a position signal a single
semaphore may be employed both as a home and distant signal, as the horizontal
position may indicate danger or section blocked, the oblique position may indicate
distant danger or caution or one section in advance clear and the vertical position
may indicate safety or two sections clear. These indications are simple and
essentially distinct so that no confusion or misinterpretation of the signals should
occur.
The signal actuating mechanism is enclosed within a box whereby it is pro-
tected from the weather and this box is of small dimensions so as not to materially
interfere with the clear background of the signal, and this box is supported
on a narrow arm or bracket extending from the post or support, this supporting
arm or bracket being considerably narrower than the semaphore blade so as not
to obscure the indications of the semaphore blade. This supporting arm may
be made so narrow facing the direction from which the signals are read by the
engine driver that it is scarcely visible or visible only as a thin line. Where
two signals are desired at one place to indicate the condition of traffic on different
tracks, as in a four track system, the two signals may be located on opposite
sides of the same post, and thus the additional post heretofore required for the
second signal will not be necessary.

page_text: An important feature of my invention is what I have termed a motion signal,
the semaphore being actuated to revolve continuously in a vertical plane to give
the safety signal and being caused to assume a definite predetermined position
to give the danger signal. This motion signal has many advantages over the
ordinary position semaphore. Its indications are exceedingly simple. It may
be said, generally, that if the signal is in motion then the train may move but
if the signal is at rest then the train must stop. It requires a positive and
continued force to set it in motion to give the safety signal. Should its actuating
means fail to move it then the danger signal is given. The effects of the weather
which tend to put the ordinary position signal to safety, such as weight of snow
upon the semaphore blade or the clogging of the bearings with snow or ice, would
operate with my improved motion signal to hold it stationary, and this would give
the danger indication.
I prefer to so arrange this signal that it shall occupy a horizontal position
when at danger, but any other position may be selected and the mechanism
arranged to cause the signal to assume this predetermined position to indicate
danger. It is to be noted, however, that in the event of an accidental failure,
whereby the signal is not returned to its proper predetermined position the absence
of motion will be in itself an indication that the signal is out of order, and there-
fore a warning to the engine driver.
The night signal is provided by a lantern which may be placed within the
circle of rotation of the semaphore, and the semaphore should be of opaque
material so that as the semaphore rotates it intermittently obscures the light of
the lantern or intercepts the rays of light therefrom, thus exhibiting its motion
by flashing the light. Thus the safety night signal would be given by a flashed
light. The lantern should be so placed as to be unobscured when the semaphore
is at rest in its predetermined position of danger indication and thus the night
danger signal would be given by a steady light. I prefer to have a red bulls
eye for the lantern and thus to show a flashed red light for safety and a steady
red light for danger. Should the semaphore be at rest in position to obscure the
light through failure of the mechanism or should the light be extinguished, the
trainmen will be warned by not seeing the light. Under no circumstances could
the flash light indication be given by failure of the mechanism or light. This
part of my invention is a material improvement over the present employment of
a colored glass spectacle in the semaphore blade moved in front of the lantern for
the danger indication. It has happened, not infrequently, that this spectacle has
become broken, and a clear white light, indicating safety, has been exhibited
when the semaphore was in the danger position. The construction of my signal
may be modified by mounting the lantern or its casing upon a vertical spindle
connected to the semaphore shaft, as by bevel gears, so as to rotate with the
semaphore shaft, and providing the lantern with bulls-eyes on different faces
so that the light will be flashed by the rotation of the lantern or casing, and
may employ bulls-eyes alternately red and white, arranging the mechanism so
that the red light will be exhibited when the semaphore is at rest in the pre-
determined position and instructing the trainmen to consider any steady light or
absence of light as a danger indication. It will be observed that according to
my invention the element of color may be entirely removed as well as from the
night signal as the day signal, motion or the flashing of the light indicating safety
and absence of motion or a steady light indicating danger, while the absence of
light indicates a disordered signal and therefore danger.
In the position signal embodying my broad invention as above referred to,
and giving three indications with a single semaphore, I should employ a lantern
connected to the semaphore shaft so as to rotate therewith and provided with
three bulls-eyes of the usual different colors, red, green and clear glass or white,
and arranged so as to be exhibited when the semaphore was in the corresponding
positions, the red being exhibited with the semaphore at danger or section
blocked, the green light being exhibited with the semaphore at caution or

