Improvements in and connected with Electrical Railway-signalling Apparatus.
Year: 1898

page_text: Improvements in and connected with Electrical Railway-signalling
Apparatus.
I, FERDINAND NEUMANN, of 2, Bethlengasse, Budapest, Hungary, 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 :-
The present invention consists of a novel system for automatically controlling and
safeguarding the tracks of a station i.e. the arrival, departure and through passage of
trains, the said system comprising a series of apparatus for controlling the track
sections and novel method or means for connecting up the same electrically as herein-
after particularly set forth, and pointed out in the claims.
In the following specification the apparatus will first be particularly described and
thereafter the circuiting means.
And in order to render the present specific ation more easily intelligible reference is
had to the accompanying 5 sheets of drawings in which similar letters denote rimilar
parts throughout the several views :—
Fig. 1 is a diagram of the system as employed in connection with a station having
two tracks passing through it.
Fig. 2 shows a modification.
Fig. 3 is a side elevation partly in section of a device for blocking or arresting the
Bwitch tongues.
Fig. 4 a section on line x-x of Figure 3.
Fig. 5 is a side elevation of mechanism for operating a double arm signal, partly in
section on line x-x Fig. 6.
Fig. 6 end elevation of Figure 5.
Fig. 7 similar apparatus in end elevation, for three tracks.
Figs. 8 and 0 diagrams of the signals in different positions, hereinafter referred to.
Fig. 10 sectional elevation of a rail contact device.
Figs. 11 to 13 show auxiliary apparatus for shifting the contacts or switches of the
electric system.
Fig. 11 being a sectional elevation on the line y-y of Fig. 18.
Fig. 12 a side elevation and
Fig. 13 a horizontal section on the line x-x of Figure 11.
The invention comprises the following apparatus:
1. Apparatus for locking the switch bolts.
2. The station signalling device.
3. The apparatus in the station for controlling the signal device mentioned under
heading 2.
4. The auxiliary apparatus for shifting the electric switch devices.
E The unil contact dovina

page_text: 1. APPARATUS FOR LOCKING THE SWITCH DULID.
The apparatus consists of a pivoted pawl 61 (Figs. 3 and 4) having a downwardly
The end bi
extending end b adapted to engage a notch a¹ in the switch bolt a
provided with a contact fork 62 which, when the pawl end is in the notch a' dips into
two insulated quicksilver receptacles or pockets 68 and makes certain contacts herein- 5
after described. An armature b' is suspended in proximity to a magnet m and when
attracted by induction of said magnet operates to raise the said pawl out of the
notch a by pressing against the downwardly extending arm of of said paw). The
bolt a is provided with a downwardly extending cam surface a which cooperates
with an angular cover as, a³, of a quicksilver box as having two insulated compart- 1
ments. The said cover is formed of the two parts a, a, set at an angle, the latter
having a downwardly extending contact fork at, which when this side of the cover is
closed forms certain contacts by means of its side of the quicksilver box as herein
after set forth. The pawl b engages the notch a¹ of the bolt when the switch is in
operative position i.c. when the cover a³ is closed down on a³.
2. STATION BLOCK AND LINE SIGNALLING DEVICE.
According to the present system either simple station block signals or line
signalling devices may be employed. In the first case signals are employed which
are arranged as described in another patent application filed by me November 8th,
1897, No. 25915, and operated by one auxilliary device also described in the above
mentioned application and having operating mechanisms adjusted to "clear" by
means of an induction current and to "stop" by the current from a battery.
" and <<
stop"
The line signalling device which not only shows the signals "clear
but also indicates the line on to which the train is switched are arranged in the following
manner:
According to whether two or three lines are to be indicated-which depends on the
number of rails passing through the station, the post c is provided with two
(Fig. 8) c1, c2 or three (Fig. 9) c', c², c³, superposed pivotally mounted signal arms.
In Figure 8 the first position of the arms indicates "stop," the second "first line
clear" or "clear ahead" and the third "second line clear."
In Figure 9 the four positions of the signals indicate "stop" and "clear" for the
first, second and third lines respectively.
As will be seen from the foregoing, in the present case (Fig. 8) it is necessary to
raise c¹ or both c¹ and c² about 45° and back, and in the second case either c' only or
cl and c² or c¹, c and c³ simultaneously.
Tho operation of the signals will first be described with reference to the two arm
signal and to Figs. 5 and 6 of the accompanying drawing.
In this signal two independent auxilliary apparatus H and F (as previously men-
tioned and described in the patent application mentioned) are employed each having
a driving mechanism as therein described. These driving devices, move the two
wheels F1 and F2 independently so that the gears f and f meshing respectively with
them and loosely mounted on the shaft f, perform each one half turu at each release
of its respective driving gear.
On the shaft fis mounted a third gear g¹, to the boss of which at each side is fixed
a ratchet wheel d³, d² in which the pawls k¹, k of the wheels f, f engage so that
the wheel will be coupled when the wheel f¹ or f is turned in the direction of the
arrow 1 but not if the wheel itself g¹ is turned in the direction indicated by the said
arrow 1.
It will now be presumed that the apparatus H F belonging to line I has been
operated by an induced current in the well known manner to release the driving
mechanism. Then wheel F¹ will turn wheel 180° in the direction of the arrow
thus turning the wheel g¹ half a revolution but allowing the wheel to remain
stationary.
]

