New or Improved Apparatus for Preventing Collisions and Indicating the Positions of Trains on Railways and the like.
Year: 1899

page_text: Date of Application, 20th Sept., 1899-Accepted, 16th June, 1900
New or Improved Apparatus for Preventing Collisions and Indicating
the Positions of Trains on Railways and the like.
'
We, ALEXANDRU Moscu, Farmer, of 152, Strada Romana, and CARL BURIAN,
Engineer, of Strada 13, Septembrie 89, both in Bucarest, in the Kingdom of
Roumania, 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 the present invention is a device for preventing two trains travel-
ling in opposite directions on the same set of rails from coming into collision as
on the second train entering the line, both trains are automatically braked. The
device at the same time forms a means for tracing the passage of a train on the
line from the station.
The apparatus is arranged as follows:-
On the line or railway track a separate system of electrical contacts is arranged
for each direction of travel, the conduction wires from one set of contact members
of each system passing to the station and thence to earth, whilst the other set of
contact members of each system is led direct to earth. In each of the station wires
an electro-magnet is placed in circuit, the armature of which normally holds a
device which, when set free is pushed forward by the action of a spring. These
circuits may be called the first and second operating circuit respectively. On the
train there is a battery and contacts which on passing a pair of contacts on the
line, closes the circuit. This is accomplished by means of the two sliding contact
rails of that contact being engaged by two contact rollers on the train, and causes
the aforesaid device in the station to spring forward, as hereinafter explained. A
separate system is arranged for each direction of travel independent of each
other.
The device is so arranged that if both devices are released contact is made in
the circuits of two batteries on the station, which may be called relay circuits.
These batteries are thus brought respectively into connection with two other
series of contacts similar to the former ones. By the two sliding contact rollers
arranged on the engine this current circuit is closed and an electro magnet on the
engine put into this current circuit. This electro magnet puts into action a
device for automatically shutting off steam and putting on the brakes of the
respective train. The device works entirely automatically and is in no way
dependent on the attention of the engine driver. Each system can of course also
be made so that the corresponding operating and relay circuits use the same series
of contacts thus necessitating only one distant conduction wire. For the sake of
clearness it is supposed in the drawings that the circuit from the electro-magnet
on the station the relay circuit uses a conduction wire other than that of the
battery on the train which influences the relays, (the operating circuit).
The arrangement can also be used to prevent the collision of one train with
another travelling in the same direction but stopped somewhere on the open line.
The means for this purpose will be hereinafter described.

page_text: As herein before mentioned this arrangement gives at the same time means of
tracing the travel of the train on the line. As the train makes successive contacts
along the line a current is sent through the electro magnet at the station; con-
sequently the electro magnet will attract its armature. With the latter may be
arranged a counting device indicating at which contact on the line the train
actually is.
In Fig. 1 of the annexed drawing a part of the line provided with the contacts
is diagrammatically represented as well as the relays on the station. A and A¹
are the contacts through which the current from the battery B on the train,
Fig. 2 passes through the wire L or L' as the case may be to the electro magnet R
or R on the station. When both magnets R and R¹ have been energized, contact
is made in the circuits of the batteries QQ on the station by the bolt C which
is pushed in at D. The said batteries Q Q¹ are in connection with the contacts a a¹
respectively on the line by the wires. When an engine passes over the con-
tacts a the circuit of the batteries Q Q is closed and the electro magnet E on
the engine (Fig. 2) sets the device to be hereinafter described free which effects
the shutting off of the steam and at the same time applies the brakes on the train.
Fig. 3 shows on an enlarged scale in plan and side view one of the contacts
arranged along the line. Upon a cross sleeper two curved rails ss are arranged
insulated from one another. The one is connected with the wire leading to the
station whilst the other is led to earth.
Each of the two rails is pressed by one or other of two contact rollers r:',
Fig. 4, arranged on the passing train fastened on movable arms on the engine
or car. The rollers are well insulated one from another. The curved surfaces
of the rails ss in connection with the movable arms carrying the rollers
enable an intimate contact between both to be made and broken without great
shock.