page_text: distant danger or one section clear, and the white light being exhibited with
the signal at safety or two sections clear. These indications are necessarily
dependent upon color as in all position signals but the construction may be
desirable in some instances.
The
The semaphore shaft has suitable bearings in the signal box.
bearings should be made of a suitable non-rusting metal, alloy or composition,
so as to guard against rusting of the shaft in its bearings, and I have obtained
good results with a steel shaft and brass bearings. The front bearing is necessarily
open where the shaft emerges from the box, but the rear bearing may be completely
housed within the signal box as may also the bearings of all other shafts.
A suitable motor is provided and my purpose is to employ an electro-motor.
The motor shaft may be connected to the semaphore shaft by a train of gears
reducing the speed of the motor so that the motor, when rotating at high speed,
produces a slow rotation of the semaphore and the motor has considerable leverage
over the semaphore shaft so as to readily overcome any resistance to the movement
of the semaphore. In some instances I may provide a worm wheel upon the
semaphore shaft and actuate it by a worm rotated by the motor, thus providing
a self locking gear, but I usually prefer to employ spur gears as thereby the
motion of the semaphore may be arrested without contact with unyielding
parts.
I will first describe the construction which I propose to employ for a revolving
or motion signal, wherein a commutator is provided connected to the semaphore
shaft so as to move with the semaphore, and preferably on the semaphore shaft,
this commutator being combined with contact brushes so as to close the motor
circuit when the line circuit is closed and to maintain the motor circuit closed
so long as the line circuit is closed and for a sufficient interval after the breaking
of the line circuit to permit the semaphore to move to its predetermined position
of indication. Two fixed commutator brushes and two movable commutator
brushes are provided, the fixed brushes being always in contact with the com-
mutator and the movable brushes being normally out of contact therewith. The
movable brushes are connected to or actuated by the armature of an electro-magnet
in the line circuit and are moved into contact with the commutator by the
attraction of the armature when the line circuit is closed. One of the movable
brushes is a motor circuit brush and the other is connected to the brush actuating
magnet. When the line circuit is closed the movable brushes contact with the
commutator and the motor circuit is closed through the motor circuit movable
brush, the main plate of the commutator and one of the fixed brushes which is
always in contact with the main plate of the commutator. The other fixed brush
is normally in contact with an insulated section of the commutator, but as the
semaphore rotates this brush comes into contact with the main plate of the com-
mutator and the motor current is then divided between. this brush and the movable
motor circuit brush, and this condition of circuits alternates so long as the line
circuit is closed, and the semaphore is continuously rotated thereby giving the safety
indication. The other movable brush is in contact with the main plate of the commu-
tator whenever botn fixed brushes are not in contact therewith and maintains the cir-
cuit of the brush actuating electro-magnet at such times through the fixed brush
always in contact with the main plate of the commutator in the event of the opening
of the line circuit, but after the opening of the line circuit and the rotation
of the semaphore to a position in which both fixed brushes are in contact with
the main plate of the commutator, an insulated section of the commutator comes
into contact with this movable brush and the circuit of the brush actuating
electro-magnet is opened and the movable brushes withdrawn from contact with
the commutator, but the motor circuit is maintained through the two fixed brushes
until the insulated section of the commutator comes under one of them, and this
occurs only when the semaphore has assumed its predetermined position of danger
indication. If the line circuit is opened while said insulated section is under the
said movable brush, then the circuit of the brush actuating electro-magnet will

page_text: be at once opened, but the two fixed brushes will then be in contact with the
main plate of the commutator and will maintain the circuit of the motor until
the insulated section of the commutator comes under one of them as the semaphore
assumes its danger indicating position. The momentum of the semaphore carries
the commutator forward so that this brush is well on to the insulated section when
the semaphore ia at rest.
With this construction the only sparking from the opening of the motor circuit
occurs at the break caused by the insulated plate and fixed brush, and the motor
circuit is not primarily closed through this brush and the effects of the sparking
will be rubbed off by the continued rotation of the commutator before this brush
is again relied upon to close the circuit. The signal will always complete its
revolution after the breaking of the circuit of the brush actuating magnet by
a circuit through the two fixed brushes, and will therefore always assume the danger
position under the same conditions and momentum. A spring or other retractive
force may be relied upon to withdraw the movable brushes from the commutator
upon the opening of the circuit of the magnet controlling such brushes, as the
tendency of the motion of the commutator is to throw these brushes off from
contact with the commutator, so that in any event, upon the cessation of the
magnetic attraction which would hold these brushes against the commutator
when the safety signal was desired, the brushes would be thrown off or their
contact made so feeble as to be ineffective.
In the embodiment of my invention in a position signal as above explained
three positions of indication may be employed, the horizontal position of the
semaphore and the red light for home danger, the oblique position of the semaphore
and the green light for caution or distant danger or one block clear and the
vertical position of the semaphore and white light for safety or two blocks
clear.
The semaphore being medially pivoted and of symmetrical shape, will assume
the same position of indication twice in every revolution, and in changing from
one position to another will perform a fraction of a revolution, as for instance,
from the horizontal position to the vertical position, one fourth of a revolution,
or from the vertical position to the horizontal position, one fourth of a revolution, or
from the horizontal position to the oblique position, one eighth of a revolution
or from the oblique position to the vertical position, one eighth of a revolution,
or from the oblique position to the horizontal position, three eighths of a
revolution.
A commutator is provided on the semaphore shaft in this instance provided
with a single movable brush controlled by an electro-magnet in the line circuit,
and with a number of fixed brushes, seven fixed brushes being required for the
various circuits desired. The path of the movable brush upon the commutator
has no breaks therein. With the signal in normal danger position the contact
of the movable brush with the commutator closes the motor circuit through the
movable brush, the plate of the commutator with which the brush comes in contact
and the second fixed brush. Should the section in advance of the section guarded
by the signal be not clear of trains, then this circuit will be the only motor
circuit closed and will continue closed only until the signal has been brought to
Should this advance
the position indicating distant danger or one block clear.
section be clear of trains then the motor circuit will also be closed through the
movable brush and commutator plate, the first fixed brush, and a circuit closer
controlled from said advance section, and the motor circuit will continue until
the signal has been brought to the safety or two blocks clear position. When the
train passes the signal it opens the line circuit and the movable brush leaves
the commutator but comes against a back contact and closes the motor circuit
through such back contact, a third fixed brush, a commutator plate and the
second fixed brush, carrying the signal from either the one or the two blocks
clear position to the danger position. Sparking by opening of the motor circuit
can only occur on the first and second fixed brushes and there would always be