page_text: The wheel g¹ imparts to the wheel h¹ meshing therewith and loosely mounted on
the shaft h half a revolution thus turning the cord or chain wheel m², coupled to h¹
by means for a rod k a quarter of a turn, owing to the position of the crank pins and ³,
so that the disc m¹ will only oscillate a quarter of a turn if the wheel h¹ is
continually turned in the same direction. The movement of the wheel mis
imparted to a corresponding disc on the pivot of the arm o' thus shifting the latter
from the position 1 to 2 of Figure 8 and vice versa on each revolution of the
wheel d¹.
If now the driving or operating mechanism for the second line is actuated by the
apparatus HF, the wheel F will also be turned half a turn in the direction of the
arrow 1. In this case the wheel gt will also be turned as also the wheel h², which is
operated directly by so that, in this case, since the kinematic interdependence
of h, m² and the arm o² is analogous to that of h¹ m² and e', both arms a and c will
be raised simultaneously and the "clear" signal for the second line be indicated.
On working the apparatus HF of the driving or operating mechanism F
by means of the current from the battery both the arms cl and c² will be lowered
simultaneously.
The apparatus for signalling three lines is analogous to that just described.
In this apparatus three operating devices F F and F are provided, which devices
are operated independently by three apparatus H, F, one for each line.
The gears f¹,ff are loose on the shaft fand mesh with the wheels F1, F2, F³, a
gear g being also mounted on the shaft and having at either side thereof the
ratchet wheels d', d. A gear g² having a ratchet wheel d is also mounted on the
abaft f.
The crank disc or adjusting wheel h¹ for the arm is coupled to the driving
wheel of the first driving device by means of the ratchet wheel d¹, and pawl k¹, s0
that the wheel will impart to the wheel ¹ its motion in the direction of the
arrow 1, whilst the wheel h will be free to rotate in the direction of the arrow 2
without rotating the wheel f¹. Thus the wheel A¹ will only be coupled to the wheel fl
when the latter rotates in one direction, but will be free to rotate in the direction
of the arrow 2 without influencing the wheel 1, so that the ordinary rotation
of the wheel h¹ in the direction of the said arrow 2 will not move the
wheel A.
The wheel h of the second signal arm c* is similarly coupled to the wheel of the
second operating mechanism, so that it can rotate freely in the ordinary direction
(arrow 2). The wheel h is further connected in a similar manner by means of the
parts g', ks, d² and g¹ to the wheel of the first signal arm c¹, ie. if wheel h² rotates
in the direction of the arrow 2 the wheel ht will also be rotated but the latter may
rotate in the direction of arrow 2 without rotating the wheel h².
The wheel h³ of the third arm gears with the wheel of its operating mechanism
and is coupled to the wheel h², when rotating in the ordinary direction in a similar
manner as the latter is coupled to the wheel h¹.
If four signal arms were employed instead of three the wheel hs would not be
positively geared to its driving mechanism viz. but would be coupled to the same
as described with reference to the other wheels so as to run free in one
direction.
The device operates in the following manner :-
If the first driving mechanism is operated, (¹) the parts, d, g, will operate the
wheel, the other parts of the system remaining inoperative, since the ratchet
wheel d² moves under the ratchet or pawl k without however moving the same, thus
the wheel only, and with it the arm c¹ will be actuated to signal the first line
(2 Fig. 9).
If is operated the wheel y2 will be rotated by the parts k², d, by which means
the wheel A³ will be rotated as also the wheel h' owing to the operation of the pawl's
and the parts.d², g¹ thus raising both the arms c³, or sinking the same (3 Fig. 9)
remaining inoperative.
If is operated, the wheel h³ will be rotated direct operating the wheel h³ by

page_text: means of and the wheel h¹ by means of g³, g¹ and thus raising or sinking all three.
arms c, c², (4 Fig. 9), f and fi remaining inoperative..
From the kinematical connections provided for the wheel h² the principle of
construction may be deduced for a line signalling system comprising any number of
signal arms, in that the number.2 is replaced. by in order to attain the rule that i
the wheel h* of the xth signal arm.o is adapted to, couple in one direction-that of
its normal direction of rotation-with the driving wheel f of the xth driving
mechanism.and the wheel, h.+.1 of the + 1 signal arın.
This device is illustrated in Figures 11 to 13 and serves first to break the contacts
of a group of terminals, simultaneously making contact with another group of
terminals, then after a certain interval, in simultaneously closing a third group of
contacts to open a fourth and finally to simultaneously close the groups of contacts
previously successively opened and to open those previously closed at the same
time.
The contacts to be simultaneously shifted are formed by a number of bifurcated
levers having their ends bent downwardly and designated by p said arms being
mounted on levers rigidly connected together and pivotally mounted at their point
of connection as indicated at v, v, w, w, a corresponding number of quicksilver
receptacles being mounted under each arm, as at p². Two such receptacles p', p¹
are provided for each bifurcated arm and form the terminals of each circuit to be
interrupted or closed by the said arm. The arms v, v and w, w are mounted at such
an angle as will only permit the forks or bifurcations of the one arın to dip into the
quicksilver receptacles, when the said arm is in a horizontal position, the forks of
the other arm being out of their receptacles during this time, and thus the circuits
formed by these latter arms interrupted.
In the apparatus about to be described, two pairs of arms v, v and w, w together
with their contact forks, p, and quicksilver receptacles p¹, p¹ are provided for each

