Improvements in Electrical Block Systems for Railways.
Year: 1891

page_text: COMPLETE SPECIFICATION.
Improvements in Electrical Block Systems for Railways.
I, AUGUSTUS HARPER RAIGUEL GUILEY, of 413, Center Street, South
Easton, in the County of Northampton and State of Pennsylvania, United States
of America, Physician, 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 object of my invention is to guard railway trains cars and locomotives from
collision by giving a timely alarm to the driver on a moving locomotive on
approaching a standing or moving car, train or locomotive on the same track or
in the way of a moving locomotive; also to give timely notice of an occupied grade
crossing, an open switch, an open drawbridge, or a car projecting from a side track,
and to afford a signal which will be effective in daylight or darkness, on a straight
or curved track, or in a tunnel.
In carrying out my invention, I make one of the track rails a continuous con-
ductor by connecting the rails electrically at the joints, and I divide the other rail
into sections or blocks and provide electrical connections therefor which overlap
from one block to the other. I provide the road with contact pieces of peculiar
construction and arrange upon the locomotive a contact lever and alarm apparatus,
all as will be hereinafter more fully described.
Reference is to be had to the accompanying drawings, forming part of this
Specification, wherein
Figure 1 is a perspective view, partly diagrammatic, of my improved electric
block system.
Figure 2 is a side elevation of the signal used in connection with my improved
block system.
Figure 3 is a perspective view of the contact piece.
Figure 4 is a transverse section taken on a line -- in Figure 3.
Figure 5 is a plan view, partly in horizontal section, of the rail joint shewing.
the overlapping connections of two adjacent sections.
Figure 6 is a plan view of the electrical connections between the ends of the rail
which form a continuous conductor.
Figure 7 is a rear elevation of a locomotive shewing the relation to the same of
the signalling apparatus.
Figure 8 is a side elevation of the double-jointed contact lever.
Figure 9 is an elevation of a portion of the locomotive truck shewing the
application of two contact levers.
Figure 10 is a plan view of a track shewing a grade crossing and a switch.
Figure 11 is a plan view of swing bridge connections; and
Figures 12 to 16 inclusive, represent modified forms of the feeler.
Similar letters and figures of reference indicate corresponding parts in all the
views.
The road A to which my improvement is applied is formed of the rails a a' the
lengths in rail a being connected electrically by a wire entering binding posts c
Between the rails are
projecting from the sides of the lengths near their ends.
arranged contact pieces B B a suitable intervals, the contact pieces being formed
of a bevelled block of wood d and two triangular metallic plates e e secured to the
top of the block oppositely arranged with respect to each other, the said plates
being provided with upwardly-turned flanges which are separated by the insula-
tion g: To the triangular plate e is attached a binding post and to the plate el
is attached a binding post h¹. The rail a¹ is divided into blocks C C C and the

page_text: rails at the adjacent ends of these blocks are connected by fish plates ; with
intervening insulation k, as shewn in Figure 5, and the adjacent ends of the rails
are provided with binding posts 1 1.
.
I preferably arrange the contact pieces B B at opposite ends of the blocks, as
shewn in Figure 1, so that the central portion of the upwardly-turned flanges f will
be centrally located with reference to the track rails a a'. The plate e¹ of the
contact piece B of the block C¹ is connected with the wire m which is connected
electrically with the rail of the block C. The plate e' of the contact piece B¹ is
also connected with the wire m. The plate e of the contact piece B' is connected
with the wire m' which extends to the block C where it is connected electrically
with the rail a'. It is also connected with the plate e of the contact piece B. The
rail a' of every block is connected in this manner with the block on either side
thereof and every block is protected by at least two contact-pieces B B¹.
