Improvements in and connected with Blocking Systems for Railways' Tracks.
Year: 1897

page_text: Date of Application, 8th Nov., 1897-Accepted, 8th Dec., 1898
COMPLETE SPECIFICATION.
Improvements in and connected with Blocking Systems for
Railways' Tracks.
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:
This invention relates to improvements in and connected with blocking systems
for railway tracks, shown for example diagrammatically in Fig. 1 of Sheet I of
annexed drawings, as applied to a double track.
In this invention a clockwork is employed, alternately released by two electro-
magnets, which serve to set the signals and close and open the road barriers.
The said clockwork is arranged in connection with mechanism which perform
the said operations, both of which will be described hereafter before the blocking
system itself.
Figs. 2 & 3 of Sheet II of annexed drawing are respectively an elevation and a
plan of the clockwork, Fig. 4 is a partial side view of Fig. 2, and Fig. 5 a detail.
Figs. 6 & 7 of Sheet III, show the setting mechanism, shown in Figs. 2–4,
employed at the clockwork, when the latter is used for setting signals.
Figs. 11 & 12 show the mechanism which is employed with each signal of the
block system and are alternately set by two clockworks.
Figs. 8 & 9 of Sheet IV, show the mechanism employed at the clockwork of
the block system which serves to set the road barriers; Fig. 10 shows an arrange-
ment relating thereto.
The clockwork Figs. 2-5 is driven by a rope A¹ wound upon a drum A and the
free end of which is weighted and arrested by two levers each actuated alter-
nately through the medium of a separate electro-magnet.
These levers are so arranged that when the one which has arrested the drum is
moved out, the drum A will be permitted to revolve a uniform part of a revolution,
at the end of which the other lever which at the beginning of the rotation of the
drum A has been inoperative will then arrest the drum.
Of each two successive movements of the drum A, the first one serves to set the
sigual into position "clear" and to open the road barriers and the second one
to set the signal into position "danger" and to close the road barriers.
i
The clockwork and the electric locking mechanism are constructed as follows:-
The wheel a keyed upon the shaft of the drum A gears into three wheels b, c,
which are independent of each other, the wheel i actuating the induction
apparatus J, 6 the signal or road barriers and c the locking mechanism which as
aforesaid permits the clockwork to turn only a certain part of a revolution.
At each partial rotation of the drum A, the wheel b revolves 180 degrees.
The wheel c, rotated by means of the drum wheel a actuates, by means of the
carrier wheels, &c, the fly (not shown) on the shaft of the wheel together
with the stop pawl c, Fig. 2, and by means of the wheel d keyed upon the shaft
of the wheels c, c, the carrier wheels, da, which transmit motion to the wheel d³

page_text: which latter is loose on the shaft of the wheel d and on the boss of which
are two discs h, f having recesses h³, f respectively and two eccentrics 10, 10.
Upon each of the two discs h, f rides the hooked shaped end of a peculiarly
shaped angular lever h³, f³, whilst upon the eccentrics 10, f10 rests the projec-
tions, fof a one armed lever h6, f respectively.
For the sake of clearness the shafts of the levers h³, f³, h, fe are shown in
dotted lines.
The gearing between the drum wheel a and wheel d³ is the same as that
between a and the wheel b, so that the wheel d³ with the eccentrics h¹0, f10 and
the recessed discs h, f rotate at the same angular velocity as the crank discs b¹
keyed upon the shaft of the wheel b.
The discs h, f* are so set that their recesses h³, f³ are 180 degrees apart from
each other and the lever h³, Figs. 1 & 2, will be in the recess h of the disc h
when the other lever f³ rides upon the periphery of the disc f*.
When the lower end of one of the levers h³, f3 has dropped into one of the
recesses in the disc h, fits upper end is in the path of the cam c¹ and the clock-
work is thus alternately locked by that of the two levers h³, f³, which has dropped
into the recess of its disc.
When the arm c¹ keyed upon the fly shaft is released by the angular lever h³,
Figs. 2 & 3, rising out of the recess h of its disc h, the clockwork will be started
and remain in motion until the recess f³ of the second disc f* will come under the
hooked shaped end of the lever f³, the latter will fall into the recess f³ and there-
by arrest the fly and arm c¹.