page_text: apparatus. As will be seen from Figure 11 four electromagnets v³, ³, w³, w³, are
mounted on the base plate (these magnets are omitted in Figure 12 for the sake of
clearness), two pairs being formed, each of which operated a bifurcated armature v², w²
on the forked ends of which arms v³ w² rest respectively. The ends of these arms
are connected by means of rods 4, w to one end of the angle levers u, v, w, w. A
third pair of electromagnets, is mounted opposite to the first mentioned pairs
and is also provided with a bifurcated armature 2 (Fig. 11) on the forked end of
which a small lever s¹ rests, to the spindle 21 of which an arm is attached, which,
when the lever ¹ is in its upper position, rests against a pin 20 of the driving wheel.25
of a clockwork and arrests the wheels which otherwise rotates in the direction of
the arrow 1. To the spindles of each of the arms v', w, ¹, is keyed a crank arm, to
each of which is jointed a bolt v, w, said bolts being horizontally guided on a
through-going platinum bolt q'. Each of the bolts v', w is provided with a down-
wardly extending projection or lug, w against which a crank pin 10 10 operates,
said pins being mounted on discs, respectively and coming into operation when
the shaft g of the said discs is rotated by means of the driving mechanism.
The bolt of the armature z¹ is provided with a circular recess against which a
pin $10 of the disc 2° operates, said disc being mounted on the shaft q. The recess
is shaped to allow the pin zo of the disc 2º to pass the same without hindrance, when
the lever is in its upper position, whilst the said pin will operate against the right
hand end of the recess 28, when the bolt 27 has been pulled to the left by the fall of
the lever ¹, thus causing the bolt 27 to slide into such position, as to allow the pin glo
to pass along the circular recess 28 without hindrance, on which movement the arın z¹
will be again raised.
The apparatus operated in the following manner :-
In the position of rest, the two levers v¹, wo¹ rest on the forks of the armatures v³, 10²,
the angle levers v, vw, w carrying the contact bows or forks p being consequently
in the position shown at Figures 11 and 12. In this position the driving mechanism
is arrested owing to the fact that the end of the arın lies in front of the pin 2 of
the wheel 25. If one of the electromagnets, for instance v³, is energized or on
throwing the same into and out of operation, the lever will fall, thus throwing over
the angle arm v, v by means of the connecting rod vt, and breaking the series of
contacts hitherto closed at p and closing those which had been hitherto interrupted.
The same operation takes place at a later period on energizing the second electro-
magnet w³, w³i.e. on the fall of the lever tol, in respect of the contacts of the angle
lever w, w. On the fall of the levers v¹, wl, the bolts v, w linked to the small arms
of these levers, will be moved in the direction of the arrows 3 (Figs. 11 and 13).
If the electromagnet z³ is energized, the lever 21 will also fall, thus, on the one
hand turning the arresting arm of the driving mechanism upwards and releasing
the said mechanism and on the other hand moving the bolt & in the direction of the
arrow 3 towards the left.
The driving mechanism will now be started and consequently both bolts v², w
engaged by the pins 10, 2010 and pulled towards the right in the direction of the
arrow 4, thus turning the levers v³, w¹ upwards and resting the same on the upper
arm of the fork v³, w³ again.
At the same time the pin 210, will press against the right hand end of the recess 28 of
the bolts, and return the latter to its position of rest; thus lifting the lever s¹ on to the
upper arm of the fork and turning the arm &* into its arresting position. During
the last part of the movement of the driving mechanism the pin will come in front
of the end of the arm 2 which has again returned into the path of rotation of the said
pin and the driving mechanism will be arrested, the moment the pin reaches
the position shown at Figure 11.
Owing now to the simultaneous lifting of the levers v², w' which had previously fallen,
the angle levers u, v, w, w, will be again returned to their former position, so that all
contacts p², p¹ will again return to their former positions.

page_text: 6. THE RAIL CONTACT.
Another device employed in the present system consists of the rail contact (Fig. 10),
which is mainly characterised by its being formed without ground connection. The
rail contact consists of a housing M M¹ mounted beneath the rail S, and having in
its upper part M' a piston m², the upper end of which is situated below the rail which 5
makes the contact. The piston or plunger m² rests on a plate m¹, which latter rests
in its turn on a membrane m mounted within the housing and dividing the same into
two compartments. The lower compartment M2 of the housing cominunicates, by
means of the channel m³ with the inlet pipe n¹ of a receptacle of insulating
material, mounted in a housing N N¹. Within the pipe n¹ are mounted the 1
terminals, l, insulated one from the other.
If a car rolls over the rail the elastic packing m³ of the same will be compressed
and the plunger m² will be depressed thus forcing the quicksilver below the
membrane m through the channel m³ and into the pipe a¹, and thence into the
receptacle and making contact between the terminals 1, 1.
As soon as the rail is free, the pressure on the plunger ceases and the quicksilver
passses back through the pipe n¹, slowly into the chanuel m³ below the
membrane.
Connections of the apparatus.
As already mentioned the present invention comprises the connections of the
apparatus, to be arranged in the stations, to effect the automatic controll of trains
passing in and out of as also through the stations.
In order to render the following description of the diagram of Figure 1 more
easily intelligible a few general remarks will be made here, relating to the
signals.
The diagram represents a station having two lines I and II. At each side of the
latter the two station signals DR and DI, are arranged, said signals serving to block
These are one arm signals
the station and standing normally to indicate "stop."
and only serve to give the signal "stop" or "line clear" without however, indicating
the line itself. If the signals shown at Figures 8 and 9 are substituted for these
signals, a modification of the system will be involved, which will be particularly
described later on.
The signals protecting the station, hitherto termed the station signals for the
purpose of the present specification are provided with the above described
apparatus FH and a driving mechanism for operating the signal arms, as described
in my English application filed November 8th 1897, No. 25915, it being called to mind
that the falling of the lever F caused by the induced current, will produce the signal "line
clear" whilst if the lever H is operated by a constant current the signal "stop" will
be given.
For each line I and II, a circuit-making and breaking apparatus as previously
described is provided (Figs. 11, 12 and 13), the said apparatus being designated in
the diagram by I and II similarly to the lines to which they belong. The angle
arms which make and break the circuits are also designated in the diagram by v and ir.
The magnets, by means of which the separate adjustment of the contact
groups and w is attained, are designated by m, v and m, un in order to render the
formulae representing the currents more intelligible, whilst the magnet effecting the
return of the parts is designated by m, z. Each of the groups v and we is provided
with a series of contact designated by Figures 1 to 13. Since numerals are employed
in the diagram for other parts, those referring to the contacts are not used alone in
the specification, but, the contact 8, for instance of the arm v of apparatus I will be
designated by Ivs. The consecutive numerals are employed to represent conspicuous
parts of the circuits and render the latter more easily discernable.
t¹, t³, t³, etc. indicate points in the diagram at which the battery and induced
currents separate, according to the line chosen and the direction of motion of the
train running into or out of the station.