page_text: a rubbing on the plates to remove the effects of the sparking before the brushes
were wanted again.
If the signal in advance of the signal whose operation has just been described
is in any other position than the normal danger position or the signal in rear
thereof is in any other than the normal danger position, the intermediate signal
cannot go to safety, by reason of breaks existing between other fixed brushes of
the commutators, so that consecutive false safety signals are impossible.
If deemed advisable to positively lock the position signal in each indicating
position or the motion signal in its single indicating position the worm gearing
above referred to may be employed. If it is desired to employ electric lights for
the night signals such lights may be suitably connected with the commutator.
It may in some instances be desirable to provide a weight for restoring the
motion signal to normal danger position upon the cessation of its forward actua-
tion. This I accomplish by connecting a weighted shaft to the signal shaft when
the forward motion of the signal ceases. The motor is thrown into gear with
the signal shaft by an electric clutch or electro-mechanical clutch in circuit with
the motor. The revolution of the semaphore shaft winds the weight up to a
predetermined point, and the construction of the parts is such that should the
motor circuit be opened at any point of a revolution of the signal and the clutch
thereby disengaged the weight will thereupon actuate the signal in reverse
direction, until the signal is returned to the horizontal danger indicating position.
In the embodiment of my improvements in circuits for actuating the signals.
automatically, I prefer to employ normally closed track circuits, the track relay
having opposing electro-magnets and being shunted by the car wheels and
axles.
I have obtained good results with storage batteries charged as required by a
dynamo-electric machine. A charging circuit is employed which can charge
either in series or multiple and may have a return through ground where the
track batteries are not included, but should have a complete metallic circuit if
the track batteries are included. Where no charging circuit is provided and
independent primary or secondary, batteries are employed, I provide against the
liability of running down or failure of a battery by duplicating the batteries at
each point and providing means whereby either one of these two batteries may be
actively connected in the circuit and will remain connected in the circuit until the
current supplied thereby falls below a predetermined point and thereupon the
other battery will be actively connected in said circuit. These means include two
electro-magnets, one in circuit with each battery, battery contacts connected
with each battery and circuit contacts for each battery, a contact for each battery
being controlled by an electro-magnet of the other battery. These electro-magnets
may be in shunt circuits, and the exhausted battery may be cut out and the
shunt circuit of its magnet broken when the other battery is actively connected
in the circuit.
The commutator of the motion signal first above described, may be modified by
providing an additional fixed contact brush to accomplish the following circuits
for the motor. When the movable brushes are in contact with the commutator the
circuit for the field of the motor is closed through this additional brush, the
second fixed brush, the motor circuit movable brush and the first fixed brush,
and the circuit for the armature of the motor is through the motor circuit
movable brush and the first fixed brush, but when the signal is near its position
of danger indication and the movable brushes have moved out of contact with
the commutator, the additional brush above referred to is also out of circuit, and
the circuit for the field of the motor is closed through the second and first fixed
brushes and the circuit for the armature is through a resistance and the second.
and first fixed brushes, whereby the current in the motor armature is reduced and
the signal will finish its movement, say for the last sixteenth part of its revolution, .
at slower speed and the momentum may thus be reduced so as to insure that the

page_text: signal will always stop at its danger position. This construction is especially
advantageous where a comparatively high speed for the signal is desired
Dated this 25th day of A 1000
BOULT & WADE,
Agents for the Applicant.
improvements in Railway Signalling Systems and Apparatus.
I, HENRY BEZER, of New Rochelle, Westchester County, State of New York,.
United States of America, Signal Engineer, do hereby declare the nature of this
invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement: -
My invention relates to railway signaling systems and apparatus therefor, and
has for its objects the attainment of simplicity and clearness of the indications
and simplicity and durability in the signal operating mechanism, and certainty
of action and reliability of circuits, points and mechanism. My invention includes
an improved visual indicator for giving indications of the condition of the track
in advance of the train, the utilization of a semaphore arm or blade to give
reliable signals by its condition of rest or motion, an improved night signal in
which the employment of a spectacle is obviated and the danger of false indication
through the breaking of a spectacle thus done away with, improved means for
controlling motor operating circuits and other circuits by the movement of the
semaphore, improved means for guarding against battery failure by automatically
switching in a reserve battery when the active battery becomes too feeble to
porform its work, and various improvements in and relating to such systems, as
will now be fully described with reference to the accompanying drawings forming
part of this specification.
Figure 1 is a front elevation of one form of motion signal.
Figure 2 is a plan view of the signal box and interior mechanism with the
cover of the box removed.
Figure 3 is a sectional elevation of the same.
Figure 4 is a detail of certain parts of the gearing shown in Figures 2 and 3.
Figure.5 is a sectional elevation of the gearing taken on the line 5, 5 of
Figure 3.
Figure 6 is a detail of the gear-wheels shown in Figure 4, but in a different
position.
Figure is a detail of a spring tooth of one of the gear-wheels.
Figure 8 is a sectional elevation of the signal box and interior mechanism of
another form of motion signal.
Figure 9 is a plan of the same with the cover of the box removed.
Figures 10 and 11 are diagrams of two forms of commutators and circuit
connections for the same.
Figure 12 is a front elevation of a position signal.
Figure 12 is a detail plan view of the lantern.
Figure 13 is a transverse vertical section of the signal box and interior
mechanism of the position signal.
Figure 14 is a diagram of the commutator and circuit connections for the
same.
Figures 15 and 15* are developments of the commutators shown in Figures 10
and 11, respectively.

page_text: Figure 16 is a diagram showing two batteries and means for automatically
putting one in circuit when the other is exhausted.
Figure 17 is a similar view showing a modified construction of the same.
The visual indicator for the day signal is a semaphore arm or blade, such as
the arm or blade A, which may be, as shown, substantially straight and medially
pivoted so as to rotate; and the pivotal axis of the semaphore is located at a
distance from the post or support in all positions, the arm or blade A being
shown as mounted on the shaft A¹ In the embodiment of this feature of the
invention in a position signal a single semaphore may be employed both as a
home and a distant signal, as the horizontal position may indicate danger or
section blocked, the oblique position may indicate distant danger or caution or
one section in advance clear and the vertical position may indicate safety or
two sections clear. These indications are simple and essentially distinct so that
no confusion or misinterpretation of the signals should occur.
The signal actuating mechanism is enclosed within a box B, whereby it is
protected from the weather and this box is of small dimensions so as not to
materially interfere with the clear background of the signal, and this box is
supported on a narrow arm or bracket as A³, extending from the post or support A',
this supporting arm or bracket being considerably narrower than the semaphore
blade so as not to obscure the indications of the semaphore blade. This supporting
arm A³ may be made so narrow facing the direction from which the signals are
read by the engine driver that it is scarcely visible or visible only as a thin
line. Where two signals are desired at one place to indicate the conditions of
traffic on different tracks, as in a four track system, the two signals may be
located on opposite sides of the same post, and thus the additional post heretofore
required for the second signal will not be necessary.
An important feature of my invention is what I have termed a "motion "signal,
the semaphore being actuated to revolve continuously in a vertical plane to give
the safety signal and being caused to assume a definite predetermined position
to give the danger signal. This motion signal has many advantages over the
ordinary position semaphore. Its indications are exceedingly simple. It may
be said, generally, that if the signal is in motion then the train may move, but
if the signal is at rest, then the train must stop. It requires a positive and
continued force to set it in motion to give the safety signal. Should its actuating
means fail to move it, then the danger signal is given. The effects of the weather
which tend to put the ordinary position signal to safety, such as weight of snow
upon the semaphore blade or the clogging of the bearings with snow or ice, would
operate with my improved motion signal to hold it stationary, and this would give
the danger indication.
I prefer to so arrange this signal that it shall occupy a horizontal position
when at danger, but any other position may be selected and the mechanism
arranged to cause the signal to assume this predetermined position to indicate
danger. It is to be noted, however, that in the event of an accidental failure,
whereby a signal is not returned to its proper predetermined position, the absence
of motion will be in itself an indication that the signal is out of order, and there-
fore a warning to the engine driver.
The night motion signal is provided by a lantern such as the lantern L,
Figure 1, which may be placed within the circle of rotation of the semaphore A,
and the semaphore should be of opaque material so that as the semaphore rotates
it intermittently obscures the light of the lantern or intercepts the rays of light
therefrom, thus exhibiting its motion by flashing the light. Thus the safety night
signal would be given by a flashed light. The lantern should be so placed as to
be unobscured when the semaphore is at rest in its predetermined position and
thus the night danger signal would be given by a steady light. I prefer to have
a red bull's eye for the lantern and thus to show a flashed red light for safety
and a steady red light for danger, but a bull's eye of another color, as green,
may be used. Should the semaphore be at rest in position to obscure the light