◊
The
To the locomotive at some convenient point preferably across the frame just in
rear of the pilot wheels or the truck is secured a beam n to which is pivoted a
contact lever o which hangs over the track in a central position so that it can strike
upon either side of the contact pieces B B', etc., according as the locomotive goes in
one direction or the other. The contact lever is made of electrically conducting
material, or is provided with a conductor extending from its free extremity upward
to its pivotal support p. Upon the locomotive at some convenient point is arranged
a signalling apparatus D formed of a vibrating bell E of ordinary well-known con-
struction and the relay F. The armature lever q is pivoted to the frame of the
relay, and held away from the relay magnet by the adjustable retractile spring s.
The free end of the armature lever q extends upward above the magnet ŕ and a
contact screw t is supported in the path of the armature lever by the post u.
latch pivoted to the post w rests upon the free end of the armature lever 7 when
the said armature is drawn back by the springs, but is capable of engaging the
armature lever when it is drawn forward by the action of the electro-magnet r so
as to make a contact with the screw (. The downward motion of the latch
limited by the lug b' projecting from the back of the armature lever q. The binding
post c' of the bell E is connected electrically with the post u of the contact screw t.
The binding post d is connected electrically with a binding post on the frame
of the apparatus D. One terminal of the relay magnet r is also connected with
the binding post f₁ and the said binding post is connected with one pole of the
battery G. The remaining pole of the battery is connected to the binding post g¹
and the said binding post is connected electrically with the armature lever q
binding post g¹ is also connected electrically with the binding post i¹ and the binding
post is connected electrically with one of the axles of the locomotive by the wire j'.
The binding post k¹ is connected electrically with the relay and with the contact
lever o by the wire n'. The switch o¹ is placed in the wire n' for breaking the circuit
whenever necessary.
7"
is
The
So long as the blocks adjoining the block C¹ are unoccupied a locomotive may
enter upon the block C' and the contact lever o may strike the contact piece B
without producing any effect upon the alarm apparatus; but when the block C³
(for example) is occupied, electric connection is established between the rails a
and a of the block so that when the contact lever o touches the contact piece Ba
circuit is established which extends from the battery G through the binding posts g₁¹
and wire to the truck, thence to the track rail a, to the wheels and axles of the
train on the block C, to the rail a' of the said block C, thence through the wire m,
the plate e, through the contact lever o, wire n', to the relay magnet », thence to
the binding post f₁, and back to the remaining pole of the battery G. This
causes the armature lever to be drawn toward the relay magnet r, closing the
electric contact on the screw t, when the current from the battery flows through
the armature lever 7, contact screw t, post u, to the binding post c¹ of the bell and
from the binding post of the bell to the binding post, back to the battery.
This establishes a circuit through the bell and causes the bell to ring. The latch v
engages the armature lever q when the latter is drawn forward and holds it in

page_text: contact with the screw t, thus maintaining the circuit closed upon the bell, causing
the bell to ring continuously until the circuit is broken by the driver. The result
is precisely the same when the train advances from the opposite direction and strikes
the opposite side of the diagonal part of the contact piece B. In the case of a
grade crossing, as shewn in Figure 10, the wires m of the track A at the crossing
are connected with the insulated rail a¹ of the road A' adjoining the crossing. In
a similar manner the wires m of the road A' are connected with the insulated rail a¹
of the road A at the crossing so that a train approaching from either direction
upon the road A will act upon the connections of the road A' as if the road A¹
were a continuation of the road A. In a similar way, a train approaching the
crossing from either direction on the road A' will act upon the electrical devices so
as to signal the train or trains upon the road A. as if that road were a con-
tinuation of the road A¹. It will thus be seen that when a train approaching the
crossing upon either road enters the block adjoining the crossing, if the block upon
the other road adjoining the crossing is occupied, the warning will be given.