Thus each time the clockwork has been unlocked it will rotate only, until the
recessed discs h, f*, eccentrics h¹0, f10, and consequently the crank discs b', b¹
have rotated half of a revolution.
The alternate release of the levers h³, f³ necessary for starting the clockwork,
is caused through the alternate drop of two levers H & F, taking up alter-
nately their top and bottom positions through the action of two electro-magnets.
In order to effect the release of the hooked ends of the levers h³, f³ from the
recesses h³, f5 through the dropping of the long arms of the levers H, F, the short
arms of the levers H, F, enter the cavities of the angular levers h³, f³ so that the
descent of the long arms of the levers H, F, effects the release of the levers h³, f3.
In order to cause the levers H, F, to drop as described by electric induction, the
following devices are provided:-
-
The end of the lever H which is formed prism-like rests upon the one tooth of
a fork-like armature lever h belonging to a magnet ¹ to be switched on to a
constant current.
When short circuiting, the armature lever h swings completely forwards and
backwards, the prism employed at the end of H then falling from the higher
tooth on to the lower one and when the armature h swings back from the latter
down between the two teeth.
When the lever F has been raised, it rests upon the half cut away part of the
shaft f of the toothed sector f", (Figs. 2 & 3 showing its lower position) in which
sector gears the escapement pawl 14 keyed upon the shaft f of the armature of
the electro-magnet ff to be switched into an induction circuit.
If an induction current flows through the electro-magnet f', the armature f
begins to vibrate and allows the segment f", if in its highest position as shown in
dotted lines, to drop by its own weight which causes the cut away part of the
shaft to take up a vertical position and allow the lever F resting thereon to
fall (see Fig. 2) whilst the locking lever f³ is brought out of its recess fo, into the
position shown in Figs. 2 & 3 the same as hereinbefore mentioned.
The levers H & F, after having been dropped are raised into their former posi-
tion by the following devices:-
The levers H & Fin their lowest position rest respectively upon the studs h³, f
of the levers h, f which have their fulcrums above the eccentrics h10, f10 and are
furnished with anti-friction bowls h, f which rest upon the eccentrics 10, f10;

page_text: the latter are 180 degrees displaced from each other so that the levers h6, fo are
alternately raised into their highest positions.
The lever f has a second pin f in the path of which the arm f" of the shaft of
the sector is positioned, so that the said lever f6 when rising not only lifts the
leyer but also the toothed sector f", owing to the pin f8 coming into action as
soon as the lever f6 begins to turn, whilst begins to act later in such a manner,
that when the line of the cut away part of the shaft 2 takes up a horizontal
position the end of the lever F will have already passed it.
Assuming the mechanism is in the position shown in Figs. 2 & 3 and a current
is sent through the electro-magnet, the lever Has previously described will
drop when the current is broken and lift with its short end the stop lever out
of the recess h³ of the disc h belonging thereto and thus liberate c; the lever f³
resting on the full part of the disc f and the cam being thus released by the
latter, the clockwork will be set in motion.
The wheel d³, the two discs h4, f and eccentrics h10, f10, then commence to
rotate, the eccentric f10 lifts the lever f6 and the latter, first the lever F, then
turns the toothed sector and the shafts f12, after which it suddenly drops over the
highest point of the disc f10 and leaves F on the shaft f12.
In raising F the lever f³ is free to drop and falls therefore into the recess f³
when the latter has arrived below it, whereby the gearing is stopped.
If after sometime the electro-magnet f' is inducted by a current from an induc-
tion apparatus the lever F would drop, the clockwork would be unlocked again,
the lever H which has previously dropped raised and the clockwork again locked
after a certain time.
The apparatus, Figs. 2 & 3, is worked by switching the eccentric magnet h³ in
the circuit of a battery mounted near the clockwork or into the circuit of an
induction apparatus and the electro-magnet f¹ into the circuit of an induction
apparatus situated away from the clockwork.
The signal is operated by the clockwork in such a manner that when the lever H
is raised, the signal will indicate "clear" and when the lever Ḥ has dropped due
to the release of the clockwork, indicate "danger" and when the clockwork has
been released due to the drop of the lever F, indicate" caution.""