page_text: through failure of the mechanism or should the light be extinguished, the train-
men will be warned by not seeing the light. Under no circumstances could the
flash light indication be given by failure of the mechanism or light. This part
of my invention is a material improvement over the present employment of a
colored glass spectacle in the semaphore blade moved in front of the lantern for
the danger indication. It has happened, not infrequently, that this spectacle has
become broken, and a clear white light, indicating safety, has been exhibited when
the semaphore was in the danger position. The construction of my signal may be
modified by mounting the lantern or its casing upon a vertical spindle connected
to. the semaphore shaft, as by bevel gears, so as to rotate with the semaphore shaft,
and providing the lantern with bulls-eyes on different faces so that light will be
flashed by the rotation of the lantern or casing, and I may employ bulls-eyes
alternately red and white, arranging the mechanism so that the red light will
be exhibited when the semaphore is at rest in the predetermined position and
instructing the trainmen to consider any steady light or absence of light as a
danger indication. It will be observed that according to my invention the element
of color may be entirely removed as well from the might signal as the day
signal, motion or the flashing of the light indicating safety and absence of
motion or a steady light indicating danger, while the absence of light indicates.
a disordered signal and therefore danger.
In the position signal embodying my broad invention as above referred to,
and giving three indications with a single semaphore, I should employ a lantern
connected to the semaphore shaft so as to rotate therewith and provided with
three bulls-eyes of the usual different colors, red, green and clear glass or white,
and arranged so as to be exhibited when the semaphore was in the corresponding
positions, the red exhibited when the semaphore was at danger or section
blocked, the green light being exhibited with the semaphore at caution or
distant danger or one section clear, and the white light being exhibited with
the signal at safety or two sections clear. These indications are necessarily
dependent upon color as in all position signals but the construction may be
desirable in some instances. Such a lantern is shown at L', Figures 12 and 12*,
mounted on the shaft (Fig. 13) connected by bevel gears and J2 to the
semaphore shaft A¹.
The semaphore shaft A¹, has suitable bearings in the signal box B. The
bearings should be made of a suitable non-rusting metal, alloy or composition,
so as to guard against rusting of the shaft in its bearings, and I have obtained
good results from a steel shaft and brass bearings. The front bearing is necessarily
open where the shaft emerges from the box, but the rear bearing may be completely
housed within the signal box as may also the bearings of all other shafts."
A suitable motor is provided and my purpose is to employ an electro-
motor, and such a motor is indicated in the drawings and designated M. The
motor shaft may be connected to the semaphore shaft by a train of gears as M
reducing the speed of the motor so that the motor, when rotating at high speed
produces a slow rotation of the semaphore and the motor has considerable leverage
over the semaphore shaft so as to readily overcome any resistance to the movement
of the semaphore. In some instances I may provide a worm wheel on the
semaphore shaft and actuate it by a worm rotated by the motor, thus providing
a self locking gear, but I usually prefer to employ spur gears as thereby the
motion of the semaphore may be arrested without contact with unyielding
parts.
I will first describe the construction of motion signal shown in Figures 1 to 7,
inclusive. Here the semaphore shaft A¹ has loosely mounted upon it a gear
wheel C, and one side C¹ of a clutch, integrally connected together. A sleeve C³
carrying the other side C³ of the clutch, is mounted upon the shaft A', and is con-
nected therewith by means of pins or splines C2 so that it may slide longitudinally
on the shaft for the engagement of the clutch, but rotates with the shaft. A
pinion D is rigidly fixed upon the semaphore shaft A¹ and meshes with the wheel F¹
rigidly fixed upon another shaft F which is shown as mounted in bearings in