In connection with the road A near the crossing, is arranged a switch H by
which the circuit can be closed between the rails and a which is in effect the
same as the closing of the circuit by the car wheels and axle. In practice, the
switch is designed to be used to stop a train should the track be temporarily
impassable and it may then be quickly applied by a gang of section hands for their
own protection. I have applied the same devices to the switch I and have placed
a contact piece B near the switch so that as soon as a train occupies the switch an
alarm will be given on the main track upon either side of the switch that is to say
if the branch of the main-line block which begins at the tie wires 3 and 25 and ends
at the first point of insulation beyond the frog and which is guarded by the contact
picces B' &c. be occupied by a car which would foul the main line, the signal would
be given to the driver of a train upon the main line.
The circuits of the switch or y with the main track are as follows:- -When the
switch is open, circuits may be completed at contact pieces B2 B4 B of the main
track A. Thus when the contact lèver or " feeler o of a locomotive approaching
the switch touches plate e of contact piece B or B³ the circuit is from battery G to
said lever o thence by wire m to the rail section a' next the switch by oblique wire
to stud with which the inner or split rail of the switch is in contact (as shewn by
dotted lines Figure 10) thence along such split rail to wire to rail a and then
back through locomotive wheels and axles to the alarm and the battery. On the
other hand (the switch being open as before) when a locomotive approaching the
switch junction from the opposite direction on the main track reaches the contact
piece B and its feeler or lever o touches plate el a circuit is formed from battery
through such lever and plate and the wire m to next rail section a¹ then by oblique
wire to stud 2 by the split switch rail and bridge wire back to rail a and by
locomotive wheel and axle to alarm and battery. When the switch is closed the
contact piece B³ guards the switch beyond B the circuit being from battery on
locomotive at B³ through its lever o the contact plate e oblique wire m² and switch
rail section a¹ adjacent to and extending beyond B' through wheels of locomotive
on such portion of switch, back by rail a to alarm and battery of the locomotive
at B3. Again (the switch being still closed) if a locomotive approaching the switch
reaches B on the switch, notice will be given of a train on the main track beyond
the switch points, the circuit being then from battery of locomotive at B' through
its feeler o to the plate e and by wire m to adjacent rail a¹ thence by wire to the
rail section a' of main track A¹ then through wheels and axles of train that is
beyond the switch to the continuous rail a and thus back to the aforesaid
locomotive at B¹.
In Figure 11 I have shewn the method of applying my improvement to a draw-
bridge. When the bridge J is closed the spring switch K is held open by contact
with a projection on the bridge but when the bridge J is open the spring switch K
automatically closes the circuit upon the contact point p¹ thus establishing com-

page_text: munication between the rails a' and a and giving the alarm upon the locomotive
approaching the bridge..
It will be seen that by arranging diagonal flanges upon the contact pieces B, I
am able to construct a contact which will close the circuit from approach from
either direction by a locomotive provided with the contact lever o. The electrical
contact begins as soon as the lever begins to pass over the ends of the contact pieces
and is continued along the flanges to the other end of the contact piece. I have
bevelled the flanges, the plates upon which they are formed, and the blocks by
which they are separated, to prevent accidental injury from any object which may
be dragged over them.
In Figure 9 I have shewn the application of two contact pieces and two contact
levers for working separate circuits or any special circuit or on a system
where both rails are in blocks. In Figure 8 I have represented a contact lever o
provided with an extra joint o' which will prevent the breakage of the lever should
the locomotive back up while the lever rests upon any object between the rails such,
for example, as one of the contact blocks. I have also provided in the end of the
lever a roller o² which facilitates the passing of the lever over the contact blocks.
The battery G may be replaced by any form of electric Faradic or electro-
magnetic generator, and in case a magneto machine is used the bell E would be
replaced by a pair of magneto bells. A magneto machine kept constantly running
in some feasible way is preferred.
In the modifications of the feeler shewn in Figures 12 to 16 inclusive, it is made
elastic so that it will readily yield to lateral pressure; it is also furnished with a
protecting cushion for preventing it from being injured by contact with the rails
at a grade crossing. I have also devised means whereby steam may be sent from
the locomotive boiler through a pipe surrounding and attached to the feeler or
forming an integral part of the same. I have also provided means whereby the
driver may swing the feeler laterally in either direction to prevent it from striking
the rails or any obstruction which may be upon the track.