If the apparatus is utilized for working the signal arms the draw rods 62 jointed
to the crank discs 6' are employed for actuating the arms and lamp glasses as
usually.
-
Figs. 6 & 7 are respectively an elevation and a side view of the mechanisny
which in connection with the clockwork shown in Figs. 1 & 2, operates the signal
discs.
The clockwork, indicated by the drum A and first motion wheel a, turns the
wheel b periodically 180 degrees in the same direction.
The wheel transmits motion to the wheel m keyed upon the shaft of band
formed with teeth around half of its periphery only, the said wheel being embraced
by a frame m¹ having teeth on its two inner sides mounted on pulleys m³ and
carrying on its face a rack m', in gear with a horizontal wheel m³ keyed upon the
shaft 65 of the disc signal.
When the wheel m is rotated in the direction of the arrow 5, 180 degrees, the
frame m¹ moves to the left and by a further turn of 180 degrees to the right, so
that the wheel m³ or shaft 65 will be rotated in alternate directions.
If it is intended to work one disc signal by two independent clockworks, the
device shown in Figs. 11 & 12, in side view and plan respectively are used, one
of the said clockworks remaining at rest whilst the other operates the disc signal.
As will be seen from the said figures in which the clockworks are represented
by the wheels a & b, a horizontal tooth wheel is rotated by each of the said
clockworks through the medium of the wheel 63, which serves not directly for
working the disc signal but for turning the crank disc 66, the pins of which
engage in longitudinal holes 68 of the crank rods b', the ends of which are con-
nected with the crank levers 69 keyed upon the shaft 65 of the disc signal,

page_text: If one of the crank discs 6, for instance the right one, is turned in the direction
of the arrow 4 180 degrees, the crank pin of the rotated disc will move into the
recess without moving the crank lever 69; when arrived at the end of the
recess 8 the right crank lever is set in rotation, so that when the crank pin and
crank rod have arrived at the position shown in dotted lines, having been turned
180 degrees, the crank levers will have turned 90 degrees.
The left crank lever will also have come into the position shown in dotted
lines whilst the left crank disc remains at rest owing to the left crank rod being
allowed to slide on the pin of the left disc 66.
If the right disc 66 sets the signal shaft 65 in its former position, the left disc
will again remain at rest.
The same takes place when the left disc 66 is actuated, the right crank disc then
remains at rest.
The vertical shaft of the signal may thus be actuated from either of the clock-
works, but it will be obvious that two successive actions of the same clockwork
must take place.
If the clockwork, Figs. 2 & 3, is utilized for moving the barrier mechanically,
the mechanism shown in Figs. 8, 9 & 10 is combined therewith.
In this case two wheels d', d¹ formed with teeth half way round their peripheries
are keyed upon the shaft of the toothed wheel which is in gear with the first
motion wheel a of the drum A.
Each of these wheels d¹, is embraced by a frame d² having teeth internally
on two sides, vertically mounted between guide pulleys and its lower end having
attached a rope e which runs over guide pulleys e¹, Fig. 10, to the wheel e² keyed
upon the shaft of the road barrier W.
Owing to the wheels having teeth only half way around as previously de-
scribed, and the teeth being arranged diametrically opposite each other, they will
always engage their frames d2 at opposite sides, so that when the wheel b is rotated
in the direction of the arrow 4, the frame shown in front in Fig. 8, will be raised
and the other dropped and thereby the road barrier W turned downwards.
At a further turn of 180 degrees of the wheel b or wheels d' in the direction of
the arrow 4, they come into gear with the opposite sides of the frame and are
moved opposite to the previous direction and which causes the road barrier W
to be opened.
By the aid of this mechanism it is possible to reverse the rotation of the cord
gear of the road barrier although the driving wheel rotates always in the same
direction so that the successive movements of the clockwork cause the road barrier
W to be opened and closed alternately.
Having described the operation of the clockwork, shown in Figs. 2 & 3, the
controlling mechanism connected therewith will now be described.
In order to make and break contact as often as may be required when changing
the signal, draw rods are secured to the lever H and the segment f" which move
simultaneously with the lever F, the ends of which rods close or open, i.e. work
separate contact devices.