page_text: the signal box parallel to the semaphore shaft A', and which carries a drum G,
to which is fixed one end of a chain, carrying at its other end the weight of a
dash-pot G. The wheel F¹ is toothless for a portion of its periphery, with the
exception of a single spring tooth f, mounted in the otherwise toothless portion
of its periphery, as clearly shown in Figures 4 and 7. This spring tooth f has
a shank resting in a cavity in the pinion and surounded by a coiled spring.
Upon the end of the semaphore shaft A¹ is fixed a disc D¹, provided with a lug d,
and upon the end of the shaft F is fixed a disc F2, having a recess d³, corresponding
with the lug d.
The clutch engaging and disengaging device is shown as an armature E¹,
having a bifurcated projection carrying pins e¹, which take into a groove c in
the sleeve C². A magnet E actuates this armature. When the magnet is
energized, the armature, which is normally held away from the magnet by its
spring e, slides the sleeve C over the semaphore shaft A¹ so that the members of
the clutch engage.
A suitable motor M, preferably electric, is geared to the wheel C of the
semaphore shaft A¹.
The parts thus described being in their normal position, as shown in Figures 1,
2, 3 and 5, in which the semaphore is in horizontal position, the clutch disengaged,
and the weight of the dash-pot in its lowest position and the lug d, hugging
the disk F oprosite the recess d₁, the operation is as follows: The motor being
in operation, when the magnet E is energized the clutch is thrown into engagement
and the shaft A¹ rotates and carries the semaphore with it. The shaft F is
also caused to rotate by means of the meshing pinions D and F and winds up
the weight of the dash-pot until the spring-tooth f of the wheel F¹ engages the
teeth of the pinion D. The shaft F then ceases to rotate, the teeth of the pinion D
slipping past the tooth f and the lug d of the disk D¹ passing within the recess d¹
of the disk F. Thus the shaft F is held stationary with the weight in elevated
position, while the shaft A' and semaphore-blade continue their movement. When
now the magnet is deenergized and the clutch is disengaged, the weight of the
dash-pot rotates the shaft F backward, causing the shaft A¹ to rotate backward
till the lug strikes the disk F, when the semaphore-arm is in horizontal
position and the shaft A becomes quiescent.
I will now describe the construction for a revolving or motion signal shown in
Figures 8 to 11, inclusive, and Figures 15 and 15 wherein a commutator K is
provided connected. to the semaphore shaft A', so as to move with the semaphore.
and preferably as shown on the semaphore shaft, this commutator being combined
with contact brushes so as to close the motor circuit when the line circuit is
closed and to maintain the motor circuit closed so long as the line circuit is
closed and for a sufficient interval after the breaking of the line circuit to permit
the semaphore to move to its predetermined position of indication. Two fixed
commutator brushes 3 and 4, and two movable commutator brushes 1 and 2 are
provided, for the arrangement of circuits shown in Figure 10. and three fixed
brushes 3, 4 and 5. and two movable brushes 1 and 2 are provided in the arrange-
ment of circuits shown in Figure 11. The fixed brushes are always in contact
with the commutator and the movable brushes are normally out of contact there-
with. The movable brushes are connected to or actuated by the armature of an
electro-magnet H in the line circuit and are moved into contact with the com-
mutator by the attraction of the armature when, the line circuit is closed.
will first describe the arrangement of circuits shown in Figure 10, the commutator
of which is separately shown in development in Figure 15.
I
The movable brush 2 is a motor circuit brush and the other movable brush 1
is connected to the brush actuating magnet H. When, the line circuit is closed
the movable brushes contact with the commutator and the motor circuit is closed
through the motor circuit movable brush 2, the main plate K' of the commutator
and the fixed brush 3 which is always in contact with the main plate of the
commutator. The other fixed brush 4 is normally in contact with an insulated

page_text: section K2 of the commutator, but as the semaphore rotates this brush comes into
contact with the main plate K¹, of the commutator and the motor current is then
divided between this brush 4 and the movable motor circuit brush 2, and this
condition of circuits alternates so long as the line circuit is closed, and the
semaphore is continuously rotated, thereby giving the safety indication. The
other movable brush 1 is in contact with the main plate of the commutator when
the fixed brush is not in contact therewith and maintains the circuit of the
brush actuating electro-magnet at such times through the fixed brush 3 always in
contact with the main plate of the commutator in the event of the opening of
the line circuit, but after the opening of the line circuit and the rotation, of the
semaphore to a position in which both fixed brushes are in contact with the
main plate K¹ of the commutator, an insulated section K³ of the commutator comes
into contact with this movable brush 1, and the circuit of the brush actuating
electro-magnet H is opened and the movable brush is withdrawn from contact with
the commutator, but the motor circuit is maintained through the two fixed
brushes 3 and 4 until the insulated section K2 of the commutator comes under one
of them, and this occurs only when the semaphore has assumed its predetermined
position of danger indication. If the line circuit is opened while said insulated
section K3 is under the said movable brush, then the circuit of the brush actuating
electro-magnet H will be at once opened, but the two fixed brushes will then be
in contact with the main plate of the commutator and will maintain the circuit
of the motor until the insulated section K2 of the commutator comes under one
of them as the semaphore assumes its danger indicating position. The momentum
of the semaphore carries the commutator forward so that this brush is well on
to the insulated section when the semaphore is at rest.
Should the line circuit be opened while the fixed brush 4 is on its insulated
section K, the movable brushes and 2 would still contact with the commutator
and until the movable brush 1 reached its insulated section K³, because of the
circuit through the coils of the magnet H and the movable brush 1. and as when
the movable brush reached its insulated section K³, the two fixed brushes would
be on the main plate of the commutator, the semaphore would complete its
revolution. The momentum of the semaphore carries the commutator forward so
that the brush 4 is well on the insulated section K2, and the brushes 1 and 2
are ready to contact with the main plate of the commutator on the next completion
of the line circuit.
With this construction the only sparking from the opening of the motor circuit
occurs at the break caused by the insulated plate K2 and fixed brush 4, and the
motor circuit is not primarily closed through this brush and the effect of the
snarking will he rubbed off by the continued rotation of the commutator before
this brush is avain relied upon to close the circuit. The signal will always
complete its revolution after the breaking of the circuit of the brush actuating
magnet by a circuit through the two fixed brushes, and will therefore always
assume the danger position under the same conditions and momentum. A spring
or other retractive force may be relied uron to withdraw the movable brushes from
the commutator upon the opening of the circuit of the magnet H controlling such
brushes, as the tendency of the motion of the commutator is to throw these brushes
off from contact with the commutator, so that in any event, upon the cessation of
the magnetic attraction which would hold these brushes against the commutator
when the safety signal was desired. the brushes would be thrown off or their
contact made so feeble as to be ineffective.
In the arrangement of circuits shown in Figure 11, a development of the
commutator of which is shown in Fig. 15*, an additional fixed contact brush 5 is
provided, and when the movable brushes are in contact with the commutator the
circuit for the field of the motor is closed through the fixed. brush 4, the
additional brush 5, the motor circuit movable brush and the fixed brush 3,
and the circuit for the armature of the motor is through the motor circuit movable
brush 2, and the fixed brush 3, but when the semaphore is near its position of