In the form shewn in Figure 12, trunnion boxes are secured to bars 2 of the
engine frame by straps 3 and in the trunnion boxes are journaled the trunnions 4
of the bar 5 carrying the rod 6 which projects downward and is furnished with an
The rods 6 and 8 are
eye 7 in its lower end for receiving the eye of the rod 8.
threaded and provided with threaded nuts 9 between which and the adjacent ends
of said rods is placed a spiral spring 10. By placing the spring 10 under more or
less compression by means of the nuts 9 any required degree of rigidity may be
given to the feeler. The lower end of the rod 8 is furnished with an eye 11 for
receiving the S-hook 12 which is inserted in an eye in the feeler tip 13. On
opposite sides of the feeler tip 13 are placed rubber cushions 14 for preventing
undue shock when the feeler comes in contact with a rail at a grade crossing or
with some other obstruction. On the lower end of the rod 8 are placed the nuts 15
and 16 and the washer 17 and upon the top of the feeler tip 13 is placed a
washer 18. Between the washers 17, 18, and surrounding the S-hook 12, there is
a section of rubber tubing 19 or in lieu thereof a spiral spring. The spring or the
rubber may be put under any required compression by turning one of the
nuts 15, 16, on the washer 17. The rod 6 passes through the bar 5 and is held by
nuts placed upon opposite sides of the bar. The nuts upon the upper side of the
bar serve to clamp the arm 20 to the top of the bar. To the arm 20 is jointed
the rod 21 which is connected by a shackle joint 22 with the rod 26, the shackle
joint being provided with a spring 27 surrounding the same. The rod 26 is jointed
to the lever 28 which is arranged in the cab within reach of the driver. The
lever 28 is provided with a lock bolt 29 adapted to enter one of the notches in the
sector bar 30.
By moving the lever 28 in one direction or the other the feeler
may be swung in either direction as indicated by dotted lines. The tip 13 is made
of metal which is a good conductor of electricity and at the same time is able to
withstand the shock of contact with contact pieces along the track and with any

page_text: obstruction which may be met with. The dotted lines 31 indicate the arc through
which the feeler may be swung; the dotted line 32 shews the movement of the
lower half of the feeler; and the dotted line 33 indicates the motion of the
feeler tip.
In the form shewn in Figure 13, the bar is provided with vertical semi-circular
notches in opposite sides, as indicated in the detached view, and steam fittings 34,
consisting of a T and two elbows, are connected with the locomotive boiler and
with pipes 35 to which is connected a pipe 36 by a swing joint 37. The lower
end of the pipe 36 carries a removable tubular tip 38 secured to the pipe 36 by
a screw-coupling 39. The removable part of the swing joint 3 is provided with
a short upwardly projecting arm 10 having a book for receiving a spiral spring 41
which is connected with a hook-bolt 42 passing upwardly through the bar and
furnished with nuts above the bar so that the bolts may be drawn up when it
is desired to increase the tension of the spring 41 and thus increase the rigidity of
the feeler. This feeler is designed to receive steam from the boiler for the purpose
of melting snow and ice which may accumulate on the contact pieces.
In the modification shewn in Figure 14 the feeler is constructed precisely as
indicated in Figure 12 with the exception of elongating the washers 17 and 18
and perforating them to receive the nozzle 43 and the transfer of the arm 2) to
the trunnion 4. A coil 44 of small pipe is connected at its upper end with a
pipe leading to the steam room of the boiler and at its lower end with the nozzle 43.