Each of these contact devices, shown in Fig. 5, consists of a quicksilver vessel V
which is divided into a number of insulated cells and which is either furnished
with a hinged lid formed in one piece or with one formed in two parts which
incline towards each other at an acute angle and at their junction
are hinged to the vessel in such a manner that the dropping of one lid
half, causes the other to be lifted and vice versa.
Each lid half, is provided at its underside with a number of contact
studs isolated from each other and which dip into the quicksilver in the
vessel V when dropped.
Each two, from each other isolated, studs 3 joined to different poles, may he
connected together, by a quicksilver cell, or two cells isolated from each other and
connected to the poles may be closed through two studs conductively connected
with each other, which latter arrangement is however preferable.

page_text: As previously mentioned, the lever H and segment fl have each suspended the
lid of a contact device containing a large number of quicksilver cells, which latter
are inserted into the circuit in number as may be required.
22
A controlling apparatus is also connected with the clockwork (Figs. 2 & 3)
which indicates, when a train has passed the distant signal in position "danger
if such should occur, by the ringing of an alarm bell, and locks the clockwork i.e.
retains the signal in position "danger" until a lever accessible to the control
elements only is brought back from the position into which it has been brought by
the train passing the signal, to its former position.
This controlling apparatus consists of an electro-magnet K in the circuit of
which is inserted a rail contact, positioned near the signal belonging thereto, and a
contact controlled by the lever H and only closed in the lowest position of the
latter.
If the signal of the apparatus, Figs. 2 & 3, is in position "danger," the contact
controlled by H is closed and the aforesaid rail contact will induct the electro-
magnet when the signal in position "danger" is being passed, attract the arma-
ture K¹ and drop the flap k, dip the conductively connected studs k¹ at its under
side into the isolated cells of the quicksilver vessel and thereby close a battery
current, which rings a bell employed at the signal.
The flap which has dropped closes not only the said contact at 2 but comes to
bear against the lower end of the armature f and hold the same fast, so that the
segment and the lever F are arrested indirectly in their upper position, in
which they are retained even if an induction current should be sent through the
electro-magnet f¹.
As the upper position of the lever F is equal to the locking of the signal in
position "danger," it will be impossible to set the signal to position clear"
whilst the flap dropped remains in its horizontal position.
The controlling apparatus which is entirely enclosed can only be brought into
its normal position, by an angular lever actuated by a cord pull 15 on the
weighted arm of which lever rests a vertically guided pin k³, the upper end of
which actuates the flap k.
If the angular lever is moved by the cord 15, the flap k will be raised, enter
the hook of the armature K¹ and be retained by the latter.
The lever or the flap k may be controlled by a weighted cord so that the
same will break if one of the parts moves and indicate the movement.
In order to obtain a direct dependency between the signal actuated from the
clockwork and the circuit leading to a second signal, if circumstances should
require it, another mechanism is employed at the clockwork (Figs. 2 & 3) which
is described hereinafter and shown in side view in Fig. 4, together with a part of
the clockwork.
Over the wheel b is employed on the frame an electro-magnet n', the armature n³
of which retains a flap n in the position shown in Fig. when the electro-magnet
is de-magnetized, but when the electro-magnet n¹ is inducted is drawn downwards
and drops the flap n whereby the two contact studs n¹, on the flap connected con-
ductively, dip into two isolated cells of a quicksilver cup n³, and cause the circuit
to be closed.
Below the flap n, a lever ne is employed, the end of which bears against a
projection 8 on the disc if the position of the latter corresponds with that of the
signal at danger."
When the lever n6 is in a raised position, a pin n² on the same presses against a.
nose on the flap n and retains the same in its upper position, so that it cannot
drop in case the magnet n' should be unduly inducted.
As will be seen from the whole of the mechanism, the flap n after having
dropped, is raised again by the projection 8 when bringing the signal into
position "danger" and cannot drop whilst the signal is at "danger."
If necessary the single quicksilver contact n³ may be substituted by a double

page_text: one, such as shown in Fig. 5, so that the circuit will be closed not only when the
flap n is in its lowest position but also in its highest and may thus be employed
accordingly.
The apparatus shown in Figs. 2 & 3 is also furnished with appliances for pre-
venting the rope A¹ being wound double upon the drum A and for indicating the
complete unwinding of the rope A should such take place against the rules.
