Improvements in Electrical Signal Systems for Railways.
Year: 1896

page_text: Date of Application, 31st Mar., 1896-Accepted, 31st Mar.. 1897
COMPLETE SPECIFICATION.
Improvements in Electrical Signal Systems for Railways.
I, LOUIS CHARLES WERNER, a citizen of the United States of America,
residing at Broad Brook, in the County of Hartford, and State of Connecticut,
U.S.A. Woollen Manufacturer, 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 électrical railway signal systems, and the object thereof
is to provide a signal system of this class, whereby the engineer in the cab of a
locomotive or in a car may determine when a switch or draw bridge, which he is
approaching is open or closed; a further object being to provide an electrical signal
system for railways and railway trains, or locomotives, whereby if two trains or
locomotives are on the same track, and approaching each other from opposite
directions or one approaching the other from the rear, the fact may be determined
by the engineers, within the cabs of the separate trains or locomotives; and with
these and other objects in view, the invention consists in the construction, com-
bination and arrangement of parts hereinafter described and claimed.
The invention is fully disclosed in the following specification, of which the
accompanying drawing forms a part, in which :-
Fig. 1 is a side elevation view showing the electrical connection between the
central or auxiliary rail and one of the main track rails.
Fig. 2 is a detail view of the switch,
Fig. 3 is an elevated side view of Fig. 2,
Fig. 4 is diagramatic plan view of the main and auxiliary rails in electrical
connection and showing the mechanism by which a bar connecting two rails of the
switch may be thrown in or out of circuit.
Fig. 5 is an end view of the pending support for a bar upon which is pivoted a
traction wheel to electrically connect an auxiliary rail with the signalling device.
Figs. 6 and 7 are diagramatic views details of construction.
In the drawing forming part of this specification, reference being made to
Fig. 4, A and a represent the main rails of a railway track, and B and b the rails
of a side track or switch, each of which is provided with a pivoted switch or bar b³,
with the free ends of which is connected a sliding switch operating rod or
bar .
The separate sections of one of the main rails of the track are electrically
connected as shown at a², and I also employ a central rail D, which is supported
upon the ties as clearly shown in Fig. 4, and the separate sections of which are
also electrically connected as shown at d, and secured to or mounted on one of the
ties, adjacent to the switch is a contact spring or device d, and a space is formed
between the ends of the separate sections of the central rail Dadjacent to the
switch and said ends are connected by a wire or conductor d, which is also
connected with the contact spring or device d², and secured to the switch operating
rod or bar is an arm or projection &, which is adapted to make contact with the
spring or other contact d, and the ends of the separate sections of the main rail A,
adjacent to the switch, are also connected by a wire a³, which is connected with the
contact arm b, or the base plate thereof.
The central rail D, or the separate sections thereof, may be supported in any
desired manner, and said rail may be of any desired length, and in Fig. 1, I have
shown the frame or truck of a locomotive cab or other car which is provided
centrally with hangers E, to which is secured a plate or bar E, which is provided

