Improvements in Providing Trains with Apparatus for Automatically Setting Up an Alarm, and Stopping the Train when a Signal is Reached which Stands at Danger.
Year: 1897

page_text: Date of Application, 13th Aug., 1897-Accepted, 2nd Oct., 1897
COMPLETE SPECIFICATION.
Improvements in Providing Trains with Apparatus for Automatically
Setting Up an Alarm, and Stopping the Train when a Signal is
Reached which Stands at Danger.
We, ALFRED AARON WALKER, of 39, Thomas Street, West Hartlepool, Tailor,
and THOMAS BROWN, of 8, Prussick Street, Hartlepool, Butcher, both in the County
of Durham, 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:
Our Invention relates to providing trains with apparatus for automatically
indicating by means of an alarm on the train itself when the train approaches
a signal standing at danger, and for stopping the train from running on against
such a signal, and comprises improvements and novel features in this class of
apparatus hereinafter explained.
The apparatus is mainly intended for foggy weather or generally when the
signal semaphores or lights cannot be properly seen by the engine driver and is
constructed to attain the object in view by setting off an alarm, say in the engine
cabin such as a whistle when the train arrives at the point at which the apparatus
is intended to be brought into use and at the same time the steam is shut off and
the brake put on, if the addition to giving the alarm it is intended or desired to
automatically stop the train. When the weather or conditions of travelling are
such that the apparatus is not required in can be disconnected from the whistle
steam valve or brake as hereinafter described.
The requisite mechanism for carrying our invention into effect is attached in
part to the engine and tender and in part is located in the several positions along
the line or permanent way at which it is intended to be brought into use which
positions will generally be opposite the signal posts.
Having thus described the nature and utility of our apparatus we will now pro-
ceed to further explain the same by referring to the accompanying drawings which
are intended to show the same in a convenient form. But the apparatus can be
variously arranged in several details of construction. In the drawings the same
letters of reference are used to indicate the same or corresponding parts in all
the figures.
Fig. 1 illustrates in elevation the rear end of a locomotive looking into the
cabin and in section the lower part or floor plate of the tender and bringing into
view the parts of the signalling apparatus which are attached to the locomotive as
seen from the left of line xxx in Fig. 2 which is a corresponding side elevation
with the connections to the upper end of the operating bar omitted.
Fig. 3 is a side elevation and Fig. 4 a corresponding plan view of that part of
the apparatus which occupies a fixed position on the permanent way.
Fig. 5 is a detailed plan view of the cross frame hereinafter described.
That part of the mechanism which is attached to and carried along with the
train comprises a vertical bar a which we will term the operating bar passing
through the engine footplate b and suitably supported in guides a¹ a² to admit of
a vertical movement which is imparted to it at the proper times by the tilting of a

