US1037871A - Railway signaling mechanism. - Google Patents

Description

' RAILWAY SIGNALING MECHANISM.

APPLICATION FILED Win25, 1911.

Patented Sept. 10, 1912.

. 6 SHEETS-SHEET l.

June 11-10 z GHOtHMA W J. COOK.

RAILWAY SIGNALING MECHANISM.

APPLICATION FILED MAR. 25. 1911.

1,037,871. Patented Sept. 10,1912" 6 SHEETS-SHEET 2.

J. COOK RAILWAY SIGNALING MECHANISM,

APPLI/GJLTIOLV FILED MAR 191) Patented Sept. 10, 1912.

C] New wig 5 m you F06 7712.

jvww GSHBETS-SHEET 3,

W. J. COOK.

AILWAY SIGNALING MECHANISM- APPLUJAIIUN TILED MAEMZS, 1911, 1,037,871.

Patented Sept. 10, 1912.

6 SHEET$--SHEET 4.

RAILWAY SIGNALING MECHANISM.

APPLICATION FILED MAR 2'5 191). 1 .037,871. Patented Sept 10,1912,

W. J. COOK.

RAILWAY SIGNALING MECHANISM APPLICATION FILED MAR. 25, 1911.

Patented Sept. 10, 1912.

6 SHEETS-SHEET. 6

. UNITED STATES rei'rinvr "enrich.

"WILLIAM J. (300K, 0F DENVER, COLORADO, ASSIGNOR TO THE 000K RAILWAY SIGNAL CQMPANY, OF DENVER COLORADO, A CORPORATION OFCQLORADO.

Specification of Letters Patent.

Patented. Sept. 10. 1912.

Application filed March 25, 1911.. Serial No. 816,9.

To all whom it may concern:

Be it known that L WHLLIAM J. CooK, a citizen of the Unite States, residing in the city and county of Denver and State of Colorado. have invented certain new and useful Improvements in Railway Signaling Mechanism; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it-:ip 'iertains to make and use the same, reference being bad to the accompanying drawings, and to the characters of reference marked thereon, which form a. part of this specificai ion.

My invention relates to in'iprovcments in ailwa y signaling mechcnisu'i; but more spe- ,cificallygns illustrated in the drawing-.40

means for automatically operating signals at railway. crossings; whereby danger signals shall be displayed as trains approach the crossing in either direction.

My improvedconstruction embraces contacts arranged along the track and so connected-With the signal that these contacts V automatically control circuits in which the signaling devices are located, whereby "the danger signal shall be displayed as the train approaches the crossing. while the signal shall be thrown to the safe position as the train leavesthe crossing.

It also includes means carried by the train and adapted to act upon these contacts for the aforesaid purpose, on one side of the track, namely on the rightdiand side, the train devices being inact vein connection with the signals on the leffidiand side of the trade-exceptwhen the train is backing up, in which event the devices carried by the train. will-operate the cont ct devices on the lett hand side of: the trite-lit considered with reference to'thc trains forward movement.

Having briefly outlined lnyinipi'oved construction. i "will proceed to describe the scone in detail, reference being made to the in'ipanying drawing in which is illused on embodiment thereof.

* drawing: Figure 1 is a diagrammatic w illustrating the circuit connection with the signalsa-rranged along the track. Fig. 2 is a view illustrating the devices for operating the signaling mechanism, the same being shown on a relatively large scale, the supporting post being broken away at the top and bottom. Fig. 3

is a similar view showing the same n1cchunis-m in different relative positions. 4.- is n sectioniil view illustrating a portion of the mechanism broken away from the top of Figs. 2 and 3. Fig. 5 is a. frog- .mentary detail view of a portion of the mechanism shown in Fig. 4, the

in different relative positions. ig. 6 is it sectional view taken through one of the contact devices arranged along. the track. Fig. 7 is an enlarged sectional view illus- {ierts being 4 trutiug a portion of the contact mechanism,

embraced in theconstruction shown in Fig. 0, the parts, however, being illustrated on a much larger scale. This may be termed a FK lTlOH taken on the line 7 -7,- Fig. 8; Fig. 8 is a section taken on the line 8 8; Fig. T. Fig. 9 illustrates-one of the con tact devices shown in connection with a. device carried by the train and adapted to act thereon, the train device, however, being inactive by reason of the direction of travel of'the train as indicated by the arrow. Fig. 10 is a similar view illustrating the same mechanism, it being assinned, hcwevenrthatthe train is traveling in the opposite direction as indicated by the itI'I'OWfthllS making the train device operative withv reference to the contact, the operating members of the latter being accordingly s own in the depressed position.