page_text: TT etc. indicate keys, B1 B2 B3 B* indicate batteries, ,, insulating rails
i being the rail arranged previous to the separation of the rails and ¹, those
arranged on the lines I and II. A' A² A³ are alarm devices, G¹, G, G³, contact
making and breaking apparatus, the magnets of which are indicated by
mG¹, mG, mG; the contacts of these apparatus are designated by i and n throughout,
i indicating the contact which is closed on the induction of its magnet and n the
one closed when the magnet is not energised. In order to be able to distinguish the
repeatedly occurring contacts one from the other the same are designated in the
specification iG¹, etc.
Thus the designation nG² would mean the contact of the apparatus G which is
closed when the magnet m is not energised by induction.
Since the present diagram represents a station having two lines, but on a single
line track, it will be clear that in view of the two possible directions of entrance
of the train into the station, the same may enter from one of four points, thus :-
1. The train coming from the right may run in on line I,
2. The train coming from the right may run in on line II,
3. The train coming from the left hand side may run in on line I and
4. The train coming from the left hand side may run in on line II.
A certain predeterminable position of the lever H of the apparatus § corresponds
ɛ these anasibilities thne the esid lever must be adinated.
thus closing two contacts in each of these positions.
For the purpose of this specification for instance, aR" would indicate the contact a
of the sub-group II of the group R of the apparatus S.
In the station represented by the diagram altogether two switches are arranged,
which consequently require four switch bolts. The bolts belonging to the right hand
switch (designated by a in Figs. 3 and 4) are indicated by r, and those belonging
to the left hand switch by k.
The bolts r, which protect rail I are comprised under the group I and those
protecting the line II under the group II. Thus in cases 1 and 3 above mentioned,
the switch bolts r aud k of group I of the apparatus W and for the cases 2 and 4
the bolts r and k of group II will be operated. Each of these switch bolts is provided
with a blocking device as shown at Figures 3 and 4.
The pawls of these devices (designated by b in Figs. 3 and 4) are designated
by k¹ and or 7 and according as to whether they are determined for the
switch to the left or right of the station and for blocking the same for the
line I or II.
The pawls k, k³, 1, may, of course fall into their respective notches of
the bolts, k, independently of each other, the representation of the pawls in the
drawing, as if the same were raised direct by the magnets is merely diagrammatical,
the arrangement being as a matter of fact the same as described with respect to
Figures 3 and 4.
The contacts closed by the pawls º¹, m², k², k² (b¹ b², 6s of Figure 3) are desig-
nated by n throughout the diagram and in order to more exactly indicate the same
the letter or numeral designating the pawl lever is added, thus for instance nk
would designate the contact which is closed by the pawl k².
As mentioned with respect to Figs. 3 and 4 a series of contacts are closed by means
of ench switch bolt (a Fig. 3). These contacts are designated in the diagram by
consecutive numerals 1 to 14. In referring to the circuits, these will be mentioned
with the addition of the designation of the respective bolt r or k, thus, the
contact 10 of the group I which is closed by the bolt would be indicated
by 10rl.

page_text: As will be evident from the description of the diagram, from the moment the
arrival of a train is signalled until it has left the station, a series of circuits are closed,
partly automatically and partly by keys and inductora.
According therefore as to whether the train arrives from one direction or the
other, and on one line or the other (Case 1, 2, 3 and 4) the currents in these
circuits will run more or less differently, but always maintaining an analogous
course.
Since, in order to properly understand the diagram it is necessary on the one hand
to contemplate one of the cases 1, 2, 3 and 4 separately, and on the other hand
however to gain an oversight over the analogous courses of the currents corresponding
to the other three cases, in order to properly understand the switching system,
arrangement has been made in the following description, that only one case is
described in the text, whilst the formulae indicating the currents which are supplied
with the text show the directions of the currents in the other three cases i.e. the
direction of the currents or circuits which would be closed in the other three
cases.
CIRCUITS.
The following description is based on the presumption that a train coming from
the right is switched on to line I and after a short stoppage leaves the station, passing
out to the left :-
In order to give the "arrival signal" to the train approaching the station from the
right, the switches in the line chosen I must be properly placed and secured by the
bolts and k. In moving the bolts r, k of the group I the pawls k¹, drop into
engagement with the said bolts so that the switches cannot be shifted back until the
pawls, have been raised out of their notches by the action of their electro-
magnet mk, mr (Figs. 3 and 4).
The movement of the bolts rand and the falling of the pawls r¹, k¹ cause the
closure of the contacts 9, 10, 11, 12, 13 and 14 as also of the contacts nr¹ and nk³.
If it is required to return the bolts r and k of I to their initial position, for
instance in case of an erroneous manipulation, this may be done by depressing the
key T and thus causing the current of the battery B³ to pass through the
magnets mk and mr of the apparatus W along

page_text: Thus the possibility of withdrawing the switch bolts depends on the contacts
iG¹, nG, I, II10 and h.
Among these is the contact made by the spring h of the station apparatus S from
which it will be seen, that the release of the blocked switches is only possible when
the lever H of the apparatus S is in its position of rest. After the lever H has been
adjusted, which raises the springh from its contact, it is impossible to release the
switches even by depressing the key T2. If the switches are to be released, the
lever H must be first returned to its position of rest. If the train coming from
the right is to be allowed to enter the station, the distance signal DR must be
adjusted to the arrival or "line clear" position.
In order to effect this the lever H of the apparatus S is thrown over to the right
and, since the train is to run in on the line I, it must be adjusted to the group IR,
so that the two contacts a and b of IR are closed, the key T is then depressed and
the inductor J put into operation thus closing the