page_text: near one end with a hanger E, with, which is pivotally connected a coupling
head E, to which is pivotally secured a lever G. the opposite end of which is
provided with a roller g, which is adapted to ride upon the central rail D, anthe
coupling head. E is provided with an arm g2 and the lever G with a spring g
which is adapted to operate in connection therewith, to depress the roller g upon
the rail D.
Suitably arranged within the cab or car at any desired point is a battery H,
provided with the usual wires or conductors h and which connect with a switch K,
and adjacent to the battery H is an alarm device L, and a resistance coil M.
The switch K is provided with two wires or conductors m and m³, the first of
which extends to and connects with a resistance coil M, the alarm L, and the
banger E, which constitutes a part of the support of the lever G, and the second
of which, m connects with one of the axles or wheels of the truck.
The electrical switch K is of the construction shown in Figs. 2 and 3, Fig. 2
being a plan view, and Fig. 3 an end view thereof, and consists of a frame O,
which is rectangular in form, in plan view, and which is supported by legs 02
secured to the side of the cab or car, and which is provided at its opposite corners
with arms or plates 03, 04, 05 and 06 properly insulated from the frame O.
Ench of these arms is provided with semi-circular binding plates or posts P,
which are arranged in pairs thereon, and each pair of plates is provided on their
adjacent surfaces with vertical flanges or wings R, and mounted centrally of the
switch frame is a shaft S, provided with a crank arm or handle St and two insulated
arms S* and St.
The outer plate P, on the arin O 6, is connected with the inner plate P', on the
arm 05, by a wire T, and the outer plate P, on the arm 05, is connected with
the inner plate 1', on the arm O 3, by the conductor U, and the inner plate Pon
the arm 06, similarly connected with the outer plate P on the arm 04 by a con-
ductor W, and the inner plate P in the arm 04 is similarly connected with the
outer plate P on the arm 03 by a conductor.
The lever G passes through a hanger a', the bottom part of which is triangular
in form as shown in Fig. 7, and the object of this construction is to always maintain
the lever in such position as to insure contact of the roller g with the central
rail D, and the operation of this construction will be readily understood with the
foregoing description when taken in connection with the accompanying drawing.
In the normal position of the switch, the crank or handle S is turned so that
the switch arms S3 and S4 will make connection with the plates P on the arms 04
and O5 of the switch frame, and in this position, the current will flow through the
conductors, and m, the resistance coil M, the alarm apparatus L, continuing
through the conductor m to hanger E, lever G, roller g and central rail D, and if
the switch which the car or locomotive is approaching is closed the connection will
be made by the arm of the bar or rod 3, and the contact springs or other device d²,
allowing current to pass to the outer rail A and from thence through the vehicle
wheel and axle to the conductors m and leading to the battery. A complete
circuit will thus be formed and the alarm operated. The failure of the alarm to
operate will be in notice of the fact that the switch is open and the car or
locomotive may proceed on the main track.
In the position of the parts above described, the wire conductor m' is positive
and the wire or conductor m negative, and by reversing the position of the switch,
or turning it into the position shown in Fig. 2, the character or polarity of these
conductors will be changed, and the conductor m will be negative, and the con-
ductor will be positive, and in either position of the electrical switch, the
apparatus will operate to sound the alarm, if the railway switch be closed.
My invention also contemplates as hereinbefore set out, means for giving an
alarm to different engines approacbing on the same track, and this is accomplished
by means of the electrical switch herein before described. It will be understood
that each of the locomotive or cars is provided with a similar apparatus, and it
will also be understood that if the switch ou each cab or car happens to be in the

page_text: sition, the alarms in the separate cabs or cars will not be sounded, but by
ng the switch, in either cab or car, complete circuits will be established
agh each and through the rail A, and the central rail D, and the alarm in
b cab or car will thus be sounded, and notice will be given that two locomotives
or cars are on the same track, and approaching the same point.
In Fig. 1 I have shown a duplication of those parts of the device next to and in
electrical connection with the truck of the cab or car and track, and my idea is to
duplicate in each cab or car the entire apparatus; the principal object in this
arrangement being to insure against accident, and to provide for the operation of
the signal or alarm, in case a train or car he approaching from either the front or
rear. With this construction, one apparatus is designed to provide means to signal
ahead of the train and the other to signal to the rear, the polarity of both being
the same, to prevent a short circuit. The polarity will be changed from positive
to negative, or vice versa, by the manipulation of the electrical switch in the cab
or car. Both apparatus will be connected to the same switch which is n.double
one, and the object of two resistance coils is to provide means for knowing whether
the aların is from the rear or ahead of the train. It will therefore be understood
that though I have stated herein, that the entire apparatus is duplicated, this
statement does not apply to the electrical switch as but one of said switches is
employed, and it will be understood that the alarm in connection with the
resistance coil at the rear end of the car or cab will be first sounded if the train
be approaching from the rear, and that the alarm at the front end of the car or
cab will be first sounded if a train be approaching from the direction in which the
car or cab is moving.
Either a storage or a liquid battery may be employed in my improved apparatus,
or as a part thereof, and the current may be applied to the storage battery if the
latter be employed, by means of a small generator connected with one of the axles
of the engine or car, or the current may be taken from the circuits on the train
employed for other purposes.
The entire apparatus comprising this system, is simple in construction and
operation, and comparatively inexpensive while being perfectly adapted to
accomplish the result for which it is intended, and it is evident that changes in,
and modifications of the construction herein described, may be made without
departing from the spirit of my invention, or sacrificing its advantages.
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 alarm system for railway locomotive or cars the combination
with a cab of a locomotive or a car of two similar electrical alarm devices each
comprising au alarm, resistance coil and battery, and each maintained in a separate
and independent electrical circuit in connection with one of the main rails and
supplemental track rai!; and each device connected with a double electrical switch
adapted to change the polarity of the conductors and reverse the currents, sub-
stantially as shown and described.
2. In an electrical alarm system for railway locomotive cabs or cars the com-
bination of two duplicate alarm devices each separately in electrical connection
with one of the main track rails and an auxiliary rail of the track each device
consisting of a battery, conductor, resistance coil and aların; and the two devices
connected with a double electrical switch adapted by manipulation to change the
polarity and thereby maintain separate circuits at the front and rear of the moving
train substantially as shown and described.
Dated this 31st day of March 1896.
WHEATLEY & MACKENZIE,
40 Chancery Lane, London, W.C., Agents.