The same reference characters indicate the some parts in all the views.

' Let the ninnercl 5 designate, the track rails along which are arranget'l mal e-nncibreak devices 6, the said devices being locarted on opposite sides of the track, butreversely arranged; Each of these niake andbreak devices :6 comprises at lever 'Z fulcrumed 8, its extremity remote from the fulcrum being nominallysupported in the rev ed'position by a spiingt). Beyond the spring" is located a box it) closed by the lever 7. which constitutes a sort of housing; as

beet illustrated in Figs. 7 and 8. The hous ing feature of the lever exists by reason of the fact that the upper face thereof is provided with depending flanges or plateslQ' which exlendfbeyond the sides 13' of the box It). llv irtue of this fact the housing lever structure cooperates telescopically IOU with the sides l3 of the box 10, whereby the latter-is always; closed at the top whether the housing lever is. depressed or raised.

within the box.

This construction protects the mechanism This mechanism cons1sts of a lever arm 14 t ulcrumed at 15, the short arm of the lever havlng a wrist pm 16 protruding through and movable in a slot 1' branches of the contact belli" res )eetivelv connected with electrical conductors 26 and -26. When the housing lever 7 is depressed by the action of a train device as hereinafter more fully explained (see Fig. 10), the link 18 will be forced downwardly and the long arm of the lever 21 raised to cause its contact extremity 22 to engage a relatively long bifurcated contact '27 mounted in the upper part of the box 10, this contact 27 being composed of two separated members insulated from the ho}: as shown at Conducturs 30 and 30 may be respectively connected with the said members of the contact 2?. Attention is called to the fact, however, that when the contact "2? is connected with conductors 30 and 230 respectively, the contact members are disconnected, and vice versa. In other words. in' one form of the contact nu-chanism. namely that in which the conductors are shown in full lines in Figs. T and the circuit is normally closed, while in the other form of construction, namely that in which the conductors are indicated bv dotted lines in Figs. 7 and 8, the circuit is normally broken through the til-iittfitli devices (3.

By virtue of the fact that the loo; arm 21 of the lever l-lis heavier than its opposite arm, and by reason of the employmentof a spring connected with the long arm of the said lever (see Fig. T), the long arm normally occupies its lowermost position within the box 10. whereby its contact 22 is in engagement with the bifur ated contact 23. lten eafter the housing lever 7 has been depressed, the lever arm has a tendency to more dowmvardiy from engagenlent with the contact 27 to engagement with the contact 23. In order that this oprati n may not take pla e too quickly after the paszaic at a train. a dash not 32 is employed, the same being mounted in the box lfi and composed of a iinder 35 and a pistcn 34. the piston being connected by a link with the long arm of the lever l-l-e The dash pot provided at the bottom of the description the positions of the make-and break devices 6 from left-t0 right in Fig. 1 will be designatedA, B and C, on the lefthand side of the track, assuming that the train is traveling toward the right, as illustrated by arrow 1 placed between the two track rails; while the positions of the make and-break devices 6 on the right-hand side 'of the track will'be designated D, E, and (1. Referring now to these contacts by the reterence letters which are employed to desi nate their positions only, the make-ant break device 6 in position A on the lefthand side of the track has the circuit therethrough normally broken by reason of the fact that the bifurcated member '27 in the box 10 hasthe circuit wires 30 and 30" connected therewith, while the correspond ing'member 23 is devoid of circuit wires. Hence in this event, as the lever arm 21 is normally in its lowermost position, where by its contact 22 is in engagement with the corresponding member 23, the circuit; is broken, and as this condition exists in'the make-and-break device 6 in position A, the

circuit will be interrupted through a por-.