In order to prevent the rope being wound double onto the drum A, a rocking
arm g is employed at the side below the drum, the rope A passing over the end of
the arm bent at a right angle; in winding up the rocking arm 9 moves in the
direction of the arrow 1 so that when the last coil runs on, the abutment g¹ of the
arm a comes into the plane of rotation of the nose ga on the drum A and thus
arrests the drum, see Fig. 3.
A second similar rocking arm g³ serves to indicate an undue complete unwinding
of the rope and in this case also to retain the signal in position "danger."
For this purpose the rocking arm g³, which is moved in the direction of the
arrow 2 by the rope, must not pass a certain position, without breaking a weighted
cord.
If the drum is not wound up in due time and the rope A¹ conținues to run off
more than necessary, the rocking arm g³ will pass its due position, the weighted
cord will be broken and bring its abutment g into the plane of rotation of the
nose g and arrest the drum A; the position of the nose g is such that the remain-
ing bare part of the drum has been utilized to bring the signals or road barrier
controlled thereby into a position of rest.
The said rocking arms are only accessible to the inspector and can not be
tampered with by the person in charge.
The working of the apparatus described in connection with a double track as
shown in Fig. 1 is as follows:
-
For the sake of clearness the levers H, F, supported by the armatures of the
electro-magnets, are shown in the diagram as being directly actuated by the
magnets.
It is assumed that the following signals exist on the line between stations I & II;
the departure signal A, the intermediate signal Z, the block signal B, the road
barrier W and the station covering signal D.
These signals and the road barrier are each actuated by the clockwork, Figs. 2
& 3, and the drop of the lever H causes the signal to be changed from position
"clear
to "danger" and the drop of the lever F the opposite.
"
The action of the levers H & F in respect of the road barriers are however
reverse, the drop of the lever F causing the barrier to close and the drop of the
lever H to open
As previously described the current from the battery generally flows through
the electro-magnets h¹ but under certain conditions of working it is necessary
that the same is inducted by a current from an induction apparatus, which will
not in any way interfere with its functions; the construction of the armatures of
the electro-magnets f¹ however renders it necessary that currents from an induction
apparatus shall always flow through the magnets f¹.
Each time the clockwork, Figs. 2 & 3, starts, the induction apparatus belonging
thereto, is also set in operation.
The circuit established at each signal along the track as the train proceeds
from station I to II, is as follows:
If the train starts on a double line from station I to II, the departure signal A
positioned in the direction in which the train runs, is brought into position
danger" by the station official after the train has passed.
66
For this purpose the key T in station I is depressed and the induction apparatus J
set in rotation.
The current generated in the induction apparatus J passes through line to
the electro-magnet h! of the departure signal A and from there to the earth.

page_text: This causes the lever H to drop and as previously described, the lever F to rise
at the same time and bring the departure signal A in position "danger."
Owing to the altered position of the levers H & F the contact 1 will be closed
and 2 opened.
The current of the induction apparatus J of signal A produced through the
starting of the clockwork, is then allowed to flow through the contact 1 of the
departure signal, to the line 13, through the electro-magnet f¹ of the intermediate
signal Z and from there to the earth.
Owing to the induction of the magnet f¹, the lever F will drop off, that of H be
raised and the intermediate signal Z brought into. position clear."
When the train has arrived at the intermediate signal its rail contact c¹ will be
closed and thereby the current of the local battery b closed through the electro-
magnet whereby the lever H drops off and F will be raised.
The drop of the lever H reverses the signal Z from position "clear"
and at the same time causes the closing of the contact 3.
'
"
to "danger"
After the departure signal A and intermediate signal Z have been set to
danger" as described, the train reaches the block signal B set in position "clear."
By closing the rail contact 2 of the block signal B, the circuit of the local
battery b is closed through the contact 10, closed by an ordinary armature R
drawn from its electro-magnet r by a spring, and through the electro-magnet h¹,
whereby the lever H is caused to drop and the signal B is brought into position
danger."
66
As the levers H & F move, the induction apparatus belonging thereto, is set
in operation and its current is closed through F, J, the contacts 7 & 5 of the
block signal, the line 3, contact 3 of the intermediate signal Z, line 1, the electro-
magnet of the departure signal A and the earth.
