Improvements in and in connection with Systems for Automatically Stopping Railway Trains.
Year: 1894

page_text: Improvements in and in connection with Systems for Automatically
Stopping Railway Trains.
I, CHARLES ARTHUR ALLISON, of 52 Chancery Lane, London, in the
County of Middlesex, Patent Agent, do hereby declare the nature of this invention
(which has been communicated to me from abroad by Frank Eugene Kinsman,
of Plainfield, Union County, New Jersey, U.S.A., Electrician), and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement :-
My invention relates to that class of apparatus in which means are provided for
automatically cutting off or reversing the motive power, applying the brakes, or
otherwise bringing a locomotive or other vehicle to rest without in any way
depending upon the locomotive driver, thus avoiding the many accidents due to the
incapacity, carelessness or overworked condition of locomotive drivers.
The system may be associated with any of the usual track signals or semaphores
and with switch and crossing signals so as to provide for the automatic stopping of
the train whether the driver observes the track signal or not.
In connection with said automatic system a signal is used to indicate to the
driver the passage of the train by each place where a stoppage is liable to occur
so that he may drive his locomotive with greater confidence past such places. This
signal may operate whether stoppage does or does not occur or it may operate only
when no stoppage is necessary.
A register may indicate each operation of the train controlling system so that
a check may be had upon the driver against his tampering with the stopping
mechanism for the purpose of allowing the train to run by a signal or stopping
place.
My invention consists in such an arrangement and combination of parts for the
accomplishment of the above objects as will be hereinafter clearly set forth.
In the drawings which form a part of the Specification;
Fig. 1, is a diagram illustrating one form of my invention wherein the controlling
means is wholly electrical.
Figs. 2, 3 and 4, are modifications of this form.
Figs. 5, 6, 7, 8 and 9, illustrate my system as operated through the association of
electrical and fluid-pressure apparatus.
The invention is illustrated as carried out in connection with a form of automatio
stopping apparatus invented by me, in which the throttle or power controller, the
reversing gear or the brakes are operated through the action of a piston the
pressure in whose cylinder is controlled by an electro-magnet on the locomotive to
which current is conveyed by contact arms carried by the locomotive and engaging
with suitable contact bar or bars on the track as in Figs. 1 and 2, or which pressure
is controlled by the direct action of a fluid controlled tripping device on the track
which is engaged by the stem or arm depending from the valve located in the
passage to said cylinder as in Fig. 5.
Referring to Figs. 1 and 2, A, is the controlling magnet for the automatic
stopping apparatus. The magnet is preferably arranged in a circuit from two
contact arms B, B, carried by the vehicle and adapted to rub against two contact
rails C, C, on the road bed.
D, is a circuit closer, actuated as the armature of an electro-magnet E, which is

page_text: connected to the rails F, of a section of track and on normally closed circuit with
said rails and a battery M, B, connected to the opposite end of the section, so that
on breakage of the rail section or short circuiting of magnet E, by a train on the
section, thus producing a danger condition, the circuit closer may operate to bring
the controller magnet A, into action when contacts B, B, reach the rails C, C.
H, is a battery in circuit to C, C. When normal or safety conditions prevail
the circuit is open and the magnet A, would not be affected when passing the
contact rails. D and E, might be each otherwise constructed and operated under
other circumstances requiring the vehicle to be automatically stopped.
A, is any polarized maguet. Its armature will be moved from the position
shown or normal position, only by a current of the polarity sent by battery or
other generator H, and the armature will remain in the position shown if a current
of opposite polarity is sent through the circuit containing said magnet. The
armature operates to detain an arm 5, projecting from a cock or valve 6, which in
turn controls the pressure in a cylinder 7, the piston of which latter connects with
the throttle valve as indicated. The throttle may be the same throttle as is
operated by the hand lever 8, in the locomotive cab. In the form here shown said
handle and the piston rod are connected by a clutch, as described in English
Patent No. 5024 of 1892, to permit the throttle to be operated automatically
without moving the handle 8, and to allow the throttle to be opened by means of
the handle 8, through the action of the clutches.
A³, is an electric signal (here shown as a bell) for giving notice to the engineer
by sound, touch, sight or other means. The bell magnet is in circuit with the
magnet A, preferably on the locomotive, so as to be near the engineer, though
it might be interposed in a part of the circuit upon the road bed that is completed
when the locomotive passes the contact rails C. It might be placed at the point X,
in the circuit connected to the rails C, in position to be heard or seen by the
engineer.