tion. of the signal operating mechanism carried by the post 37, and the interrupted circuit may be traced as follows: from the feed wire 38 (see Fig. 1), through a conductor 30, to one of} the members :28 of the Contact 27 within the box 10 of the makenndbreak device in position A, and thence through the circuit wire 30 from the other member of said contact 27, out of the said box, and thence through the contact 30 to a point 39, thence through a conductor 40 to a point. 41. thence through av conductor $2 to one terminal 43 of a magnet 44 within the casing 45 carried by thepost 37, thence from the opposite terminal 46 of said magnet through a conductor 47 to a point 48, thence through a conductor 49, out of an opening 50 in said box, to a point 51 on the opposite feed wire Having thus traced the interrupted cir' cult through the make-andbreak devices in position A, it will be seen that the magnet t l 13 tormally deljnergized. This same magnet it is also controlled by the make-and-brea k dexiice 6 in position G on the right-hand side of the track, but the circuit is also normally broken through this make-and-hreak' device G, and the circuit may be traced through the circuit. make-and-brcak device in the last named position as follows: Beginning with a point 53 on the feed wire 38 the current may be said to pass through a conductor 30 toone of the members 28 of the contact 27 of the makc-and-break de' vice 6 in position G, thence through a conductor 30 leading from the other member of the same contact, the current may be said to pass (if the circuit were closedv through the make-and-break device in this position), through the cond'uctor 30 to the conductor 40, and thence through the magnet 44 and to the point 51 on the feed wire 52 in the same manner as heretofore explained when following the circuit through the make-and-break device 6 in position A The magnet 44 is also controlled through the make and-break device 6' in position E on the right-hand side of the track, and i the circuit connections through the make and-break device 6 in the position E may be traced as follows: Beginning at a point56 I v on thefeed Wire 38, a conductor 57 leads to a point 58. From this point a conductor 30 leads to one of the members of the contact within the box 10 of the make-and-break device 6 in position E, and a conductor 30 leads from the other member of the same contact out of the said box, through a conductor 30 to a point 59 on the conductor 30 connected with the make-and-break device 6 in position G, after which the connections are the same asheretofore traced, and will be readily understood. It may be here stated that normally all of the circuit makeand-break devices with which the magnet 4A is connected have their circuits normally broken in the box 10 whether they are on one side of the track or the other. V

In this description it will be assumed that the train is traveling toward the right, referring to Fig. 1, and in this event it will 'firstreach the make-and-break device 6 in position uh on' thc left-hand side of the track, and a depending actuating device 60 carried by the train will engage the housing lever, but no result will be produced, since the depending mcn'iliei' (30 is free to swing.

away from its supporting beam 61 (see Fig.-

9) consequently the circuit, will still re" main broken through the magnet 44 of the signaling mechanism. The next make-and break device in order that the train will reach,' is that in position D on the righthand side of the track and the depending member (30 on the right-hand side of the train will act upon the housing lever of this as ;illustrated in Fig. 10'; since the depending incmbercannot swing away from its supporting beam 61, but is maintained in practically a vertical position, causing the housing lever to move downwardly. Non inally the circuit is closed through the makeand-break device 6 in position D and the circuit may be traced therethrough as follows: from the point 53 on the feed wire 38,

TLABLE GOPY through the conductor 6 to the pointy 55 thence through a conductor 26 to one oi themembers 24of the contact23 within the box 10 of the contact'make-and-brealr device in position C, thence'through the conductor 26 fromthe other member ofjthe contact 23 to one of the members 2401f the contact 23 within the-box 10 of the make-and-break device 6 in position I), thence through the .eont-act22 of thelever arm 21 to the'othcr member of the contact 23, thence out of the casing 45 of the signal post 87, to the teropposite terminal 64 of said magnet through a conductor 65 to the conductor 4.9, and thence out of the said casingrto the feed wire 52 as heretofore explained. Hence the magnet 63,1i3 normally energized and has a tendency to maintain its bell crank lever armaturet'tifi in comta'ct withits pole pieces -(see Fig. 2), in which event the arm 67 of the bell crank lever device 66 engages weighted as shown at 69, and engages a stationary contact 70 whereby the circuit is closed through-emote! 'Z]. and a green light 72, the circuit being broken through a red light 73 and a bell 74 mounted on the upper part of the signal post, (see/Fig. 4:). Prior to the closing of this circuit it mustbe understood that the signal arm 7 5 was in the danger position or that illustrated in Figs. 1 and t, and a lug 76 on the gear wheel 77 in engagement with a movable contact arm 78, the latter in turn being in engagement with a stationary contact 79, the contact arm 78 being retained in its'positionby a frictionspring 80 when once adjusted as illustratedi'in' Fig. 3.

