Apparatus for Preventing Collisions on Railways.
Year: 1897

page_text: PROVISIONAL SPECIFICATION.
Apparatus for Preventing Collisions on Railways.
I, JOHANNES VERMEHREN, of No. 9, Johannevej, Kelerup; Denmark, Savings
Bank Assistant, do hereby declare the nature of this invention to be as follows:
:-
This invention relates to an apparatus for. preventing collisions between rail-
way trains and consists of a mechanism placed between the rails and set in action
by the train when this is drawn up at a station or stopping place, which
mechanism actuates, by a suitable connection, an appliance arranged at a suit-
able distance from the stopping place, in such manner that the said appliance
works a brake apparatus on any train which may subsequently arrive at this
point and thus brings it to a standstill wholly independently of the engine driver
and irrespectively of any signal being at danger or at safety.
In such apparatus of this kind as have been used heretofore it was an arrange-
ment outside the stopping place that worked the brake of a following train and
brought the latter. to rest; this arrangement consisted of a pivotted arm, plate
or the like, always placed between the rails and on the same level with them and
was turned up in such a position that it struck against an arm hanging from
the locomotive of the following train and connected with the brake apparatus
thereof. To this arrangement however, there is the objection that it is easily
put out of order and therefore fails to act since the pivotted arm plate etc. is
easily jambed and held tight by, for example, snow, ice, gravel, small stones and
the like, so that it cannot be turned by the mechanism at the station and conse-
quently does not actuate the brake of a following train. Again, the arm hanging
from the locomotive is easily damaged or even put in action by any obstacle,
such as a stone or frozen lump of snow etc., which may happen to be between
the rails.
All these objections are surmounted by the present invention, which consists
like those at present known, of a mechanism placed between the rails of the
stopping place and set in action by the arriving train, and of an arrangement
situated at a suitable distance behind the stopping place and designed to auto-
matically work the brake of a following train so as to bring this train to rest.
The special novelty by which the apparatus differs from those heretofore known
lies in the fact that the arrangement situated behind the stopping place consists
of a plate disposed obliquely with regard to the rails and at a suitable height
above them; this plate strikes against an arm projecting from the side of the
locomotive and draws it outwards whereby the braking action is effected.
The apparatus is shown in the accompanying drawings, in which,
Figure 1 is a side view of the mechanism provided at the stopping place.

page_text: Figures 2 and 3 are respectively a side view and a plan of the apparatus which
is placed at a certain distance behind the stopping place.
Figure 4 shows the mechanism on the locomotive for the automatic actuation
of the brakes.
At the stopping place there are situated between the rails two lever bars E
turning on the axes or pivots e, Figure 1; the free ends of these rods are
pivotted together and are normally held in the raised position shown in the draw-
ing by springs lying underneath them.
One of these lever bars terminates at its free end in a downward extension H
which engages with an upwardly turned cam g mounted on the axis N situated
beneath the lever bars. The cani is connected with the arm G to the end of which
is fastened a chain or rope c which passes round the pulley P and is connected
at its other end with the apparatus behind the station (Figures 2 and 3).
This apparatus consists of a staging O situated by the side of the line of rails
and having at the top a bearing for an axis F1 which carries a sprocket wheel D
and also two arms B B of unequal length; to these arms is fastened a plate or
rail S of angular section.
The rope from the stopping place passes over the guide pulley M and is con-
nected to the suspended weight L through the intermediary of a pitch chain C¹
which passes over the chain wheel D.
Normally, that is to say, when no train is stopping at the station the arm G is
in the opposite position to that shown in Figure 1, whence it follows that the
arms B with the plate S, as well as the weight L are in the position shewn in
Figure 2 by full lines. The plate S is turned over on that side of the staging O
which is next to the rails and in this position it prevents trains from unexpectedly
arriving at the stopping place, since they are checked by the application of the
brakes by the plate S before they can arrive at the stopping place.
When a train is to arrive, the apparatus is brought into the reverse position,
(the inoperative position) shewn in Figure 1, and in Figure 2 by dotted lines,
by turning a hand-lever a mounted on the axis T¹ which also carries a sprocket
wheel so that by turning this a chain t passing over this wheel and over the
sprocket wheel T mounted on the axis N effects the turning of the latter, and
brings it into the position, shewn in Figure 1. When the axis N is turned to
the said position the end of the rope c attached to the arm G is moved from the
left to the right (Figure 1) and consequently the chain C1 (Figure 2) will rotate
the chain-wheel D and swing the arm B to the position shewn with dotted lines
(Figure 2). In this position of the apparatus a train can pass without coming
in contact with the plate S. When a train arrives at the stopping place a roller
mounted on the locomotive presses the lever bars E level, whereupon the exten-
sion H presses the finger g and turns thereby the axis N far enough for the arm G
to be depressed below the horizontal line.
As soon as this happens the weight L (Figure 2) can come into action and can
turn the arm G which is now over the dead-point, until it has passed through
180°, when it strikes against a stop and is arrested. The pull thus put upon
the rope with its pitch chain C¹ turns the sprocket wheel D, and as a conse-
quence the axis F¹, through 180°, so that the plate S is turned over on to the
side of the staging O which is next the rails-(shewn in full lines in Figures 2
and 3). In this position the plate is horizontal but is obliquely disposed with
regard to the rails, represented by the line V (Figure 3) on account of the
unequal length of the arms B. The distance between the plate S and the rails
increase in the direction of the stopping place, that is, in the direction in which
the train is travelling.
the
are situated on
of pivotted guide
Two transverse, parallel, horizontal guide rods A A
locomotive; they are connected
means
together by
pieces a a (Figure 4) and are supported in suitable bearings. The rods
each side and each
extend beyond the locomotive on
outer ends with a pivot for a roller R. The springs F keep, the rods A normally
is provided at its