page_text: cross frame c hinged at c¹ to the underframe of the tender and extending there-
from to the opposite side. Towards the hinged end of this cross frame is furnished
a double wheel d d' consisting of an ordinary engine bogie wheel d and a hollow
grooved wheel d¹ adjusted to clear all crossing points without touching; whilst
the free end of the cross frame is 'furnished with a slot hole or its equivalent to
engage with a lever e fulcrumed at e¹ from the pendant bracket of the under
frame of the engine, the other end 3 of which lever is bent or curved down to
engage with and operate the vertical bar a: The cross frame c is slung from its
connections at a suitable incline, the extreme position of which is fixed by the
length of the hanger bolts c² ³ and is adjusted so that the outer sole or tyre of the
double wheel d d runs on the rail f until displaced and the cross frame tilted
by the wheel d¹ mounting any suitably contrived obstruction rail f¹ placed near
the line of its track. The operating bar a which derives its movements from the
cross frame e is connected by cords trained over a pulley with the whistle j, steam
valve lever and brake lever l as shown more particularly in Fig. 1.
That part of the apparatus which is provided in the permanent way as illustrated
in Figs. 3 and 4. consists of the obstruction rail fl placed nearly in the line of track
of the part d' of the double wheel with each end f³ working on a hinged joint f³
or the like connection and free to be opened or closed as required. This is done
by a wire rod connection g which is taken from the same wire or rod appliance
which operates the semephore so that when the signal is against the train the
ends of the obstruction rail are closed as shown in dotted lines and retained in
the position in which it encounters the side of the double wheel in which case
the double wheel is carried off the main line rail onto the obstruction rail f¹,
the part d taking the rail fl as the part d leaves the rail f. This tilts the cross
frame c to the extent that rail f' is raised above rail which movement is trans-
mitted through the lever e, the end of which pulls down the operating bar a.
When the signal is not at danger the ends or points f of the obstruction rail are
set open as shown in full lines in Fig. 4, and out of the track of the d' section of
the double wheel which runs clear thereof and consequently no displacement
thereof takes place. The obstruction rail f' is operated on the ordinary point
system that switches a train from one line to another, and is raised sufficiently to
carry the double wheel off the main line rail f onto the obstruction rail ¹ when
the signal is at danger, and is clear of the main line to allow the engine wheels
to pass by without fouling it. The obstruction rail f¹ is slightly curved to
accomodate the sweep of the double wheel due to the combined advance and tilt-
ing motion which is shared with the cross frame, and the ends of the rail fl are
preferably tapered wedge shape and blocked so as to be clear at all times of the
main line rail f.
The proper action of the vertical or operating bar a is provided for by means
of a spiral spring or its equivalent acting against the engine foot plate and a
pin or washer on the said bar with a constant tendency to elevate the said vertical
bar and depress the rear end of the lever e and with it the free end of the cross
frame c which is also furnished with a spring such as i or the spiral springs c¹ c
on the hanger bolts c³ set to give a constant tendency to depress the said cross
frame so that the double wheel d d runs upon the main line rail f. The upper
end of the vertical or operating bar is connected with a whistle j, the steam valve
lever and the brake 7 so that when pulled down by the displacement of the double
wheel the whistle is set off, the steam shut off, and the brake put on. As the
apparatus is only intended to be used in cases of fogs or when the ordinary signals
cannot be seen, all or any of these attachments may be disconnected and hung
aside.
4
Fig. 5 shows a convenient form for the cross frame c which is preferably in the
triangular form and furnished with slots or holes to pass two hanger bolts ³ ³
through so as to retain it in position and is also provided with an oblong counter
sunk part m in the form of a tray to receive and locate the action of the spring i or
the sliding block n which carries the spiral springs 5 as the case may be so as

page_text: to keep the part d of the double wheel constantly running on the main line rail f
until displaced in the proper manner by the obstruction rail f
If desirable a red light can be placed on the engine in any suitable place so that
the driver can see the light when the signal stands at danger; said lamp can be
worked upon the ordinary system of signalling at night.
It is obvious that the hereinbefore described apparatus may be operated from
any convenient part of the engine.
The principal cause of failure in any automatic signalling apparatus of the kind
to which our invention is intended to be applied is the violence of the impact
between the obstruction provided in the permanent way and the members of the
operating mechanism, attached to the engine when the collision takes place at a
high speed.
We would therefore observe that the section d' of the double wheel rotates with
the section d and consequently when the obstruction rail f¹ is encountered the part
or section dis rotating at the proper speed to mount the said rail without shock
to the operating mechanism, the general design of which also affords further means
for adjustment of the motion transmitted to the operating rod a inasmuch as the
lever e can he fulcrummed at any point required to suit the movement of the free
end of the cross frame c, and the rise or incline in the obstruction rail f¹ can be also
adjusted to the amount of tilting required in the cross frame or the point at which
the cross frame is hinged to the frame of the tender can be adjusted with the like
effect.
Having now particularly described and ascertained the nature of our said in-
vention and in what manner the same is to be performed we declare that what we
claim is.-
1. The use and construction of automatic signals for trains of the kind in which
the alarm on the train is set off by the displacement of a double wheel such as d d'
attached to a train caused by a suitably contrived obstruction rail such as f¹
placed in the permanent way for the said double wheel to run over, the said con-
struction being characterized by suitable means for conveying the displacement of
the double wheel to the operating rod a and for controlling the obstruction rail
from the signal box in conjunction with the signal to which it refers, all arranged
and operating together substantially as herein before described with reference to
the accompanying drawings.
2. An improved automatic signalling apparatus in which the mechanism on the
train is controlled from the signal box and is provided with a combination of
devices all arranged and operating together substantially as described with refer-
ence to the accompanying drawings.
Dated
UHS 1 day of August 1oT.
G. J. CLARKSON,
Chartered Patent Agent,
Stockton-on-Tees and Hull, Agent for the Applicants.