page_text: As will be seen from the above scheme, the electro-magnet FDR which is
magnetised by the induction current, will cause the lever F to fall, thus releasing the
driving mechanism and adjusting the outlying signal to "line clear" thus shifting
the contact group 1-5 of DR, opening or breaking the hitherto closed contacts 1-3
and closing open contacts 4, 5.
By thus shifting the contacts of the outlying signal the :—
5
Since, as will be seen the electromagnet of H has been induced by this current, it
will have attracted its armature H and, without in any way influencing the position
or adjustment of the outlying signal DR, will prepare for the "stop" position in so
far as it will now be only necessary to break the circuit III in order to return the
outlying signal to the "stop" position. Thus if the signal DR is to remain in the
*line clear" position, the eirchit III should in no case be interrupted.
Such interruption would take place, if for any reason the blocked line I, had to be
thrown open, owing to the fact that the disengagement of the pawls e, as will be
remembered, is only possible by way of the circuit I, in order to produce which the
lever H has to be returned to its position of rest. This lever, however, can only be
returned, when the detent pin has been lifted out of its position of engagement,
which would, however cause the breaking of the contact Aª on which the circuit III is
dependent. Thus, if the switches were released, the outlying signal would fall back
automatically into the position "stop."
When the train has reached the outlying signal DK the

page_text: This current will energise the electromagnet mu, so that the contacts v will be
shifted, 8, 9, 10 being opened and 11, 12, 13 closed. Opening the contacts 8, 9, 10
of has the following effect :-
1. The circuit I which releases the pawls of the switch bolts and k¹ and which,
as will be seen from the formula, is dependent on the contact Ivo, cannot possibly
be closed again, so that the line cannot be signalled clear, even if all the conditions
for such signalling were fulfilled, after the train has passed the outlying signal.
2. It is further impossible to close or make the circuit II, which effects the move-
ment of the signal DR to "line clear," since, as will be seen from its formula, this
circuit depends on the now open contact 8v.
When the train has passed the outlying signal, the circuit III which prepares for
the operation of the "stop" signal will he connected with the ground, since the train
runs on to the insulating rail iDR and connects the point 26 in front of the electro-
magnet of HDR to the earth, thus demagnetising the latter and returning the outlying
signal automatically to the "stop" position.
On going further, the train reaches the insulated rail mounted at the prescribed
safety point and whilst it is on this rail the

page_text: This current energises the magnet mwl and causes the shifting of the contact
0 group w, thus closing the contacts 1, 2, 3 of w' and opening 5, 6, 7 of w¹.
When the train has run up to the platform and the safety rail is free, a second
train may be allowed to run into the station on the second free rail or line II, in
order to attain which the apparatus $ or its lever H should first be returned to its
normal position, whereupon, by depressing the key T* the electromagnets mrW
5 and mkW will be induced by the current of the circuit VIII and the pawls ¹, k³ will
be raised or disengaged from the switch bolts.
As will be seen, the circuit VIII i.e. the release of the switches for the line I is
only possible, when the contact nG broken by the circuit V has been olosed
again.
The circuit V will, however remain closed as long as the train is on the safety
rail, from which it will be clear that as long as the train is on this rail the circuit VIII
and consequently the release of the switches for line I is impossible.
When the safety rail is free, the switches may be released at once, but the outlying
or warning signal DR or DI. can only be adjusted to "line clear" after the switches
and station apparatus have been adjusted to the line II. The reason why the
signals DR and DL cannot be adjusted to "line clear" for the line I, is because the
variations of the circuit II, as described for the cases 1 and 3 would be necessary to
enable such adjustment, these variations, however depend on the contact 80³ (see
formula for II) which was broken by the train running over the rail contacts «DR
fairenit. IVY

page_text: It is however possible to prepare for the arrival of the train on line II, i.c. to adjust
one of the signals DL or DR to "line clear" since in order to effect this the
cases 2 or 4 of the circuit II are necessary, which circuit may be closed after making
the necessary preparations.
Recapitulating the above description, it will be seen that after the train has run
into the station on line I, it is possible to release the switches and to allow a second
train to run into the station from the right or left on line II.
If the train in the station is to depart, and supposing the switches to have been
released whilst it was in the station, the departure switches will have to be again
locked by the corresponding bolts (in this case 'W).
When this has taken place the departing train will run over the rail contact at DL
thus closing the circuit IX along the line L'.
This circuit, can therefore be closed under the following conditions:―
1. The station blocking signal must be adjusted to "stop," since in the other case,
the contact 3DL would be open.
2. The contact 12W must be closed, which shows that the departure switch is
locked.
When these two conditions obtain, the current of the battery B will energise the
electromagnet ma of I and return the whole apparatus zow', or its contacts, to their
normal position, so that after the train has left the station-presuming that no
irregularity in the service of the switches and signals has taken place, the apparatus I
will have returned to its normal position.

page_text: which operates the bell A¹ will be closed and the latter sounded.
If any irregularity occurs on the part of the attendants of the switch and signal
mechanism and the train is allowed to depart with the switches unlocked or whilst
the outlying signal stands at line clear," the current or circuit IX, as will be clear
from the foregoing, would not have been closed, and the train would have left the
station without having returned the apparatus I to its normal position.
This omission would have been rendered noticeable by the fact of the circuit IX*
not baving been closed, so that the train would have left the station without having
produced any audible signal.
Then again an omission of this kind would have been noticeable, owing to the fact
that in spite of the subsequent proper adjustment of the switch bolts and the station
apparatus, it would still be impossible, with the ordinary means, to let another train
run in on the line I, since the circuit branches (1, 3) of the circuit II (see formula)
could not be closed because the contact 8v on which this circuit depends would have
been kept open.
In order to return the apparatus vw³ to its normal position, in case of any irregularity
in the attendance, it is absolutely necessary to employ the emergency key T, which
is of course sealed, and thus to form the
which switches the battery B with magnet Me in a closed circuit, in order to effect
the downward movement of the lever z.
All the series of operations which the apparatus must perform to allow the arrival
and departure of a train have now been described, and I will now proceed to describe
devices designed to controll the signals and switches, these are as
some
follows:-
•
1. A device for giving an audible alarm if a switch has been cut out, and which
will prevent the adjustment of the outlying signal to "line clear," i.e. will return
this signal to "stop," when it ought to show station clear."
2. The controll wires R5 and L from the outlying signal and if a covering signal
is employed beyond the former, from this signal to the station, by means of which
the position of the outlying signals may be visibly and audibly reported.