order to close the circuit through'thc motor 71, it is hecessary that the contact arm 78 be in engagement with the stationary contact .79, since the circuit in which the motor is the feed wire 38 (see Fig. 1) through the conductor 57, into the casing t5, thence through a short conductor 81 to the inovabl arm 78, to the contact 79, thence through a conductor 82 to the motor '71, and thence from the motor through a. conductor 83 to .a conductor 84, the circuit being completed'throi 1gh a contact 70, the arm (38 of the bell crank lever armature 66, thence through the conductor 49 to the feed wire 52qas heretofore explained. At the same time that the circuit is closed through the motor it is also closed througha magnet 86, since a wire 87 leads from the conductor 82 to a terminal '88 on the magnetilti while a conductor 89 leads fromthe opposite terminal box 10 through the conductor 26, into the the said pol e pieces, while the arm 68 It will; he understood from an inspection of the di awin'g'(see Figs; 2 and 3), that in p 90 of the magnet to the conductor 83, where by the current which suppliesthe motor is minal 62 of the magnetfiii; thence from the l o cated may be traced from a point 56 on shunted through the said magnet simultaneously with the closing of, the motor circuit. The energizing of the magnet 86 re sults in actuating a l0\'1'lll\'0 armature at lll fulcrumed at 92, and connected by means of a linlr J3 with a clutch 94; carried by a link 95, whose upper extremity is pivotally connected as shown at 96, with a stationary arm 97 carried by a shaft 98 on which is mounted a worm wheel 99 operated by a. worm 100 on an armature shaft 101 of the motor 71, the said armatureshaft being journaled in a bearing 102.

The movement of the lever 91 into engagement with the cores of the magnet 86, serves to throw the clutch men'iber 94 into engagement with a cooperating clutch member 1.03 journaled on the shaft 98 and carrying a pinion 104 meshing with the gear 77 fast on a shaft 105 journaled in (he upper part of the hollow signal post (see Figs. 4 and 5.)

Upon this shaftv 105 is made fast a pulley 106 having a grooved periphery to which is secured as shown at 107, a cable 108 Whose opposite extremity is connected as shown at 109 with a pulley 110 fast on a sham 112 ]Oll1'l'l1l8tl in the signal postas shown at 113 and with which the gate signal arm "('7 is connected. Hence assuming that the signal arm is in the danger position as illustrated in Figs. 1 and t, the movement of the arm (58 of the bell crank lever armature into engagemcnt with the contact lug 70, whereby the circuit is'closed through the motor 71, will result in turning the gear 77 from the position shown in Fig. 3 to the position shown in-Fig. in which event the signal arm will be raised and locked in the raised position by a pawl 114:, which engages'a lug 115 on the gear 77. As soon as the parts have been actuated as just explained, a lug 1113 on the gear wheel will have moved to the position shown in Fig. 2, whereby it has engaged and actuated the contact arm 78 to separate the latter from the log 79. the circuit being broken through the motor and the magnet 86. In this event the armature lever 87 drops away from the; cores of the i'nagnet 86 by virtue of the fact that the armature 8? has .its lower; extremity weighted. and projecting aw y from the lijtgllil'. for the purpose. This movement of the magnet (llSCL' lillQClS the chttch members 9-1 and 103, leaving the gears 104 and 77 free to operate and the signal arm free to drop to the danger position as soon as the pawl 11-1 has been disengaged from its interlocking lug .15. Hence in Fig. 2 the parts are shown in the positions which they assume after the signal arm has been raised to the safe positi n and the CllClliL lam-ken through the motor, while in Fig. 3 they are shown in the position which they occupy when the signal arm'has dropped to the denger position.