Fig 5 shows the method in which the current is delivered from the rollers † qul
These consist each of a roller b of insulating material movable round the axle c
seated in the end of the contact arm. Upon the said roller ba short cylinder d
preferably of copper is placed so as to slide on one of the contact rails s s¹. A
contact spring e holds the wire leading to the battery B or the electro magnet E
respectively in conductive connection with the copper cylinder d. *Before the
contact arms guards should be arranged, for clearing stones and the like which
might collect on the contact rails, so that the contact remains clear.
Should a train remain at a standstill in consequence of an accident on the line
the guard has only to put the magnet of his train into the current circuit of
the relay belonging to the opposite direction. This is accomplished by means of
rolls of wire which the guard has always at hand. In this manner the current
circuit of the batteries QQ' on the station is also closed and each train from any
direction entering the same line is automatically stopped as soon as the contact
arms of the engine close the current circuit of the respective battery.
Circuit conductors L, L' (Fig. 1) extend along the track, the wire L forms part
of an earth circuit which includes the electro-magnet R and the contacts A. The
wire L' forms part of earth circuit which include the contacts A¹ and the electro-
magnet R, the earth connection being designated by E. The contacts A and A¹
as shown are out of line with each other; those marked A being intended to be
closed by the train running in one direction while the contacts A' are closed by
the train in the opposite direction. The contacts A are closed by being engaged
by contact rollers r r on the train, said rollers being in connection with a battery B
carried on the train. When the rollers rr, shown more clearly in Figs. 3, 4
and 5, make contact with the contacts A, the parts A, L, R, of the earth circuit
are placed in connection with the battery B and the circuit. is energized so as to
energize the magnet R. This magnet R has a pivoted armature lever F which
normally engages a projection " on a bolt G which slides in suitable bearings
and is under tension of a spring H which surrounds the bolt and presses upon a
pollar h.

page_text: When the magnet is energized upon the passage of the train by the contacts A,
the bolt G will be released and will strike against the face of a segment J. This
segment is pivoted to a suitable base and it has an opening I through which the
bolt G will pass when the segment is moved to present the opening of the bolt.
The segment is placed under tension of a spring X, which tends to rock it towards
the left, Fig. 6, so as to present the opening to the bolt, but when the system is
set for operation the segment is in the position shown in Figs. 6 and 7 and the
bolt is held retracted. The bolt before stated will be released when a train
enters the section and closes the contacts A. In order to release the segment
a second train must enter the section and close the contacts A' in a manner
similar to that described above in connection with the contacts A. This second
train therefore has a pair of contact rollers r r which engage the contacts A¹ it
being understood that the contacts A are for one and the contacts A¹ for the
other train running in the opposite direction.
This second train also has a battery as B, and when its rollers engage the
contacts this battery is placed in circuit with A', L' and the magnets R', the
said magnets and one of the contacts A' being carried to earth. This second
train will therefore through its battery 13 cause the magnets R¹ to be energized
and these will draw armature F¹ down and release the segment J. The armature
engages a catch 3 on the segment. When this catch and armature F are dis-
engaged the spring X will move the segment and present the opening I to the
bolt G. This bolt through the action of its spring H will then pass through the
hole I and close contact between the parts of the contact I). One part of the
contact D runs to earth and the other parts are connected through wires with
batteries QQ respectively and with contacts a respectively. One of the
contacts at a, a runs to earth and those contacts are normally open. They lie in
the path of contacts, carried on the train and preferably on the locomotive.
These contacts are connected by wires with a magnet E on the locomotive or
other part of the train and when said contacts on either train engage their
companion contacts a, a, the current from the battery Q or Q¹ will energize the
magnet E, and this will operate suitable devices hereinafter described, to cut
off steam and apply the brakes.
The various contacts in the line are formed as indicated in Figs. 3 by curved
pieces ss, fixed to the sleepers, and insulated from each other. The contacts r pl
carried by the train are in the form of rollers, Figs. 4 and 5. These rollers con-
sist of cylinders b of non-conducting material turning on an axle c journalled in
the depending arms, Figs. 4 and 5 attached to the car or-locomotive of the train,
on the cylinder is fixed a copper cylinder d which is adapted to bear on the
curved stripsss of the contacts a a¹. A spring e bearing on the copper cylinder
is connected by a wire, Fig. 5, with the battery B. The before described contacts
on the train are formed like the contact rollers r r and they are connected with
the magnet E.