page_text: Thus, if one of the switches is deranged, and the contact either at pR or pL conse-
quently broken, the circuit X will be interrupted thus demagnetising the magnet mG¹
and consequently breaking the contact iG¹ and closing nG¹. The shifting of these
contacts has the following effect :-
a. By thus closing the contact G¹, a circuit operating the alarm device A will be
so that the alarm A will speak (advantageously a very shrill bell) and report the
derangement of the switch.
b. It will no longer be possible to allow a train to enter the station since
1. If the signal DR or DL shows "stop" it would be impossible, in view of the 1
open position of the contact iG¹ to close the circuit II, which is dependent on this
contact and which effects the "line clear" adjustment of the outlying signal.
2. If on the other hand one of the signals had been previously adjusted to "line
clear" and thus the circuit III closed, this circuit III, which is also dependent on the
contact i would be interrupted, and thus the signal automatically returned to
stop" (see description of the circuit III).
66
When the switch has been properly readjusted, the normal condition of the control
apparatus G¹ will be restored and the contact iG' on which the circuits II and III
depend will be reset.
If, owing to any disturbance in the wires, it should be necessary to bridge over the
contact i¹ in the circuit I a key Ts is arranged between the points 2 and 4 of the
circuit, so that by depressing this key the circuit may be made, even if the
contacts iG¹ or no³ do not operate properly.

page_text: by means of which the apparatus A will be caused to speak, as will be olear. At the
same time the magnet mG will be induced and attract its armature, causing a red
disc mounted on a shaft to appear before the window of the apparatus and thus visibly
show the adjustment of the signal to "stop."
If this circuit is interrupted, owing to the adjustment of the signal DR to "Line
clear" at the contact 2DR, the armature of mĠ will be released, thus allowing the
red disc to disappear from the window and at the same time interrupting the
operation of the bell A³.
If one of the circuit branches of XII, which induce the magnets mG³, mGʻ, is
interrupted at 2DR or 2DL by adjusting one of the outlying signals to "line
clear," the contact at iG or iG³ will be broken, thus, after one of the signals has been
adjusted to "line clear," it will no longer be possible to again close the circuit II,
which effects the adjustment of the signal to "line clear," since this circuit is
dependent on the contacts iGs and iG'.
Remarks relative to the signals DR, DL.
As will be seen, the diagram of Figure 1, shows a simple signal having one arm
only, for blocking the station.
If in place of this signal a double arm signal, for showing the direction of travelling
as illustrated at Fig. 8 is employed it will be necessary, as mentioned in the descrip-'
tion of these signals of Figs. 8 and 9, to employ two apparatus HF and the driving
mechanism connected therewith instead of one, which would operate the signal arms
independently on each other.
Of course each of the apparatus HF would have to be worked independently of the
other, from which will follow the necessity of a special free wire R¹ L³ for each
apparatus.
The circuit II would in this case be somewhat changed in that special wires would
have to be taken from the contacts aR¹, aR" on the one hand and af" and aL' on the
other hand, to the magnets F of the apparatus HF at the outlying signals.
Thus the circuit II, would run exactly as illustrated in scheme II up to the
points aR, R, aL', aL", but from these points, it would show the following scheme,
corresponding to the above mentioned variation:

page_text: The modification or adaptation of the invention for outlying signals, with forward
covering signals, will now be described in connection with the diagram represented by
Figure 2.
1
And in order to render the description more easily intelligible, attention is directed
to the following remarks:-The lines R¹ to R' represent the same as they
do in connection with Figure 1 and lead to the analogous contacts
to 5 which are dependent on the position of the outlying signal DR.
The apparatus H and F are also the same as described with reference
to Figure 1, which is also the case with the rail contacts or insulated
rails & and i, which fulfil the same duties as previously described. The rail contacts
or insulated rails a¹ and a² are additions as 'also i¹. The apparatus G³ GB G' may be
contact apparatus of any kind, such as GG G³. The contacts i and n of these
apparatus serve the same purpose as previously described, in that i represents the
contact made when the electromagnet is induced and n the same when the said
electromagnet is not induced.
The contacts arranged on the outlying signals DR and DL are increased by two,
so that instead of contacts 1-5 contacts 1-7 will be employed.
The covering signal in front of the outlying sigual is provided with a contact.
apparatus having three contacts 2, 3, 4 dependent on the position of the signal, as
also an apparatus FH, which effects the changing of the signal and an alarm A³.
J is an inductor, which is rotated when the outlying signal is shifted to "stop" for
the arrival, the current of the said inductor serving, under certain circumstances, to
adjust the warning signal to "line clear." The warning signal V normally showa
"line clear" but will be adjusted to "stop" by the train, if the latter is stopped
before the outlying signal, or if the outlying signal is adjusted to "stop." If on
changing the signal DR, the train is allowed to enter the station later, the inductor J
will be set in operation by the return of the outlying signal to "stop" after the train
has passed it, and the warning signal will thereby be adjusted to "line clear."
The outlying signal is connected to the covering signal in front of the same by
three wires Re R7 R8, and in addition to these the controll wire R shown in the first
diagram is prolonged to the forward signal, passes through the apparatus A³ and then
to the ground.
"
In describing the present diagram, it is assumed, as in the previous case that a
train is coming towards the outlying signal DR from the right. In order to allow
the train to enter the station, the outlying signal, which normally shows "stop
must be adjusted to "line clear" in the manner described with regard to the first
diagram. The covering or forward signal will be retained in the position "line free,"
whether the outlying signal shows "stop or "line free," by the following closed
circuit current.
"