This circuit causes the lever fl of the departure signal A to drop and the latter
to return into position "clear."
Amongst the conditions necessary for the continuance of this circuit, is also
that the contact 3 of the signal Z is closed; this condition is only attained when
the intermediate signal Z has been set to position "danger" whilst the train has
been passing.
If the lever H of the signal Z would not have dropped and the intermediate
signal Z thus remained in position "clear," the contact 3 would also have re-
mained open and the departure signal A in position "danger," as is necessary for
the safety of ultimate trains.
However if the signal Z has worked properly, the departure signal A will have
been set to position clear" and thereby its induction apparatus brought into
action.
The current from this induction apparatus J flows not through line owing to
having been short circuited at contact 2 through the sudden fall of the lever F
and being broken at 1 through the rise of the lever H.
The induction current generated at signal A will thus not affect any of the
apparatus.
Before dealing further with this train, I will consider the case if a second train
following the first train would not observe the position "danger" of the block
signal B and pass the same.
In this case the circuit of the battery b would also be closed by the rail con-
tact, but taking into consideration the circumstance, that the raised lever F
has opened the contact 8, the current can not flow the former way c², b, 8 h¹,
10, but would be closed through the electro-magnet K of the Hap apparatus
and the contact 6 of the lever H.
This circuit would thus cause the flap apparatus (Figs. 2 & 3) described in con-
nection with and forming a part of the clockwork to drop its flap k close the
contact 9 and thereby switch the alarm bell a into circuit of the battery b¹.
The alarm bell will then ring until the flap k is brought back into its former
position by hand.

page_text: It may be here remembered that as previously described when dealing with the
clockwork, the flap k which has dropped, retains the lever F and prevents the
clockwork operating.
From the foregoing it will be seen that, when the train passes the signal at
"danger," the alarm bell belonging thereto will be rung and the signal as pre-
viously described remain blocked until the flap k, after opening a sealed connec-
tion, is brought back to its normal position.
The description of the normal working of the system will now be continued.
The induction apparatus J of the block signal B when energized as previously
described, in case there is a road barrier W in front of the block signal, besides
acting on the departure signal A in the manner described has also a second
function, viz.
The current generated by the induction apparatus J of the block signal B
flows through the line into the electro-magnet f of the road barrier W and
from there to the earth, causing the lever F to fall and thereby close the road
barrier and through the closing of contact 11 also the current of the battery b
which operates the alarm bell a.
As the train proceeds it passes the rail contact of the block signal B and
thereby closes the circuit of the battery 62, whereby the electro-magnet r will be
inducted, the armature R attracted and the contact 10 broken; the latter how-
ever is inoperative as the circuit of the battery requires only once closing
and opening to cause h¹ to set the signal at danger" and the same has already
been effected by the train passing over contact c².
The contact 3 is thus of no importance when the train runs in the direction at
present assumed and therefore its function will be hereinafter described.
When the train arrives at the road barrier it runs over the rail contact c¹ and
closes the circuit of the battery b through the electro-magnet h¹ whereby, owing
to the levers H & F of the road barrier not performing their normal functions
as herein before mentioned, the road barrier will be brought into its open position
again.
The train on the line having been signalled to station II and nearing the dis-
tant signal D the latter must from station II be brought into position "caution."
For this purpose the induction apparatus J of station II will be set in opera-
tion and by depressing the key T, .e. closing the contact 14, its current permitted
to flow through line 78 into the electro-magnet fl of the signal D, whereby the
lever is caused to drop, H will be raised and the signal D brought into position
" caution."
When the key T is released the contact 13 will at once close again and thereby
permit the current from the battery 6 to flow through line into the electro-
magnet h¹ of the signal 1) and being not yet broken the lever H will only fall
upon the bottom tooth of the armature h (Figs. 2 & 3) and the signal remain
in position
"clear" until the breaking of this current causes the lever H to
drop completely.
When the train has arrived at the distant signal set in position "caution" it
closes the rail contact whereby the circuit of the battery 6 is closed through
the electro-magnet n of the relay (Fig. 4), the flap n caused to fall and the con-
tact 12 to be closed.