page_text: in the position shewn in Figure 4, in which the rollers R are already far enough
from the sides of the locomotive to engage with the plate S situated at the side
of the track when the automatic braking is to be effected. The rods A are, each
of them, provided with a cam K so constructed that when the rods are drawn
outwards the cams engage with two pins on the brake handle V, and turn this
to the left so that the vacuum or other brake is put in action. When the rods A
are drawn back again the cams K do not actuate the brake handle.
The working of the apparatus is, therefore, as follows:-When a train arrives
at the stopping place it presses down the lever bars E and turns thereby the
axis N so far that the arm G moves over the dead point. The sprocket wheel D,
will now be turned and the plate S swings over to the operative position shewn
in full lines. If a train then comes towards the station, the roller R on the loco-
motive will engage with the plate S and will follow this throughout its length;
in this way the corresponding guide rod will be drawn outwards and the brake
handle will be turned so as to put the vacuum brake in action and to stop the
train.
By the herein described apparatus a complete and reliable protection against
collisions is achieved, since the automatically acting arrangement effectually
applies the brakes and stops a following train if the apparatus is in the normal
operative position. Collisions are therefore impossible even when an incorrect
signal is set or the engine driver from some cause or other has neglected his duty.
Dated this 29th day of December 1897.
ABEL & IMRAY,
Agents for the Applicant.
I, JOHANNES VERMEIREN, of No. 9, Johannevej, Kelerup, Denmark, Savings
Bank Assistant, 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 an apparatus for preventing collisions between rail-
way trains and consists of a mechanism placed between the rails and set in action
by the train when this is drawn up at a station or stopping place, which
mechanism actuates, by a suitable connection, an appliance arranged at a suit-
able distance from the stopping place in such manner that the said appliance
works a brake apparatus on any train which may subsequently arrive at this
point and thus brings it to a standstill wholly independently of the engine driver
and irrespectively of any signal being at danger or at safety.
In such apparatus of this kind as have been used heretofore it was an arrange-
ment outside the stopping place that worked the brake of a following train and
brought the latter to rest; this arrangement consisted of a pivoted arm, plate
or the like, always placed between the rails and on the same level with them and
was turned up in such a position that it struck against an arm hanging from
the locomotive of the following train and connected with the brake apparatus
thereof. To this arrangement however, there is the objection that it is easily
put out of order and therefore fails to act since the pivoted arm plate etc. is
easily jambed and held tight by, for example, snow, ice, gravel, small stones and
the like, so that it cannot be turned by the mechanism at the station and conse-

page_text: quently does not actuate the brake of a following train. Again, the arm hanging
from the locomotive is easily damaged or even put in action by any obstacle
such as a stone or frozen lump of snow etc. which may happen to be between.
the rails.
All these objections are surmounted by the present invention, which consists
like those at present known, of a mechanism placed between the rails of the
stopping place and set in action by the arriving train, and of an arrangement
situated at a suitable distance behind the stopping place and designed to auto-
matically work the brake of a following train so as to bring this train to rest.
The special novelty by which the apparatus differs from those heretofore known
lies in the fact that the arrangement situated behind the stopping place consists
of a plate disposed obliquely with regard to the rails and at a suitable height
above them, this plate strikes against an arm projecting from the side of the
locomotive and draws it outwards whereby the braking action is effected.
The apparatus is shewn in the drawings accompanying my Provisional Specifica-
tion in which :-
Figure 1 is a side view of the mechanism provided at the stopping place.
Figures 2 and 3 are respectively a side view and a plan of the apparatus which
is placed at a certain distance behind the stopping place.
Figure 4 shows the mechanism on the locomotive for the automatic actuation
of the brakes.
At the stopping place there are situated between the rails two lever bars E
turning on the axes or pivots e Figure 1, the free ends of these rods are
pivotted together and are normally held in the raised position shown in the draw-
ing by springs lying underneath them.
One of these lever bars terminates at its free end in a downward extension H
which engages with an upwardly turned cam g mounted on the axis N situated
beneath the lever bars. The cam is connected with the arm G to the end of which
is fastened a chain or rope c which passes round the pulley P and is connected
at its other end with the apparatus behind the station (Figures 2 and 3).
This apparatus consists of a staging O situated by the side of the line of rails
and having at the top a bearing for an axis F which carries a sprocket wheel D
and also two arms B B of unequal length; to these arms is fastened a plate or
rail S of angular section.
The rope c from the stopping place passes over the guide pulley M and is con-
nected to the suspended weight L through the intermediary of a pitch chain C¹
which passes over the chain wheel D.
Normally, that is to say, when no train is stopping at the station the arm G is
in the opposite position to that shewn in Figure 1, whence it follows that the
arms B with the plate S, as well as the weight L are in the position shewn in
Figure 2 by full lines. The plate S is turned over on that side of the staging 0.
which is next to the rails and in this position it prevents trains from unexpectedly
arriving at the stopping place, since they are checked by the application of the
brakes by the plate S before they can arrive at the stopping place.
When a train is to arrive, the apparatus is brought into the reverse position,
(the inoperative position) shewn in Figure 1, and in Figure 2 by dotted lines,
by turning a hand-lever a mounted on the axis T which also carries a sprocket
wheel so that by turning this a chain passing over this wheel and over the
sprocket wheel T mounted on the axis N effects the turning of the latter, and
brings it into the position, shewn in Figure 1. When the axis N is turned to
the said position the end of the rope c attached to the arm G is moved from the
left to the right (Figure 1) and consequently. the chain C¹ (Figure 2) will rotate
the chain-wheel D and swing the arm B to the position shewn with dotted lines
(Figure 2). In this position of the apparatus a train can pass without coming
in contact with the plate S.. When a train arrives at the stopping place a roller
mounted on the locomotive presses the lever bars E level, whereupon the exten-

