Improved Means for Fog-signalling on Railways.
Year: 1891

page_text: Date of Application, 15th Dec., 1891
Complete Specification Left. 15th Sept.. 1892-Accented. 22nd Oct. 1892
PROVISIONAL SPECIFICATION.
Improved Means for Fog-signalling on Railways.
I, WILLIAM ALPHONSO SPENCE, 75 Manor Road Wickham Park London, S.E.
Gentleman do hereby declare the nature of this invention to be as follows:-
My invention consists of an apparatus for the discharge & automatic recharging
of fog-signals.
The apparatus is set in action by a passing train depressing a lever which fires
the signal. This lever is controlled from the signal box or station by means of an
electro-magnet.
The same motion which fires the apparatus, closes an electrical circuit which
signals to the operator the position of the train.
The number of signals to be fired consecutively is regulated by one or more
electro-magnets acting on a lever.
An electric bell or other device is attached to the apparatus, which, when sounded,
is the signal for the train to proceed.
COMPLETE SPECIFICATION.
Improved Means for Fog-signalling on Railways.
I, WILLIAM ALPHONSO SPENCE of 75 Manor Road, Lewisham High Road, in
the County of Surrey, Gentleman, 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 this invention is to provide means or apparatus for exploding
detonator or like signals on railways. The apparatus is under electrical control
from the signal cabin and is so devised that when once set by the signalman,
the apparatus will act automatically and will explode a detonator every time a
train passes over the line until all the detonators in the magazine are exploded,
or until the action of the apparatus is stopped by the signal cabin attendant.
Alongside the track rail is fixed a parallel frame counter-weighted so that its
upper side is normally above the level of the rail and in the path of the wheels
of the train. The depression of this parallel frame by a passing train will turn
over a rocking frame contained within a box adjacent to the rail, and will actuate
the mechanism so as to explode a detonator. This rocking frame is held down by
a catch attached to one end of a lever whose other end forms the armature of an
electro magnet electrically connected to the signal cabin. When a current is sent
through the connecting wires from the signal cab.n, the electro magnet is excited,
the catch is released from the rocking frame and the counterweighted parallel
frame is free to rise above the level of the rails of the track, and the apparatus
is then set.
In the accompanying drawings
Figure 1 is a side elevation of a section of the line with the counterweighted
parallel frame in its "set" position.
Figure 2 is a similar view shewing the frame depressed by the wheels A A of a
train.
Figure 3 is an elevation of the releasing & exploding mechanism shewn in its set
position, and
Figure 4 is a similar view shewing the position of the parts when the mechanism
is out of action.

page_text: Figure 5 is a plan, and Figure 6 is an end elevation of Figure 3.
Figure 7 shews a modification.
The same letters of reference are used to indicate the same or corresponding parts
in all the figures.
The rail B of the counterweighted parallel frame is pivotted to three short
rods C, C1, and C2, whose other ends are rigidly secured to the axles D, D', and D.
These axles pass through the side of the box G and are journalled. at one
end to the plate F and at the other end to the side E of the box G (see
Figures 1, 2, and 5). H is a weight secured to the axle D' serving to turn the axle
in its bearings and with it the rod C₁ thereby raising the rail B above the level of
the track rail J. A similar weight may be placed on the other two axles if
required.
To the axles D and D' within the box G the rocking frame K is rigidly secured.
This rocking frame consists of four or other suitable number of uprights K'
whose bases are rigidly fixed to the axles D and D' and partake of their motion.
The top K of the rocking frame is an open frame pivotted to the upper ends of the
uprights K, and carries a block Lon which is a projection or lug L¹ (see
Figures 3, 4, and 5). Pivotted to a standard N is a catch lever O, one end 0²
of which forms an armature to the electro magnet P while the other end. is
provided with a nose O' which engages with the lug on the rocking frame when
the latter is in the position shewn by the full lines in Figure 4, and when the electro
magnet is not excited. The nose end of the catch lever O is slightly heavier
than the armature end, so that when the magnet is not excited, the lever will
assume the position shewn by the full lines in Figure 4.
The electro magnet is
connected by ordinary electric conducting wires with a switch in the signal cabin,
and when the circuit is completed and the electro magnet excited, the armature O³
will be pulled down and the catch nose raised thereby, releasing the lug L'.