page_text: so that on operating this contact, as will be evident, the magnet mG+ will be induced
and thereby both contacts n'G' and 'G' will be opened.
The main circuit XIII, will, in any case be interrupted at n²G7 as soon as the
contact a has been operated, whilst if the outlying signal DR stood at "stop" not
only this circuit, but also the shunt line XIII" would be broken at 6DR, so that the
current, necessary to give the front or warning signal V open, would also be
interrupted.
From the foregoing it will be observed that
1. If one of the outlying signals shows "stop," the covering signal beyond the
same will also be adjusted to "stop" and thus cover the train in the rear.
2. If the outlying signal shows "line clear," although the circuit XIII is
interrupted at n³G7, it would remain closed at XIII so that the forward signal
would still continue to show "line clear."
When the train passes over the contact s², no effect will result since the
is interrupted by the current XIV; this contact remains therefore without effect
when the train runs in and is only provided in order to cancel the effect of the
contact in the case of trains running in the opposite direction, i.e. out of the
station, as will be hereinafter set forth.
Following now, case 1, and assuming that the train waiting at the entrance to the
station, at the outlying sigual, has been signalled to run in by shifting the said
signal, I find that on passing the contacts 8 and i, the requirements described with
reference to figure will be fulfilled, i.e. the outlying signal will be adjusted to "stop,"
thus operating the inductor J whilst at the same time, by means of the additional
contact the
which is closed since the contact 3V was closed by the forward signal, which stands at
0 "stop."
By this circuit, which includes the magnet F of the apparatus FHm, the sigual V,
as has been repeatedly stated, will be returned to its normal position of "line clear."
The train now continues to run into the station in the manner described with
reference to Figure 1.

page_text: If the outlying signal had shown "line clear" as the train approached, the train
would have run into the station without interrupting the shunt circuit XIII" as also
without closing the inductor circuit XIII, since the latter would have remained
interrupted at 3V, thus the signal V, which had been previously set to "line clear"
would have remained in this position.
For trains running in the opposite direction, i.c. out of the station the following
operation takes place:
On running over the rail contacts i and i¹ no effect will be produced, because the
circuit of the battery B is interrupted at the contact 7DR and consequently the circuit
of the inductor J is interrupted at ¿G³.
On running over the contact a no effect will be produced in the line wire R¹, since
this circuit is broken at the contact 5DR, whilst in the circuit R* the circuit IX
described with reference to Figure 1 will be generated and produce the effect
described.
When the train reaches the insulator rail s² the previously described
—Bª—8ª—'G'—MG-B
will be closed, thus attracting the armature of the apparatus Go, closing the
contact iGⓇ and opening nG
Owing to the contact at nG® being broken, the previously mentioned circuit XIV
cannot be closed, even if the contact g is made, and consequently the magnet mG™
cannot be induced nor can the contact 2G be broken, from which it will be evident
that the circuit XIII, depending on the contact n²G7 will remain closed and retain the
forward or warning signal in its position of "line clear."
In order to prevent, the last pair of wheels from closing the circuit XIV after
leaving the contact s², by closing the contact s¹ and consequently to prevent them
from interrupting the circuit XIII at the contact n³G', means must be provided to
keep G induced after the circuit XV has been interrupted at 82. Such means are
constituted by a shunt u¹-iG-u² which is so arranged that when the circuit XV
which induces the magnet mG" is interrupted, this magnet will remain induced by a
The aların, arranged at the forward signal V will always speak, when the station
blocking signal DR is in the "stop" position, since in this case the controll current R³
is made at the contact 2DR.
In order, if necessary, to shift the covering signal from "stop" to "line clear"
from the station, the line R³ may be prolonged in the form of a branch, to an
inductor at the station and to a sealed key, thus rendering it possible, by depressing
the key and operating the inductor to send an alternating current through the
electromagnet F of the forward or warning signal V.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
olaim, is:-
1. In an apparatus for controlling the arriving, departing and through

page_text: Means for locking the switch bolte, consisting mainly of a pivotally mounted
pawl b, and means for retaining the same on a switch bolt a, having
notch a¹, so that when the bolt is slid, the pawl will engage the notch and
means for disengaging the said pawl from the notch such as an armature b
in the manner and for the purpose substantially as described.
A rail contact consisting mainly of a spring seated rail S and a membrane m
on which said rail acts, a receptacle M² entirely filled with quicksilver and
closed by said membrane, aud communicating by a channel m³ with
an insulated receptacle n, wherein the terminals of line wires are
placed.
A signal mechanism for controlling and directing the trains arriving at,
departing from, and passing through a station consisting of a series of
superposed signal arms, mechanism for operating each arm and means for
coupling the said arms so that the top arm may be raised alone, the second
will raise the top, the third the second and top, and so on in the manner
and for the purpose substantially as described.
A device for simultaneously closing a group of contacts and opening or
breaking a second group and after a certain predetermined time making
contact between a third group of contacts and breaking it simultaneously
at a fourth group, and finally closing the groups previously consecutively
opened and simultaneously opening the groups previously closed consisting
mainly of two electromagnets and having armatures and w³,
levers v¹, w resting on said armatures and means for releasing the said
levers when the armatures of the magnets are induced plates v, v and w, w
pivotally mounted in proximity to said levers one lever being keyed to the
pivot of each set of plates, a series of contact forks p to the said plates,
and a third electromagnet a driving mechanism to lift the levers v¹, wi
and means in connection with the said third magnet to operate said driving
mechanism when the said magnet is induced substantially as described.
A station apparatus S for operating the signals covering the station and
locking and disengaging the switch bolts consisting mainly of a pivotally
mounted arm H a contact h closed by said arm when in its position or rest
and a series of contact groups aR, aL
which are closed by said
arm in its various positions of operation, a boss h¹ to said arm having
depressions and an arresting pin h¹ to engage said boss contact
springs, and means in connection with the said pin to raise the same
from their contacts when the said pin is not in engagement with the
depression substantially as described and for the purpose specified.
Clectric device for automatically regulating and safeguarding the arrival,
re and through passage of trains, consisting mainly,-
In means for preventing the signals covering the station from being shifted
to "line clear" until the line on which the train is to run in has been
properly adjusted and the switches bolted and for rendering the return of
the signal to its normal position possible, before the train runs in
only and only then when the switches have been unlocked, these conditions
being fulfilled by means of a circuit. II, which is dependent on the con-
tacts R, R, L, L", provided for any combination of any signal with
any desired line, as also on the contacts nr¹, nk², nr² nk², which latter
contacts are closed when the switch tongues are locked, the lever H which
closes the contact groups R¹³, R" etc. being provided with means for
opening a contact h, when one of the said groups are closed, a circuit I
serving to disengage the switch bolts, being dependent on said contact h,
the said circuit I being further dependent on contact Ivo, IIvo, which is
interrupted on the contact & mounted near the outlying signal being broken
by a círcuit IV.
Means for automatically blocking the line by the train, after the latter has
passed the signal "line clear," until the same has run into the station and