The electro-magnet A², might be a polarized electro-magnet, as shown, or might
be a neutral magnet and be operated by both phases of current.
The polarity of current employed for operating the maguet A2, is opposite that
which is required in operating the magnet A. In other words if magnet A2, is
polarized it should be wound or connected in such way that A and A², will respond
respectively to currents of opposite polarity only.
The magnet A³, operates when the locomotive passes the contact rails C, C,
and the signalling current sent for this purpose is controlled by some part of the
apparatus in such manner that the said signalling current will be sent when the
apparatus is in normal or safety position. For this purpose the lever D, may
operate upon a circuit closer indicated at I, whereby the circuit of a battery H³,
connected to the contact rails C, C, will be closed so long as the lever D, remains
attracted by the magnet E. The battery H2, is of opposite polarity to H, so that
when the locomotive passes the contact rails C, the current will How from said
battery H, through magnets A and A2, but the former of said maguets will not
be affected while the latter will give the signal to the engineer indicating that the
automatic apparatus is in normal or safety position.
If the lever D, is retracted, then battery H2, will be cut out and hattery H, be
connected to the contact rails so that a current of the opposite polarity will be
caused to flow through the circuit of magnets A and A, and the magnet A, will
bring into operation the automatic device while magnet A³, will either remain quiet
or respond according as it is a polar or a neutral magnet.
In Fig. 2, the signal is given by means of a current of less tension than that
which is required to bring the automatic stopping apparatus into action. The
strength of current produced by battery H2, is insufficient to actuate magnet A,
whose retractor is properly adjusted for such purpose although magnet A², will
respond.
When the armature lever D, moves against its back contact, it throws the
battery H, into circuit with H2, as indicated, thus producing an increased current

page_text: of sufficient strength to actuate magnet A, when the arms B, complete the circuit
of said magnet. The automatic stopping apparatus will, by the action of magnet A,
be thereby brought into operation.
In Fig. 3, the lever D, operates upon a pole changing device controlling the
circuit of the battery H³, the battery and pole changer being so connected that
while the lever D, stands in the normal or safety position, the battery H³, will be
connected to the rails C, in such manner that the magnet A, Fig. 1, will be
affected when the locomotive passes such rails, but magnet A, being properly
polarized, will not respond to the current of said battery. When the lever D,
is changed to the danger position, then the connections of the battery H³, with
the rails C, will be reversed so that the magnet A, will automatically stop the
locomotive.
My invention is applicable to motors and cars driven by any power, the action.
of which is controlled in a similar manner in An artificial resistance.R, might be
controlled in the s same manner, as the additional generator by the lever D, as
indicated in Fig. 4.
M, B2, is an auxiliary or relay battery, which is normally out of circuit, being
kept out of circuit by the magnet P, which is in circuit with M, B. If the
battery M, B, should fail, however, the magnet P, loses its power and will permit
its armature lever to drop back and connect the battery M, B2, to the circuit F,
thus maintaining the potential of said circuit. As I prefer to employ gravity
batteries, I propose to use in connection with the battery M, B2, a normally closed
shunt of high resistance to keep said battery in working order. R³, is an artificial
resistance in the shunt and is of such resistance as not to interfere with the
normal working either of battery M, B, or M, B2, when the latter is conpected.to
the rails F, F.
In Fig. 2, the register or recorder referred to is indicated at L, the operating
lever of the same being indicated at L2, which will respond whenever the
magnet A, operates, thus keeping a registry of the operations of said magnet. The
parts of the counter are properly enclosed and locked. The lever L³, is connected
to the lever of the armature for magnet A. The same device might be employed
in connection with the armature lever of magnet A².
A registry might be kept by marking, indenting or making other indications
upon a travelling sheet of paper or other material indicated in Fig. 2, at S, which
sheet is kept in movement by any suitable mechanism, preferably a time mechanism,
which would show the exact time of operation of the safety devices. The recording
pencil or marker is indicated at T. The said marker might operate upon the face
of a disc S, divided off like the sheet S, into hours and minutes and turned by
suitable clockwork, as indicated in connection with the magnet A³, where a device
for keeping a registry of the safety indications by marks, is indicated..
In controlling the train stopping mechanism by fluid pressure apparatus the fluid
pressure may in turn be controlled by the electro-magnet. E, of Figs. 1 and 2,
as indicated in Figs. 5, 6, 7 and 9, or it might be controlled by mechanical
means such as a switch lever (Fig. 8), or by a crossing gate or, semaphore or
by other means.