As the train proceeds, the current of the battery 6 in the station II, which when
the contact is open, can flow to the electro-magnet h¹ of the signal D and from
there to the earth, has been already conveyed to the earth at i by the closing of
the rail contact c positioned near the entrance of the station, which as previously
described causes the lever H of the signal D to drop and the latter to be set into
position "danger."
When the lever H drops the induction apparatus J of the signal D is set in
operation and its current flows through the contact 12 then closed and the
líne into the electro-magnet f¹ of the block signal B whereby the lever F of

page_text: the block signal has been caused to drop and the block signal brought into
position "clear."
Although through the drop of the lever H the induction apparatus at the
block signal has been set into operation its current cannot pass into lines 13 & 15 as
the dropping of the lever F causes the contact 7 to be broken.
During the last part of the movement of the clock work which effects the setting
of the signal D to position "danger" (see description in reference to Fig. 4) the
flap n is raised, (by the projection 8 of the disc 6) the contact 12 broken and
the flap n retained in its raised position as long as the signal D remains in
position "danger."
Finally the train enters station II, which concludes the description of the
working of the signals.
In order to understand the invention thoroughly, the working of the system
under irregular conditions is hereinafter also described.
When shunting in station II, say over contact to a line on which a train
should arrive, the station covering signal, if not already in position "danger,"
will be automatically brought into the same, when the shunted train passes over
the rail contact and thereby the shunted train automatically brought clear of
the train expected.
In this case the induction apparatus J set in operation by the reversing of the
signal I will not affect the block signal D), as at the time of closing the rail con-
tact the flap of the signal D is still in its raised position into which it has
been brought by the train that entered last changing the covering signal signal
to position "danger," so that the contact 12 remains open and the induction
current is broken there.
If a train from station II to I runs on the wrong line, the train will bring the
station covering signal D through contact c into the position "danger" if not
already in that position. As hereinafter described the signals will not be other-
wise affected.
When the train passes the rail contact the position in which the signal is,
viz. "danger," prevents the flap » dropping (see description of Fig. 4).
When the train running in the opposite direction arrives at the block signal B,
which normally is set in position "clear" and runs over the rail contact c³, the
circuit of the battery 2 will be closed by the contact 4 closed by the raised
lever H, the electro-magnet inducted, the lever R fall by its own weight or
through the action of a spring and the contact 10 broken.
Thus if the train runs over the contact the circuit of the battery b to the
electro-magnet is broken at contact 10 and the signal B therefore will remain
in its normal position "clear."
The contact is a quicksilver one, which will remain closed some time after
the train has run over it owing to the quicksilver, which has been pressed into
the contact cups by the contact, flowing only slowly out of the same.
The electro-magnet h at the intermediate signal Z is inducted by the train
running over the rail contact c¹, but as this signal is already in position "danger"
the closing of this contact will not affect the position of the said signal.
Having now particularly described and ascertained the nature of my said in-
vention, and in what manner the same is to be performed, I declare that what I
claim is:-
1st. In a block system for railway tracks wherein the signals and road barriers
are each actuated by a clockwork arrested alternately by two levers H, F which
are caused to release the said clockwork, through the alternate induction of two
electro-magnets h¹, fl arranged respectively in connection with the levers H & F;
A. Arranging the electro-magnets & fl, rail contacts e¹, &,, batteries
and induction apparatus employed at the departure signal A, intermediate
signal Z and block signal B, in such a manner, that--
a. The induction current, generated by the reversing of the departure

page_text: "
signal A to position danger," flows, over contact 1 closed when the de-
parture signal A is in position “danger," over line 2 into the electro-
magnet of the intermediate signal Z and sets the latter into position
"clear";
66
The circuit of the local battery embracing the electro-magnet h¹ of the
signal Z will close when the train runs over the rail contact c¹ employed
at the said signal and thus set the same into position "danger";
An electro-magnet h¹ inserted into the circuit of the battery b of the block
signal 1, a contact 8 which is closed when the signal B is in position
clear," and a rail contact 2, cause the said circuit to be closed as the
train runs over the rail contact 2 and when the sigual B is in position