page_text: sion H presses the finger g and turns thereby the axis N far enough for the arm G
to be depressed below the horizontal line.
As soon as this happens the weight L (Figure 2) can come into action and can
turn the arm G which is now over the dead-point, until it has passed through
180°, when it strikes against a stop and is arrested. The pull thus put upon
the rope c with its pitch chain c¹ turns the sprocket wheel 1), and as a conse-
quence the axis F1, through 180°, so that the plate S is turned over on to the
side of the staging which is next the rails (shewn in full lines in Figures 2
and 3). In this position the plate is horizontal but is obliquely disposed with
regard to the rails, represented by the line V (Figure 3) on account of the
unequal length of the arms B. The distance between the plate S and the rails
increase in the direction of the stopping place, that is, in the direction in which
the train is travelling.
Two transverse, parallel, horizontal guide rods A A are situated on the
locomotive; they are connected together by means of pivotted guide
pieces a a (Figure 4) and are supported in suitable bearings.
The rods extend beyond the locomotive on each side and each is provided at its
outer ends with a pivot for a roller R. The springs F keep the rods A normally
in the position shewn in Figure 4, in which the rollers R are already far enough
from the sides of the locomotive to engage with the plate S situated at the side
of the track when the automatic braking is to be effected. The rods A are, each
of them, provided with a cam K so constructed that when the rods are drawn
outwards the cams engage with two pins on the brake handle V, and turn this
to the left so that the vacuum or other brake is put in action. When the rods A.
are drawn back again the cams K do not actuate the brake handle.
The working of the apparatus is, therefore, as follows:-When a train arrives
at the stopping place it presses down the lever bars E and turns thereby the
axis N so far that the arm G moves over the dead point. The sprocket wheel D
will now be turned and the plate S swings over to the operative position shewn
in full lines. If a train then comes towards the station, the roller R on the loco-
motive will engage with the plate S and will follow this throughout its length;
in this way the corresponding guide rod will be drawn outwards and the brake
handle will be turned so as to put the vacuum brake in action and to stop the
train.
By the herein described apparatus a complete and reliable protection against
collisions is achieved, since the automatically acting arrangement effectually
applies the brakes and stops a following train if the apparatus is in the normal
operative position. Collisions are therefore impossible even when an incorrect
signal is set or the engine driver from some cause or other has neglected his duty.
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 automatic apparatus for preventing collision of railway trains of the
kind herein referred to, an appliance situated at a suitable distance from the
stopping place at the side of the track and at such a height above the same that it
can engage with an arm extending from the side of the locomotive arriving at
that point and thereby actuate the brakes, such appliance being brought into the
operative position by means of a mechanism at the stopping place, which is
actuated by an entering train, substantially as described with reference to the
drawings.
2. In an apparatus such as is referred to in Claim 1, the two lever bars E dis-
posed between the rails at the stopping place, which bars are pivotted together
and are normally pressed upwards by springs but are pressed down when a train
arrives, so as to turn the axis N the rotation of which is completed by the
weight L connected by the rope c with the arm G mounted on the said axis, the
movement of which rope also turns, by means of the chain c', a sprocket wheel D

page_text: mounted on a staging 0 at a suitable distance from the stopping place, so that a
plate S fixed on the axle of the said sprocket wheel is turned over into a position
in which it can engage the roller R of the guide rod A extending from the side
of a locomotive and is cause to draw outwards this rod which in its turn turns
the handle of the vacuum or other brake so as to put this in action and stop the
train, substantially as described.
Dated this 29th day of September 1898.
ABEL & IMRAY,
Agents for the Applicant.