In Fig. 5, F, indicates the rail of a railway track and U, U, the levers of a
device which operates as a trip for engagement of an arm V, carried by the car or
vehicle. These levers are hinged together at a, where they are connected to the
operating mechanism of the fluid pressure apparatus and free to move at their
opposite pivotally supported ends as shown so that the ends where they are hinged
together may, without obstruction, be moved freely up and down, or sidewise as the
construction of the arm on the vehicle may require, in order that said arm may be
operated when it engages the trip. The end of the controlling arm V, upon the
vehicle rides upon the upper inclined surface of the trip. When the trip is raised
into position for engagement, the arm V, as will be seen will be operated when
it is moved in either direction. The pivotally supported ends of the levers U,
may be carried, as shown, by pins b, that engage with slots in the levers.

page_text: These levers may be supported on the rail as indicated in Fig. 5, or in any other
suitable-way.
To move the trip I employ any suitable preferred form of pressure apparatus
as, for instance, the piston W, the rod of which is connected with the trip levers as
shown.
X, is a pipe supplied with air, gas, oil or other fluid under pressure, and com-
municating with the cylinder of the piston W, by a pipe X', in which is a valve Y.
The spring W, holds the trip depressed under normal conditions, and the valve Y,
will open the connection between the cylinder and the pipe X, in order to throw
the trip into position to be engaged by the arm V, on the vehicle. The arm V,
cuts off the motive power or applies the brakes, or both.
When the valve Y, stands in normal position shown, it cuts off connection
between the cylinder and pipe X, and opens a vent between the cylinder and the
atmosphere thereby allowing the fluid employed in any previous operation of the
trip to escape from the cylinder, so that the retractor W, may withdraw the trip
from operating position. The air under the piston furnishes an elastic cushion at
the time of impact of arm V, upon the trip.
E, is an electro-magnet, the armature of which holds an arm attached to the
valve Y. When the magnet E, withdraws its armature spring 3, operates the
valve so as to apply the fluid pressure and thereby set the trip. The circuit for
the magnet E, is controlled in any way used in electric railway signalling or in the
controlling of the movement of trains.
Any train upon the section F, will shunt current from the magnet E, which then
loses its power and causes the valve to open. The trip device, as will be well
understood, could be placed at some point on the track far enough removed from
section F, to automatically bring an approaching train or vehicle to rest before it
could reach the section F.
In the Fig. 6, the valve Y, stands in position to cut off the fluid pressure and the
magnet E, holds it in such position. A supplemental electro-magnet E³, whose
condition, by suitable devices, is made to change with that of magnet E, assists in
throwing it to the opposite position.
A supplemental battery M, B³, whose circuit is through the back contacts of
a relay or electro-magnet E, in the circuit with E, energizes E2. Any other
means may be employed for energizing magnet E, when magnet E, loses its
power.
To provide for failure of the pressure, I employ the arrangement illustrated in
Fig. 7. Valve Y, normally stands in position to open the communication
between X, and the cylinder of piston W, and the pressure is applied in such
way as to normally hold the trip levers U, depressed. The retracting device W',
operates upon the relief of the fluid pressure to set or throw the trip into position
to be engaged by the arms. Magnet E, normally holds the valve Y, in position
to apply the fluid pressure. When the magnet E, loses its power, the retractor of
the valve arm shuts the valve and opens the vent to allow the fluid in the cylinder
of W, to escape. The same action would take place if the pressure supply should
accidentally fail from any cause.
The valve may be controlled from a switch stand, as indicated in Fig. 8, to
hold' the trip down when the main track is in condition to allow the passage of a
train.
When the switch is thrown the valve operates to set the trip levers which are
located at proper distance from the switch.
In Fig. 9, the rails of the section F, are of any desired length and are insulated
from neighbouring sections as from the sections F, F, contiguous thereto. The
magnet E, is in the closed circuit over the section F, and is normally charged. On
the failure of power in the magnet E, either by breakage of the rail section F,
or by the presence of a train on said section, the valve Y, cuts off the pressure.