It will be understood that when the signal der to allow it to assume the danger posi-' tion, that the normally energized magnet 63 shall he momentarily deiingerized in order co allow the armature 66 of the magnet 63 to assume the position shown in Fig. 3, whereby the arm 68 becomes disengaged from the contact 70 and engages an adjacent contact 117. This is accomplished as, soon as the train reaches the ma ke-and-break device 6 in position D, and in this event the,

depending device carried by the train will act upon the lever 7 to depress the same, whereby the lever 1-1 will be actuated sufiieiently to disengage the contact 22 ofthe said lever from the contact. 23 of. the correspending box 10, thus breaking the circuit through the magnet 63 and allowing the armature 66 to drop to. the position shown in Fig. 3. As soon as this occurs the armature 118 of the magnet 44 will serve to lock the armature 66 in the position to break the circuit through the motor. As soon, however, as the train passes the make-and-break device 6 in the position 1). the lever 14 will return to its normal position under the influence of gravityand the spring 31, its movement being only slightly retarded by the dash pot construction 32. Hence the magnet 63 will be reie'nergized, but the armature 66 maintains its disengaged position, since it is locked by the hook-shaped extremity 119 of the armature 118. Hence the signal arm will remain in the danger position (see Fig. 1), until after the train has passed the signal station or crossing, in which event the depending member 60 carried by the train will act. upon the lever 7 of the make-andhrcakdevice 6 in position E, to depress the 'same and close the circuit through the ma net 44. by the raising of the contact of t 1e lever 11 into engagement with the contact 2? within the box 10 of the makeand-bveak device 0 in position E,since in this particular nu.keand-break device the conductors 30 and 30 are connected with the members 28 of the contact 27 and the circuit is normally" broken through the magnet However, as soon as a train arrives. traveling toward the right- (see Fig. 1), the circuitwill be closed through the aforesaid magnet. and as the latter is energized its armature 118 is.

raised and the armature, 66 unlocked, allow-"3' ing the latter to move in response to the intiueiice of the magnet 63, whereby the arma ture 66 assumes the position shown in Fig. 2, when the'circuit will be closed through the motor 71 and the magnet 86, in which event the mechanism will be actuated to raise the signal arm, thus indicating a clear track as soon 'as the train leaves the crossing.

'- ity 12 1 of the pawl from the lug 115', thus removingall the resistance to the movement of the signal arm to the danger position. As soon as rhemm falls to the danger 'ositioinfthe car 77 moves to the position 1 lustrated in and during such movement a pin 125 carried by the gear 77 acts upon the arm 123 of the ermature 121 and throws the armature into engagement with its magnet 1520. During this operation the arm 123 of this armature has been moved to the post tion to allow the pawl 11-1- to assume the il s locking position, wherebyits hooked 'extre1nity124l is iuposition to automatically engage the lugllfi'on'. the gear 77, fee soon the said ear is actuated to raise the sin; oul arm to t e safe position (see Fig. 2).

The circuit through the magnet 120 may he traced as follows: from a point 56 on the feed wire 38, through a conductor 57, into the-casing 45, thence to a point 126, whence i-t passes downwsrdly through the conductor 127 toe terminal 128 of the magnet 120,

and thence from thti opposite terminal 129 of said magnet to a point 130 of a conductor .181. It will thus he seon'that the ,ciI cuit is broken through the iniignet- 120 when the arm 68 is disengaged from-the stationmy contact 7 0, and it is also broken through the green light 72. The circuit may be. traced through the green light from the point 126 of the onductoi: 127, through a xconductor 132, which passes through. an

opening -133 in the casing 45, and a registering'opcning 184 of the hollow post 37. This conductoulilil-leads to a. point 13%, iron which a conductdr' 1315 leads to the green light 72, vhence a conductor 131 leads through the registering openings 134i and 15.33, and thence downwardly to the contact indicating that. the circuit is broken through the green. light simultaneously withthe breaking of the circuit through th motor and the magnet 8(L1wtween the con tact 70 and the arm 86, ,to gllolw the signal arm to fall to the danger position At the same time that the signal arm s the danger position, the mi'fllilt is closed through the red or danger light 73, and the bell 74. The circuit through those danger signals may'bctraced as follows: from the point 135 (see Fig. 4), through a conductor 138, to the bell. 74, thence through a conductor 139, to the red light 73, thence through a.