page_text: danger indication and the movable brushes have moved out of contact with the
commutator, the additional brush 5 is also out of circuit, and the circuit for the
field of the motor is closed through the fixed brushes 4 and 3, and the circuit for
the armature is through the resistance R and the fixed brushes 4 and 3, whereby
the current in the motor armature is reduced and the semaphore will finish its
movement, say for the last eighth part of its revolution, at slower speed, and the
momentum may thus be reduced so as to insure that the signal will always stop
at its danger position. This construction is especially advantageous where a
comparatively high speed for the semaphore is desired.
The controlling circuits shown in the drawings Figures 10 and 11 need not be parti-
cularly described. Figure 11 is shown as in one block and Figure 10 as in the block
in advance. Normally closed track circuits are shown and the signals are normally
at danger. The track relays I and I' are in normally closed track circuits, including
the track batteries 6 and 6', respectively. The train shunts the relay I' upon
passing from the block, Figure 11, to the block Figure 10, thereby closing a
line circuit as follows: from battery 63, through wires 7 and 8, coils H, wire 9,
point 7, and armature l', and line wire 6, armature o and point o¹ (this armature o
having been dropped by the shunting of the track relay 1) to the lower rail of
track and back to battery 63. The closing of this circuit causes the movable
brushes 1 and 2 (Fig. 10) to contact with the main plate of the commutator, and
the signal is actuated thereby in the manner above described.
In the embodiment of my invention in a position signal as above explained
three positions of indication may be employed, the horizontal position of the
semaphore and the red light for home danger, the oblique position of the semaphore
and the green light for caution or distant danger or one block clear and the
vertical position of the semaphore and white light for safety or two blocks
clear.
The semaphore being medially pivoted and of symmetrical shape, will assume
the same position of indication twice in every revolution, and in changing from
one position to another will perform the fraction of a revolution, as for instance,
from the horizontal position to the vertical position, one fourth of a revolution,
or from the vertical position to the horizontal position, one fourth of a revolution,
or from the horizontal position to the oblique position, one eighth of a revolution
or from the oblique position to the vertical position, one eighth of a revolution,
or from the oblique position to the horizontal position, three eighths of a
revolution.
A commutator K shown in development in Fig. 14 is mounted on the semaphore
shaft in this instance provided with a single movable brush 9 controlled by an
electro-magnet H', and with a number of fixed brushes, nine fixed brushes, h, i,
j, k, P, J, r, s, t, being required for the various circuits desired. The path of
the movable brush g upon the commutator has no breaks therein. The brush actuating
magnet H has two sets of coils, that shown as the inner set of coils being in the
line circuit, including the contact m¹ and armature m of the track relay P, and
that shown as the outer set of coils being in another circuit having a contact
in the advance section.
The commutator is shown in the position corresponding with the normal danger
position of the signal. A train entering the section in rear of the section shown
shunts the track relay thereof and thereby closes the line circuit of the signal
shown at contacts in said rear section corresponding to the contacts n and n¹ in
the section shown. This line circuit may be traced from the battery 6 shown,
through wire 10, contacts m, m', wire 11, inner coils of brush actuating magnet H¹
and wire 12 back to the section in rear, through a wire 121 thereof, contacts n
and n', a wire 131, brushes and i and wire 14 thereof to lower rail and from
this rail by wire 15 back to battery.
The closing of the line circuit and consequent energization of the brush actuating
magnet H causes the movable brush to contact with the commutator and close the
motor circuit, from battery through wire 16, motor M, wire 17, movable

page_text: brush main plate of the commutator, fixed brush and wires 18 and 15 back
to battery. Should the section in advance of the section guarded by the signal
be not clear of trains, then this motor circuit will continue closed only until the
signal has been brought to the position indicating distant danger or one block
clear, and the commutator will come to rest with the ends of the brushes at the
dotted line, by reason of the fact that the forward movement of the commutator
breaks the circuit of the track relay P between the brushes p and q, and the
de-energization of the track relay P causes the circuit of the brush actuating
magnet H¹ to be broken by the falling of the armature m away from the point m¹.
The normally closed circuit of the track relay P is from the track battery 65
of the advance section through wire 19 thereof, commutator brushes and s
and wire 20 thereof to the upper rail and by this rail back to the section shown
and through wire 23 brushes p and q, wire 22, coils of track relay P and wire 21
to lower rail and through this fail forward to the battery.
Should the advance section be clear of trains, then the motor circuit will be
kept closed notwithstanding the breaking of the track circuit, through the energi-
zation of the outer set of coils of the brush actuating magnet H', which are in a
circuit closed by a circuit closer corresponding to m, m', in the advance section,
and the motor circuit will be continued until the signal has been brought to the
safety or two blocks clear position. This circuit through the outer coils of brush
actuating magnet H' is as follows: from battery 64 of advance section, through
wires 16 and 10 thereof, contacts m and m' and wires 11 and 24 thereof and by
wire 24 rearwardly to the section shown, entering the same by wire 24', through
the outer coils of magnet H', wire 25¹, brushes r and q (now connected by
reason of the advance movement of the commutator so that the ends of the brushes
are at line ¹) wire 22, track relay P, wire 21 to lower rail and through lower rail
forward to the advance section and through wire 15 thereof to battery.
When the signal reaches the safety position the connection of the brushes r
and q is broken and the brush actuating magnet H' de-energized and the movable
brush retracted from the commutator, and the signal comes to rest, the brushes
being then at the line of the commutator. When the brush actuating magnet
is de-energized with the commutator either at a¹ or 2, the movable brush g contacts
with its back contact g¹.
When the train passes the signal and bridges the rails of the block guarded by
the signal, the motor circuit is again actuated to put the signal to its normal
danger position, through a circuit from battery 6, through wire 16, motor M,
wire 17, brush g, back contact g', wire 26, brushes k and p, wire 23, upper rail,
wheels and axles of the train, lower rail, wire 14', brushes i and h, and wires 18
and 15, back to battery. When the signal reaches the normal danger position,
the brushes are at the line c, and the motor circuit is broken both at brushes k
and p and at brushes and h. It will be seen that in the operation of this
commutator sparking by opening the brushes cannot occur at the points where
the circuits are made and there would always be a rubbing on the plates to remove
the effects of sparking before the brushes were wanted again.
If the signal in advance of the signal whose operation has just been described
is in any other position than the normal danger position or the signal in rear
thereof is in any other than the normal danger position, this signal cannot go
to safety by reason of breaks existing between brushes of the commutator. The
line circuit for the signal shown cannot be closed unless the track relay P is
energized and the circuit of this track relay includes the brushes s and of the
signal in advance which are only connected when the signal in advance is at
danger. The line circuit for the signal shown is through the brushes ; and i of
the signal in rear, as above described, and these brushes are only connected when
the rear signal is at danger.
One source of trouble in automatic systems is the liability of running down or
failure of the battery, and where a single battery is employed at each signal,
as in the systems above particularly described, the failure of the battery at any