page_text: for retaining the line blocked until the train has passed the prescribed safety
ail, these conditions being fulfilled by making a circuit 1V, by means of
the contact 8, which induces a magnet mv', mv" on which induction the
circuit I for releasing the switch bolts depends, and a rail contact & arranged
approximately at the middle of the station and adapted to close a circuit VII,
which by inducing a magnet mu mw", closes a coutact 2w¹, 2w,
which together with a contact nG which is only closed when the prescribed
rail is clear, effects a circuit VIII, which may be closed on shifting back the
lever H by means of the key T, said circuit comprising the magnets mrw
and mkW of the switch bolts.
leans for enabling the train to release the switches after having run into the
station, and to prevent an alteration of the siguals of the line on which it
stands, whilst it is in the station, consisting mainly of a branch of the
circuit II, which serves to adjust the outlying signal to "live clear,"
contacts 8, 8" on which said branch depends, said contacts being
broken when the train runs over the rail contact s at the outlying signal,
by means of the circuit IV, closed by the said contact 8, which circuit
includes the electromagnet me³, of the apparatus vwz, belonging to the
line to be used.
Means for automatically adjusting the station signal to "stop" by the train,
and for preventing the manipulation of all the signals until the train has
run into the station, consisting mainly in a rail contact i arranged close to
the outlying signal, on which contact a closed circuit current III depends,
which serves to retain the outlying signal in the "line clear" position and
to prepare for the "stop" position, the said current III being conducted to
the ground by means of the said contact, and the circuit being dependent
on the contacts 4DR, 4DL, which in their turn-depend on the release of the
outlying signal a circuit IV being closed when the train runs over the said
contacts thus inducing the electromagnet mul mu" and opening the
contacts 10v, 8v and (or) 8 and 100 on) which the circuits I and II
depend said circuits serving to operate the signal and the switch locking
bolts.
Means for audibly reporting when the train runs on to the prescribed safety
rail and for allowing other trains to run on to the lines not in use, after the
train has passed the said rail, consisting mainly in switching the con-
tacts i, etc. arranged at the said prescribed mark, together with the
electromagnet mG2 into the circuit V,.. the contact iG*dependent on the
said magnet serving to form the circuit VI of an aların and the contact nG²
also dependent on the said magnet making the circuit I in which the
electromagnets m of the apparatus W are included, said apparatus serving to
release the switch bolts.
Means for automatically releasing the line on which the train has run in, by
means of the departing train and for audibly reporting said release, con-
sisting mainly of a rail contact & arranged at each outlying signal, and
adapted to close a circuit IX, in which is included an electromagnet ma of
an apparatus (Fig. 11) provided for each line, contacts 3DI, and 3DR
dependent on the "stop" position of the station block signals at the
departure end and a contact 12W¹, IIW¹, 3W", 4W", dependent on the
locked condition of the departure switch, the circuit IX of an alarm wire,
being closed by means of the contact 12 by the electromagnet ma².
Means for operating an alarm when the switch is shifted by the train, and
for shifting the signal at the station, if the same shows "line clear
" to
"stop" and also for preventing the adjustment of the signals showing
"stop" to "line clear" consisting mainly of a closed circuit current pr, pl,
which is destroyed as soon as the switch has been deranged or automatically
shifted by the train, said current being included in the circuit X together
with the electromagnet mG¹, said magnet serving to produce or close a
contact nG¹, when demagnetised, said contact being included in the

page_text: 66
circuit X of an alarm, the said magnet b serving further to open simul-
taneously a contact iG¹, which common to the circuit II which releases the
outlying signals and to the circuit III, which retains the signal in the
position indicating "line clear."
3/. The combination of a forward covering signal, serving to automatically cover a
train stopped by the station signals, said signal being automatically adjusted to
stop" by the train, and returning to "line clear" automatically, as soon as the
train has run into the station, said signal being further not influenced by a train
which is not stopped by the outlying signal, according to which a contact n²G7 is
arranged in a closed circuit XIII which retains the forward signal in the position
"line clear," said contact being broken when the train passes a rail contact mounted
in proximity to the outlying signal a shunt circuit XIII being arranged in the
closed circuit current, XIII which short circuits the said contact n²+7 said shunt
circuit being dependent on the contact 6DR which is open when the signal is at
"stop," the apparatus HF at the outlying signal being provided with an inductor J
in the circuit XVI of which the electromagnet F of the adjusting device for the
forward signal is arranged, the said circuit being dependent on a contact iG³ which
is only closed by the circuit XV when the contact ¹ is run over by a train, sub-
stantially as described.
4/. In combination with an automatic forward signal, means for preventing the
same from being influenced by a train running out of the station, consisting mainly
of a second contact a arranged near the contact a¹, said contact 83 serving to close
the circuit XIV which induces the magnet mG7, the circuit XIV which induces the
magnet mG7 being dependent on the contact no, the magnet mG being arranged
in a circuit XV which is dependent on the rail contact s¹ and the contact iGª sub-
stantially as described and for the purpose specified.
Beted this 14th day of November 1900