The armature of the magnet is attached to the arm of the valve. The valve stands
normally in position to apply pressure for keeping the trip depressed. When the

page_text: valve is turned by the retractor the spring moves the piston W, and brings the trip.
into position to be engaged by the controlling arm on a vehicle moving on
section "F"
The same pipe or connection which operates upon the piston W, supplies a
cylinder Z, whose piston is connected to a semaphore arm beside the track, the
fluid pressure serving to hold said semaphore arm in safety position. When the
trip is set to bring the vehicle to rest the semaphore is set to danger position.
The semaphore may be located sufficiently far in advance of the trip to permit the
driver to obey the signal before the engine reaches the trip.
The trip arm V, may operate upon suitable devices for applying the brakes,.
whether on electrical or other railways, or for cutting off the motive power, such.
devices being modified according to the nature of the motive power or the brake:
system employed.
The valve V, may be in a pipe or connection 5, leading from the train pipe of
an crdinary air brake system. 71, is a pipe leading from the reservoir, and 8', is-
the ordinary engineer's brake valve. The pipe 5, may also communicate as shown
with the cylinder of the locomotive brake which is normally held off by the air
pressure acting against a spring which applies the brakes. 10, is a connecting pipe.
between pipe 5, and a cylinder 7, in which the air pressure may operate to throw
the throttle of the steam locomotive.
The cylinder 7, is provided with a suitable vent so that when the piston is moved
to some extent under the air pressure supplied through pipe 10, a vent will be
opened so that the brakes will be applied.
The valve V3, is arranged to open the connection between 5 and 10, when the-
arm V, is turned in either direction.
The arm V, may be provided with some suitable safety joint and with ana
anti-friction roller. Centering springs d, d, are also provided for returning the arm
to a vertical position and retaining it there until tripped. After the arm is tripped.
and the valve thereby opened it is retained in that position by means of the
prolongation thereon, g, and a stiff spring catch, h, until the driver pulls on the
strap k, and releases it."
Obviously many changes both in mechanical and electrical construction and.
arrangements may be made without departing from the spirit of my invention.
Having now particularly described and ascertained the nature of my inven--
tion, and in what manner the same is to be performed, I declare that what I
claim is :-
1. In an apparatus for automatically bringing a railway car or vehicle to rest,..
the combination, substantially as described, of an electric signal for notifying the
engineer or driver that the apparatus is in norinal position or condition, and a con--
trolling magnet for the stopping device inefficient under the action of current used
in operating said electric signal.
2. In an apparatus for automatically stopping railway cars or vehicles, the
combination, substantially as described, of an electric signal magnet on the loco-
motive, a polarized controlling magnet for the stopping apparatus also on the
Jocomotive in circuit with the former, means for sending a current of one polarity
when the apparatus or circuits are in safety position, and means for sending a.
current of the opposite polarity proper for operating the magnet of the stopping
devices when the controlling apparatus on the line is in danger position.
3. The combination with an apparatus for controlling the movement of railway
trains or vehicles, of a main generator, an auxiliary or reserve generator, and
an electro-magnet controlling the connection of the latter with a controlling or
operating circuit and normally charged by the main generator, as and for the-
purpose described.
4. In an apparatus for automatically stopping railway trains, the combination,.
substantially as described, with such apparatus, of means for automatically
registering the operations thereof, as and for the purpose described.

page_text: :
5. The combination with a trip on the line of way and a controlling arm
carried by a vehicle, of a source of fluid pressure, a piston or other fluid pressure
device for actuating said trip, and a valve controlling the fluid pressure device
so as to move said trip into and out of position for engagement by the arm.
6. The combination with an arm on the vehicle controlling the movement thereof
and a trip on the line of way, of a fluid pressure device for operating said trip
normally tending to hold the trip in inoperative position, and a spring or other
retractor constantly tending to move the trip into position for engagement by the
arm on the vehicle.
7. The combination, substantially as described, of an insulated section of railway
track, a source of electricity having opposite poles connected to opposite rails of
the track at one end of the section, an electro-magnet connected into the circuit at
the opposite end of the section, a source of fluid pressure, a trip device provided
with means for moving it by fluid pressure into and out of position for engagement
by a brake or power controlling arm on the vehicle, a semaphore arm provided with
means for moving it by fluid pressure, and a valve governed by the electro-magnet
controlling the pressure on the trip and semaphore.
8. The combination with the trip on the line of. way, of the power or brake
controlling arm carried by the vehicle and adapted to apply the brakes and cut off
power when moved in either direction from the normal position.
Dated this 22nd day of May 1894.
ALLISON BROS.,
Agents for the Applicant.