page_text: signal will make that signal totally inoperative and will also seriously affect
adjacent signals. Two different constructions of means embodying my invention
for guarding against battery failures are separately shown in Figs. 16 and 17,
each exactly as it would appear it connected in the circuits shown in Fig. 14;
but these means are omitted from Fig. 14 to prevent confusion as to the other
circuits shown in Fig. 14. In each construction X is the main or active battery
and X the reserve battery with the circuit-breakers closed, as shown; but the
relations of these batteries are interchangeable and either one may be the main
or active battery and the other one the reserve battery.
Two electromagnets Y and Y are provided, each in a shunt-circuit including
one of the batteries, the electromagnet Y being in a shunt-circuit including the
battery X and the other electromagnet Y in a shunt-circuit including the other
battery X. The wires 15 and 16 represent the correspondingly-numbered wires
in Fig. 14 and it is to be understood that these wires are to be connected with the
circuits shown in this figure to form a complete signaling system embodying my
invention. It is also evident that these wires may be the terminals of an actuating-
circuit.
Referring first to Fig. 16, the current flows from the battery. X, through the
wire 41 and contacts yo y, to wire 16, and returning through wire 15 passes through
branch 45 back to battery X. The shunt-circuit for the electromagnet Y branches
from the wire 41, through wire 47, electromagnet Y, and wire 42 back to the
main circuit at wire 15. It will be seen that this shunt-circuit is permanent,
having no make-and-break device therein, and therefore the electromagnet Y
is always connected with the battery X. The battery. X' is connected by the
wire 43 with the contact-stop y, but the armature y', connected with the line 16,
is in upper position, and therefore the circuit of the battery X is broken between
the armature y and contact y and remains broken so long as the armature y
is in upper position. The return-current of this circuit would pass from the
wire 15 through branch 46 back to battery X¹.
:
:
The shunt-circuit for the electromagnet Y¹ passes through wire 48, electro-
magnet Y, and wire 44 back to the main circuit at wire 15, and this shunt-
circuit contains no make-and-break device and is therefore always closed. So long
as the current flowing through the magnet Y is strong enough to hold the
armature against the contact-stop y the armature will be maintained against
this stopy, and the main circuit will be actuated by the battery X and the
battery will be cut out; but if at any time the battery X ceases to supply
electric current or the current supplied by said battery X diminishes, so as to be
not sufficiently strong to hold the armature y against the stop y, the armature will
drop upon the contact y6, and the battery X will thereby be cut out of the main
circuit and the battery X connected in that circuit. As will be seen, the electro-
magnets are arranged so as to tend to attract the armature in opposite directions;
but when the armature is in close proximity to one of them it will remain there,
as the current
notwithstanding the attraction of the other electromagnet, so long
supplied to the former electromagnet is maintained at predetermined strength.
In the construction shown in Fig. 17, the electromagnets Y and Y¹ act inde-
pendently of each other, and each is provided with two armatures, one armature
in the main circuit of its own battery and the other armature in the shunt-
circuit of the other battery, and thus when the main circuit of a battery is closed
the shunt-circuit of the other battery is broken. The parts are lettered and
numbered to partially correspond with Fig. 16. The main current from battery X
flows through wire 41, contact y², and armature y to wire 16, and returning
through wire 15 passes by branch 45 back to battery X. The shunt-circuit
branches from the main line through armature z¹, contact 3, wire 49, electro-
magnet Y, and wire 42 back to main line at wire 15, and therefore includes an
armature and contact controlled by the electromagnet Y¹ of the other battery X',
so that when the electromagnet Y¹ is energized this shunt-circuit is broken.
The main current from the battery X', if the contacts were in opposite position,