conductor 140, to the lights 141 carried by the signal arm, thence back through a conductor 142, through the openings 13% and 133, and thence down iglii'ough the same coin" (luotor to the contact 1l7. As the balance of the circuit in both directions has been here tofore several times traced, it is not consiclered neccssary,,,to-.trace said circuit beyond. the point of beginning. 1335, and the contact last mentioned, namely 117.

In order to prevent the'sig'nal arm when the supporting mechanism is released, from falling too quickly to the danger position, the pulley 106 is connected with a dash pot 143, the piston 144 being connected by means of a stem l lfiwith a wrist pin 146 attached to, the pulley beyond its center. When the signal arm is in the raised or safe position, the piston occupies its lowermost position within the dash pot. As soon as the signal arm starts-to fall, the necessary I rotation of the pulley. 106 is retarded by the resistance otlered by. the upward movement of the piston in the dash pot, the piston ing provided with a relatively small aperture 147 to allow the air to enter the cylinder of the dash pot in the rear of the piston. This retarding action prevents the sudden falling of the signal arm and the concussion or jar on the mechanism incident thereto.

From the foregoing description "the use and operation of my improved signaling apparatus will be readily understood. It We assume that the signal arm is in the safe or raised position, bein, the position. corresponding with the position of the various parts or the operating devices illus trated in Fig. 2, it will be desirable tor the signal arm to beplaced in the danger position as the train approaches the same. .ltcfer-ring to Fig. 1 and assuming that the train is approaching from the left and travcling toward the right, as soon as it reaches the ma.ke-and-hreak device 6 in position I) on the right-hand side of the track, the de-' pending member (30 will act upon the lover 7 to (iUj'lI'OSH the same and break the circuit. in the box 10, by disengaging the contact 22 from the contuct 23. This will break the circuit througlrtho magnet (3:3 and allow the arm ()7 of the arumturo it; to move away from the magnet. 63, or to assume the position shown in Fig. 3. This will break the circuit through the motor 71 and tho-mag not 86, whereby the clutch connection between the Worm gearing and the operating gears tor maintaining the signal arm in the raised position is'brok'en. At the sometime the circuit. will be broken throu'ghthe magnet 120, whereby its armature121 is allowed to fall {paths vertical position, this action of the armutureuacting on the pawlll lto the unlock the gear 77. In this event the signal arm. will gradually move downwardly, resisted only by the friction of the operating mechanism, supplemented by the dash Jot mechanism 143. As soon as the arm talls to the danger position, the pin 125 on the gear 77 will act upon the armature 121 to throw it into engagement with the magnet 1:20, whereby the pawl 114 is released and its hook-shaped extremity 124 allowed to assume a position to engage the lug 115 when the signal arm is raised. 'l he signal arm now is in the danger position and the armature 6 of the magnet 63 is locked against moving into engagement with the cores of the magnet 63 by the armature 118 of the magnet 44, the latter being deenergized at this time as heretofore explained. The signal arm will now remain in the danger position and the danger light 73 will remain lighted until the train has passed the signal station or eruss-- ing, and. after this occurs, the train will en.- coiinter the malte-aml-bi'eak device 6 in the position E and actuate the lever 14 to close the circuit through the contact 27in the box 10, thereby closing the circuit through the magnet 44 and disengaging the armature 118 from the armature ('16. whereby the arm (37 of the latter allowed to lllUV. into engagement with the cores of the magnet (33, thus closing the circuit through the inotor, the magnet 86. and the magnet 120, whereby the worm gear is actuated to more the gear T? in the direction of the arrow adjacent aid gear in Fig. 3, thus raising the signal arm or placing it in the safe position as the train is leaving the crossing, the arm being locked in this position through the instrumeutality ot' the pawl 114 and the lug 115 (see Fig. 2). Thus it will be seen hat the depending member (in arranged on opposite sides of the train are active in depressing the levers 7 of the nialre-and-breal devices (3 on the rightdiand side oi the track going in either direction. for the purpose ot breaking the normally closed eirenit through the magnet (32} in order to piano the signal in the danger position. or r ug the circuit through the normally deiinergized magnet 44 for the pur- Jmw? of releasing the armature (3( and allowing the latter to move into engagement with the magnet (33, whereby the circuit is broken through the danger signal light- 73 and closed through the'motor and other cooper-at ing parts for raising the signal arm to the sat position. The make-:i1nl-breal device for breaking the circuit through the magnet ('73 is located in advance of the signal which is to be thrown to the danger position, while the make-and-break device for closing the circuit through the magnet 44 is located beyond the signal station or crossin: where the signal is located. In other words, as the train is approaching the cross ing it. serves to automatically display the danger signals by allowing the arm 75 to drop, and closing the circuit through the red light 73. These make-and-break devices for breaking the circuit through the magnet (53 and closing it through the magnet ll, are so arranged that they display the danger signals forward of the train and throw the same signals to the safe position in the rear of the train regardless of the direction in which the train is traveling. Having thus described my inventiongvhat I claim is:

1. The combination with a signal arm weighted to fall, of an electric motor for raising the said arm, a circuit in which the motor is located, a normally energized electro-magnet whose armature is arranged to close the motor circuit when in engagement with the magnet. track make-and-break devices adapted to be operated by the train for momentarily breaking the circuit through the magnet. whereby the armature moves away from the latter and breaks the motor circuit, and a normally deiinergized electromagnet whose armature is arranged to engage and lock the armature of the normally energized magnet when the armature of the last named magnet moves away fronrthe latter when deenergized.

.2. The combination with a signal arm weighted to fall, of an electric. motor for raising the said arm, a circuit in which the motor is located, a normally energized electro-magnet whose armature is arranged to close the motor circuit when in engagement with the magnentrackmake-and-break devices adapted to be operated by the train for .i'i'iomentarily breaking the circuit through the magnet, whereby the armature moves away from the. latter and breaks the motor circuit, a normally deelnergized elec tro-1nagnct ,whose armature. is arranged to engage and lock the armature of the normally energized magnetwhen the armature of the last named magnet moves away from the latter when deenergized, and distinct track inake-and-break devices arranged to bev operated by the. train for momentarily closing the circuit through the normally deenergized magnet, whereby the armature of the normally energized magnet is released and allowed to move into position to close the motor circuit. 1

3. The combination with a signal arm' ture moves away from the latter and breaks the motor circuit, a normally deenergized electro-magnet whose armature arranged to engage and lock the armature of the normally energized magnet when it moves away'from the latter, a gearing connection between the motor and. the signal arm, "and an electro-magnet for making and breaking said connection,the said magnet "being in shunt with the motor circuit and arranged to close said connection when the magnet is energized and break the same when the magnet is deenergized.

4'. The combination with a signal arm weighted to fall, of an electric motor for raising the said arm, a circuit in which the motor is located, a normally energizedelectro-magnet whose armature is arranged to close the motor circuit when in engagement with the magnet, track 'make-and-break devices adapted to be operated by the train" for momentarily breaking the circuit through the said magnet, whereby the armature moves away from the latter and breaks the motor circuit, a normally de'e'nergizedclectromiagnet whose armature is arranged to engage and lock the armature of (honormally energized magnet when it moves away from the latter, a gearing connection between the motor and the signal area. an clectro-nmgnet for making and breaking said connection, the said magnet being in shunt with the motor circuit and arranged to close said connection when the magnet is energized, and break the same when the magnet is denergized, means independent of the gearing connection for locking the signal arm in the raised position, electromagnetic means for'releasing said locking.

device, said electromagnetic means deenergized by the movement of the armature away from the normally energized magnet when the latter is'momentarily denergized, the said means when denergized serving to release the said locking device.

5. The combination with a pivotally named magnet, when the armature of the first'named magnet moves away, from the latter when deenergized.

- In testimony whereof Iafiix my signature.

in presence of two witnesses;

' WILLIAM J. 000K;- WVitnesses HORTENSE UHLRIoH, 'F. E. BOWEN.

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