The position of the catch lever O will then be as shewn in dotted lines in Figure 4
and in full lines in Figure 3, and in this position it will be seen that the rocking
frame is free to move to and fro under the lever O. Or in other words, so long as
the current is flowing through the electro magnet the rocking frame may rock
to and fro without interruption from the catch lever O. It will be understood
from the foregoing description that as soon as the circuit is completed from
the signal cabin, the paralle! frame alongside the track will be raised by the
counterweight until the rail B is above the track rail, and the axles D, D', and D³,
will make a partial rotation in a positive direction, that is, from left to right,
and will raise the rocking frame Kinto the upright position shewn in Figure 3.
When a train arrives at the section, the wheels will depress the rail B as shewn in
Figure 2, the axles D, D', and D², will be partially rotated in a negative direction,
that is from right to left, and the rocking frame K will assume the inclined position
shewn in Figure 4, but as the electro magnet is excited, the catch lever O will be
clear of the lug as shewn in Figure 3. This negative partial rotation of the
axles D, D and D will cause the explosion of a detonator, in the manner herein-
after explained, and the parts will remain in this position until the train has left the
section of the track, when the counterweight will again raise the rail B and simul-
taneously the axles D, D., and D2, will make a partial positive rotation, bringing
the rocking frame again into the upright position shewn in Figure 3, and so on,
with every succeeding train as it arrives at and passes away from the section of the
track to which the apparatus is fitted. To stop the automatic action of this part
of the apparatus it is only necessary for the signal cabin attendant to disconnect the
current passing to the electro magnet. This may be done either when the rocking
frame is in its inclined or its upright position, but it is advisable that the current to
the magnet be disconnected when the rocking frame is in its inclined position, that
is when a train is on the section, as the nose O' of the catch lever, will fall down in
front of the lug and will prevent the rocking frame from assuming its upright
position, and consequently will keep the rail B down below the track rail and out of
the way of the next succeeding trains. Should the current to the electro magnet be

page_text: disconnected when the rocking frame is in the upright position shewn in Figure 3,
the nose O will fall down in rear of the lug L' and it is obvious that before the
mechanism is out of action the lug L' on the rocking frame will have to pass under
the nose O' of the catch lever and the rocking frame assume the inclined position.
To provide for this, the exterior edge of the nose O' and the contiguous edge of
the lug L are bevelled so that as the rocking frame travels towards the inclined
position, the catch lever will be lifted up, allowing the lug L to pass under it, when
it will fall down in front of the lug L' and secure the locking frame in the inclined
position. But to cause the rocking frame to assume its inclined position it is
necessary that the rail B should be depressed by a train and this depression would
result in the explosion of a detonator which might not be required, in which case it
would then be necessary for the signal cabin attendant to signal to the driver of the
train to proceed.
Duplicate apparatus of the kind herein described may be fitted to the same
section of the track at convenient distances apart and be actuated from the same
signal cabin. When one only is brought into action, the driver hearing only one
explosion would understand that he was to proceed with caution, but when both
were brought into action, then he would understand that he was to stop. When the
line was all clear, the signalman could signal the engine driver to proceed by means.
of a loud sounding bell or gong actuated by an electric current from the signal box.
To indicate to the signal cabin attendant that a train is on the section and has
exploded a detonator, one of the uprights K' of the rocking frame as it moves to
the inclined position makes electrical contact with an insulated contact stop Q
secured to the box G. The terminal wires from an independent battery in the
signal cabin are connected to the stop and upright respectively, and the closing of
the circuit by the passing of the rocking frame to the inclined position may cause
a bell to ring in the signal cabin or may otherwise indicate to the attendant therein
that a train is on the section.