page_text: 1
1
would flow through wire 43, contact y³, armature y to line 16, and returning
through line 15 would go back to battery through branch 46. The shunt-circuit
branches through wire 51, armature 2, contact 22, wire 52, electromagnet Y¹,
and wire 44 back to line 15, and thus includes an armature and contact controlled
by the electromagnet Y of the battery X. The operation of the parts shown in
Fig. 17 is the same as described in relation to Fig. 16; but in 'the construction of
Fig. 17 the reserve battery is completely cut out, while 'in the construction of
Fig. 16 a small amount of current from the reserve 'battery continually flows
through the electromagnèt in closed circuit therewith. The construction shown
in Fig. 17 is particularly claimed herein.
It will be observed that in each of the two constructions of Figs. 16 and 17
there are two battery-contacts, one connected to the main battery and one con-
nected to the reserve battery, and 'there are also circuit-contacts which close
separately with one or the other of these battery-contacts, so that when one
battery is connected in the 'main or actuating circuit the other battery is 'dis-
connected therefrom.
In Fig. 16, as shown, with X as the main battery and X¹ as the reserve
battery, the main battery contact is 5 and the reserve-battery contact is 6. The
circuit-contact for y5 is the upper face of the movable contact-piece and the
circuit-contact for y is the lower face of the same movable contact-piece y', or,
"as it may be otherwise stated, the movable contact piece y¹ may be the
circuit-contact for either one or the other battery-contacts.
In Fig. 17, as shown, with X as the main battery and X₁ as the reserve
battery, the main-battery contact is y² and the reserve-battery contact is y³. The
circuit-contact for y2 is the movable contact-piece y and the circuit-contact for y³
is the movable contact-piece y¹.
Having now particularly ascertained and described the nature of my said
invention, and in what manner the same is to be performed, I declare that what
1 claim is:
1. A signal for railways, comprising a semaphore-blade having a landscape-
"background adapted to make a series of continuous revolutions in a substantially
vertical plane and to assume a defined predetermined position, means for con-
inuously revolving said semaphore-blade to indicate one condition of the track
and means for causing said semaphore-blade to automatically assume a defined
predetermined position to indicate a different condition of the track, substantially
as set forth.
.
2. A signal for railways comprising a semaphore-blade of opaque material
adapted to make a series of continuous revolutions in a substantially vertical plane,
and adapted to assume a defined predetermined position, a lantern located behind
the said semaphore-blade, means for continuously revolving the semaphore-blade
thereby flashing the light to indicate one condition of the track, and means for
causing, the semaphore-blade to automatically assume a defined predetermined
Josition to indicate a different condition of the track, substantially as set forth.
3. A signal for railways, comprising a semaphore-blade having a landscape-
background adapted to make a series of continuous revolutions in a substantially
vertical plane and to assume a defined predetermined position, a motor operatively
connected with the semaphore-blade for continuously revolving the semaphore-
blade to indicate one condition of the track, and means for causing the semaphore-
blade to automatically assume a defined predetermined position to indicate a
different condition of the track, substantially as set forth.
f.
D
4. A signal for railway's comprising a post or support, an arm extending there-
from, a substantially straight semaphore-blade broader than the arm and fitted
to rotate in a plane substantially vertical and substantially at right angles to the
direction of traffic, and pivoted to the arm at such a distance from said post or sup-
port as to be substantially clear of the background of said post or support in all posi- 5
tions of a full revolution, and means for rotating said 'semiaphore-blade and for

page_text: stopping and holding at rest said semaphore-blade in one or more predetermined
positions, substantially as set forth.
5. A signal for railways comprising a supporting-post, a semaphore fitted to
rotate in a substantially vertical plane, and pivoted at such a distance from said.
post as to be substantially clear of the background of said post in all positions of
a full revolution, a lantern fitted to rotate on a substantially vertical axis, said
semaphore and lantern being connected so as to rotate together and give corre-
sponding indications and said semaphore being located on the same side of said
post as said lantern, and means for rotating said semaphore and lantern and
for holding said semaphore and lantern at rest in one or more predetermined
positions, substantially as set forth.
6. A signal for railways comprising a supporting-post, an arm extending there-
from, a semaphore-blade broader than the arm and fitted to rotate in a plane
substantially vertical and substantially at right angles to the direction of traffic,
and pivoted to the arm at such a distance from said post as to be substantially
clear of the background of said post in all positions of a full revolution, and means
for rotating said semaphore-blade and for stopping and holding at rest said
semaphore-blade in one or more predetermined positions, and a lantern on the
same side of the post as the semaphore-blade and arranged to give corresponding
indications substantially as set forth.
7. In combination, an actuating electric circuit, two batteries, electromagnets
in circuit with each battery, battery-contacts connected with each battery, and
circuit-contacts for each battery, a contact for each battery being controlled by an
electromagnet of the other battery, whereby either battery may be actively con-
nected in the circuit until the current supplied falls below a predetermined
point and will thereupon connect the other battery actively in said circuit, sub-
stantially as set forth.
8. In combination, an actuating electric circuit, two batteries, an electromagnet
connected in a shunt-circuit with one of said batteries and another electromagnet
connected in a shunt-circuit with the other of said batteries, and contacts con-
trolled by said electromagnets, the contacts of each battery controlled by the
electromagnet of the other battery, whereby either one of said batteries is
maintained in the actuating-circuit until the current supplied by said battery
falls below a predetermined point and then is cut out and the other battery con-
nected in the actuating-circuit, substantially as set forth.
9. In combination, an actuating electric circuit, two batteries, an electromagnet
connected in a shunt-circuit with one of said batteries and a make-and-break
device in said shunt-circuit, an electromagnet connected in a shunt-circuit with
the other of said batteries and a make-and-break device in the latter shunt-.
circuit, the make-and-break device in each shunt-circuit being controlled by
the electromagnet in the other shunt-circuit, and other circuit make-and-break
devices controlled by said electromagnets, whereby one of said batteries is main-
tained in the actuating-circuit until the current supplied by said battery falls
below a predetermined point and then said battery is cut out and the other battery
connected in the circuit and the electromagnet in the circuit with the active battery
breaks the shunt-circuit of the electromagnet of the cut-out battery, substantially
as set forth.
10. The combination with a signal and a commutator connected to the spindle
thereof, of one or more movable commutator brushes and means for actuating the
same, substantially as set forth.
11. The combination with a signal and a commutator connected to the spindle
thereof, of one or more movable commutator brushes and means for actuating the
same and of one or more fixed commutator brushes, and circuits connected to said
movable brush or brushes whereby a circuit is closed at a movable brush and broken
at a fixed brush, substantially as set forth.
12. In a signaling system, the combination with a signal of an electromotor
connected thereto, and means for closing circuits through the field and armature

page_text: of said electro-motor and for introducing a resistance into the armature circuit
of said electro-motor, substantially as set forth.
13. The signaling apparatus and circuits herein before described for the purpose
set forth.
10
1000
BOULT & WADE,
Agents for the Applicant.