This pipe is designed to convey steam to the tip 13, for melting the snow and ice
on the stationary contacts
In the form shewn in Figure 15 the tip 13 is suspended by a chain 45 con-
nected with the rod 46 extending upwardly through a tubular arm 47 through
a spiral spring 48 resting on the upper end of the tubular rod and through a
washer resting on top of the spring, said rod being threaded at its upper end
and provided with nuts. Between the lower end of the arm 47 and the top of
the tip 13 are placed elastic rubber washers 49 which are placed under more
or less compression by turning the nuts upon the upper end of the rod 46 thus
increasing the pressure of the spring 48. A feeler thus constructed does not
yield at a single point, as in the case of the others described, but bends throughout
the entire length of the portion composed of elastic washers.
In the form shewn in Figure 16 the removal tip consists of a metal brush con-
nected by a screw coupling with the main portion of the feeler.
In all of these cases the feeler is more or less rigid but capable of yielding
readily upon striking the contact pieces, the rail, or an obstruction.
The tips are
protected against injury by shock or abrasion by the rubber cushions, and in each
case the rigidity of the feeler may be increased or diminished at pleasure.
My improved system applied to a railway furnishes a complete grade crossing
protection, a very efficient block signal, and at the same time, under certain con-
ditions, it serves as a train signal whereby one train may signal another.
Having now particularly described and ascertained the nature of my said inven-
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In an electrical block system for railways, the combination, with a pendent
contact lever carried by the locomotive, of contact pieces provided with two flanged
plates insulated from each other and placed diagonally with reference to the track
rails and adapted to be engaged by the contact lever of the locomotive, substan-
tially as specified.
2. In an electric block system for railways, the combination of the two diagonally
arranged flanges insulated from each other and adapted to make separate contacts
for trains running in opposite directions, a contact lever carried by the locomotive
and arranged to strike either of the diagonal flanges, and an electrical alarm carried
by a locomotive, substantially as specified.
3. In an electrical block system for railways, the combination, in the contact

page_text: .
piece B, of the block d, the flanged plates e e', and the insulation 9>
as specified.
substantially
4. In an electrical block system for railways, the combination of the contact
piece B, provided with diagonal flanges, the contact lever o, the electrically-con-
tinuous rail a, the interrupted rail a', the alarm carried by the locomotive, and
electrical connections, substantially as specified.
5. In an electrical block system for railways, the combination, with a railway
provided with a rail formed of a continuous electrical conductor and a rail forming
an interrupted conductor, of a series of double contact pieces arranged along the
railway between the rails at suitable intervals and a contact lever or feeler
carried by the locomotive and adapted to touch the contact pieces, substantially as
specified.
6. In an electrical block system for railways, the combination, with the main
circuit and circuit-closing devices, of a relay, an electric or magnetic bell con-
trolled by the relay, and means for holding the bell circuit closed, substantially as
specified.
t
7. In an electrical block system for railways, the combination of diagonally
arranged contacts, and a jointed pendent contact lever, substantially as specified.
8. A jointed pendent contact lever or feeler provided with a spring for holding
it normally in an extended position, substantially as specified.
+
9. A jointed pendent contact lever formed of pipes for conveying steam, one
part of the lever being movable the other stationary, substantially as specified.
10. The combination, with a pendent contact lever, of a pipe for conveying steam
to the end of the lever for melting the snow and ice upon the contact lever and
the stationary contact pieces, substantially as specified.
11. A contact lever or feeler formed partly of a rigid arm and partly of an
arm flexible throughout its length, substantially as specified.
12. A pendent contact lever for an electrical block system having a movable
tip, substantially as specified.
13. The combination, with a pendent contact lever or feeler of a lever and rod
connected with the same for swinging the lever or feeler out of the way of
obstruction, substantially as specified.
14. The combination of a pendent swinging contact lever or feeler, and a yielding
rod for moving the lever or feeler, substantially as specified.
Dated this rol
1
A. H. R. GUILEY.
By A. M. & Wm. Clark,
53, Chancery Lane, London, Patent Agents.