The detonators are carried in horizontal cavities around the outer edge of a
circular magazine R which is supported on a horizontal axis and receives inter-
mittent rotary motion so as to bring the detonating cartridges successively in
position to be fired by the hammer S. Supported in suitable guides on the box G
is a horizontal rod T having four racks T1 T2 T3 and T on its under surface. On
each of the axles D1 D2 and D³ is keyed a toothed segment d, d', and d³ which
respectively gear with the racks T' T and T and impart reciprocating motion to
the rod T when the axles D D' and D³ are partially rotated. The axle D² carries
another toothed sector d³ gearing with a rack on a rod t. This rod slides in
suitable guides and carries a lug t, in the path of which is situated the tails of the
hammer S. The hammer S is pivotted at S¹ and is kept normally in the position
shewn in full lines in Figure 4 by the spring U. The tails is hinged to the
hammer so that it will fold back out of the way of the lug 2 on the rod t as the
latter moves away from the magazine R, but will offer resistance to the passage of
the lug in the opposite direction. If therefore the parts are in the position shewn
in Figure 3, and the rail B is depressed, the axle D, and the segment d³, will make
a partial rotation in a negative direction, i.e. from right to left, causing the rod t
to advance towards the magazine R, the lug will bear against the rear of the tail
piece and will turn the hammer back into the position shewn in dotted lines in
Figure 4 against the pressure of the spring U. As soon as the lug t2 has passed the
hammer, the latter will, under the action of the spring U, advance rapidly and will
strike the head of the detonator and cause the explosion thereof. Simultaneously
with the advance of the rod t towards the magazine, the rod T will have been moved
in the opposite direction by the sectors d, d', and d, and the racks gearing there-
with. The rack T which will also partake of this motion, gears with one half of a
double pinion V rotating in suitable bearings secured to the box G. The other
half of this pinion V gears with a rack V on a vertical rod V2 which works between
guides. The upper end of this rod V' carries a pawl W which is kept in engage-
ment with the teeth of a ratchet wheel W, formed on the periphery of the
:-

page_text: magazine R by means of a spring W³ (see Figures 4, 5 and 6). When the rail B
is depressed, and the sectors d, d' and d² move the rod I towards the side E² of
the box G, the rack T will partially rotate the pinion V which in its turn will
bring down the rod V2 a distance equal to the distance between two consecutive
teeth on the ratchet wheel W. On the reverse movement of the sectors d, d', and d²,
the rod V will be raised and the magazine thereby rotated through a distance
equal to the distance between two of the teeth of the ratchet wheel W. The
detonators are placed in positions corresponding to the teeth of the ratchet wheel W
so that the next cartridge will be in position for firing.
To utilize the expansive force of the exploded gases to eject the cases of the
spent cartridges or detonators, the magazine drum is hollow at the rear of the
detonators and the cavities in which they are stored are open to the hollow portion
of the drum. On the face of the drum is fixed a plate X (see Figure 7) having
two apertures therein, one of which is in front of the hammer and the other, marked X
on the drawing, is in front of the third aperture from the hammer. The maga-
zine rotates in the direction of the arrow shewn. When the detonator in front of
hammer is exploded, the expanded gases in the hollow part of the drum will have no
vent except through the aperture X from whence they will issue driving out the
case of the spent detonator therein. So with each detonator, after it has been
exploded, its case will be discharged from the magazine when the third succeeding
detonator is exploded. The cases may be discharged into a shoot or incline so as to
carry them away clear of the mechanism, and deposit them outside the box G.
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. Apparatus for fog signalling on railways, comprising as its essentials a parallel
frame counterweighted so as to automatically adjust itself above the level of the
track rail so as to be depressed by a passing train, mechanical firing apparatus
actuated by the depression of said parallel frame, means for bringing the detonators
in front of the firing apparatus actuated by the raising of said parallel frame by its
counterweight, with means for holding the parallel frame in the depressed position,
said means consisting of a catch lever forming an armature to an electro magnet
connected with a battery in the signal cabin, from which the apparatus is controlled,
the parts being combined and arranged so as to operate substantially as and for the
purpose herein before set forth.
2. In apparatus for fog signalling on railways where the firing mechanism is
operated by the weight of a passing train, and the feeding mechanism operated by
a counterweight which automatically sets the apparatus when the train has passed
over the section, means for controlling the apparatus from the signal cabin, consisting
of a catch lever engaging with a block on a rocking frame and serving to hold said
rocking frame back against the action of a counterweight, said catch lever forming
the armature of an electro magnet energised from the signal cabin, substantially as
and for the purpose described.
3. The combination of the several parts forming my improved means for fog
signalling, controlled from the signal cabin, all arranged so as to operate substan-
tially in the manner described and illustrated in the accompanying drawings and for
the purposes stated.
F. W. GOLBY,
36, Chancery Lane, London, W.C., Patent Agent for the Applicant.