"clear" and the said signal set into position "danger" and that when the
intermediate signal Z is in position danger" the induction current
generated by the reversing of the block signal B into position "danger,"
can flow through line to the electro-magnet f¹ of the departure signal A;
The circuit of the battery band the electro-magnet of the block signal,
specified in sub-section above, is dependent on the contact 10, made by
the demagnetized condition of the electro-magnet R inducted, when the
block signal is in position "clear," by the battery 2 whilst closing the rail
contact ;
16
Arranging the electro-magnets, batteries, induction apparatus, rail con-
tacts and key employed at the block signal B, road barrier W and station
covering signal 1), in such a manner that--
The current generated by the induction apparatus J, at the time of
reversing the block signal B to position "danger" alone can flow through
line to the electro-magnet f¹ of the road barrier, close the latter and
through the closing of the road barrier, an alarm apparatus a will be
switched into the circuit of a local battery b;
The circuit of the local battery is closed over the electro-magnet h¹
which opens the road barrier, through the rail contact employed at the
same;
When the train is running over the rail contact employed at the cover-
ing signal D, the circuit at the local battery will be closed through the
electro-magnet n which does not close the contact 12 until the signal D
is in position clear";
When the signal D is reversed to position "danger" the current
generated by its induction apparatus flows, when the contact 12 is closed,
through line into the electro-magnet f¹ of the block signal B and will
set the latter into position "clear":
66
That the electro-magnet f¹, which causes the distant signal 1) to be set
into position clear," is switched into the circuit to be closed by the key
and generated by the induction apparatus of station II, through line 18
and that the electro-magnet h which sets the signal 1) into position
danger" is inserted into the circuit of the local battery 6 of station II,
and that the latter is short circuited by a rail contact c employed between
the distant signal D and station II.
64
In the block system specified in Claim 1, a clockwork (Figs. 2 & 3) for
ng the signals, road barriers and induction apparatus, the periodical re-
f which is effected through the alternate dropping of two levers H, F
through the alternate action of two electro-magnets h', f¹, one of the
H, F, being in its lowered position whilst the other is released and after
in turn of the clockwork lifted by the latter for the purpose of arresting it.
In the clockwork specified in Claim 2, a mechanism for indicating the
of the "danger" signal, consisting chiefly of an electro-magnet K in the
of which is inserted a contact worked through the lever H when in its
position and the armature of which when the electro-magnet K is
d drops the flap which closes a contact k¹, k (9 in the diagram), the end

page_text: of which bearing against the armature f of the electro-magnet f¹ is arrested
thereby and the flap k being adapted to be turned back into its position of rest
by a stud resting upon the weighted angular lever .
4th. In the clockwork specified in Claim 2, a mechanism for closing a certain
circuit (Fig. 4) consisting chiefly of an electro-magnet n the armature n³ of
which, when the electro-magnet is inducted drops a flap n which in its hori-
zontal position closes the contact n¹, n³ (12 in the diagram) the said lever when
reversing the signal from the position "clear" to position "danger," being lifted
back into its vertical position by a disc b¹ rotated by the clockwork and retained
therein and a projection 8 on the disc lifting the single lever n6, the stud n
of which bears against the lever n.
5th. In the clockwork specified in Claim 2, the employment of a mechanism
(Figs. 6 & 7) for actuating a vertical signal shaft 65 consisting chiefly of a semi-
circular toothed wheel m keyed upon the shaft of the clockwork wheel b, sur-
rounded by a frame m¹ toothed internally at opposite sides and a rack m* fixed
to the frame m¹ which gears into a toothed wheel m³ keyed upon the vertical
shaft 65.
6th. In combination with two of the clockworks specified in Claim 1, which
serve to actuate alternately one signal without affecting the other, a mechanism
(Figs. 11 & 12) consisting chiefly of two horizontal crank discs 6 which are each
actuated by one of the said clockworks, the crank pins of which are connected
to the crank of the single shaft 65 by means of rods 67, with slots 68 in which
the crank pins of the respective discs 66 engage.
7th. In the clockwork specified in Claim 1, the employment of a mechanism.
for working the road barriers (Figs. 8, 9 & 10) consisting chiefly of two semi-
circular toothed wheels dd keyed upon the shaft of the wheel b and each sur-
rounded by a frame toothed internally at opposite sides and to the ends of
which frame are secured the ropes by which the road barrier are actuated.
Dated this 6th day of November 1897.
F. BOSSHARDT & Co.,
4, Corporation Street, Manchester, Agents to Applicant.