On Sheets 2 and 3 the device for shutting off the steam and applying the brakes
is represented in its whole arrangement and in its single parts.
Fig. 10 shows a view of the whole arrangement in its inoperative position.
Fig. 11 a plan view of its lower part.
Fig. 12 a vertical section through the same on line - of Fig. 10.
Fig. 13 a section through the braking device on line y-y of Fig. 10.
Fig. 14 the position of the different parts when the regulator or throttle valve
is closed. For the sake of clearness the sliding piece has been suppressed and
only the position of the bolts 8 and 18 shown.
Fig. 15 shows the upper part of the arrangement for putting on the brake in
plan view.
Fig. 16 shows the position of the right hand end of the braking device when
the brake is completely applied.
Fig. 17 is a vertical section through the sliding piece K on the line a a of
Fig. 19.

page_text: Fig. 18 shows a view from below of the bolt S and the chamfered portion of
rod or rail 12 effecting its further movement.
Fig. 19 is a back view of the sliding piece K.
Fig. 20 shows the mechanism for effecting the further pushing of the latch 22
of the braking device.
Fig. 21 represents a section on the line B B of Fig. 19 and a view of the device
for setting free the bolt 18 in the sliding piece or putting the brake into motion.
When a current passes through the electro-magnet E the same will attract
the armature 1 and thereby set the bolt 2 free which bolt is thus pushed forwards
by a spring 3; a projection 4 coming into the reach of the lever 5 fastened on
the sliding piece which receives in any manner for instance, as represented
in the drawing from the connecting rod of the engine a to and fro movement.
If the sliding piece K, Fig. 10, is moved towards the right, the lever 5 can slide
over projection 4 because it is provided with a joint, but in going back the said
lever 5 is held by projection and compelled to turn round the pin 6 whereby
the arm 7 is lifted out of a groove of the bolt and the latter shoots forward
under the influence of a spring till it reaches plate 9 and slides along on the
same till it is pushed behind it to the prismatic bar 10. If the motion of the
sliding piece K is then reversed the bolt 8 will touch the left side of the plate 9
and push the same before it towards the right. Plate 9 being fixed to the bar 10
the latter must follow the movement, and close the steam valve connected with it.
On its way towards the right the right hand end of plate 9 will push against
the upper end of the slotted lever 11, Fig. 14, and move the same also towards
the right. Thus the slide 12 connected with its lower end is moved towards the
left. The projection 13 then pushes against the short arm of lever 14 whose
long arm slides in a slot in the bolt 2 and pulls the same so far back that the
armature of the magnet I arrives again before the catch of the bolt 2 and holds it
fast. At the same time the chamfered part 31 of slide 12, Fig. 10, passes into
the fine of the downwardly directed shoulder of the bolt 8 and pushes the same
so far back that the lever 7 can catch again into the groove or notch of the same;
the steam is then shut off and the bolts 2 and 8 are again in their positions of
rest.
The backward movement of the bolt 8 takes place before the sliding piece K
has reached the right hand end of its travel. This moves still further towards
the right and thus slides over its stop 15 seated sideways on the slide 12 and
passes beyond the upper edge of the same. On the rear side of the sliding piece K
a groove is provided for the reception of this stop. The dimensions are so chosen
that the stop 15 has pushed back the slide 16 fixed in the sliding piece A
(Figs. 11, 19 and 21) until it is in its extreme right hand position, Fig. 21, so
that its bent end is pulled out of the slot 17 of the bolt 18 and sets the latter
free so that it can move upwards under the influence of a spring.
It thus passes before a prismatic bar 19, which is movably guided by means
of dove-tails in an under cut groove of the plate carrying the whole apparatus,
and which is in connection with the brake lever by means of the rod 20. On
the front of har 19 a slide 21 is arranged which is fastened on the said bar 19
by means of pins 33 passing through the guide slots 34 so that it can move for
a distance equal to the length of these slots 34. On the right hand end thereof
is a catch or pawl 22 engaging with toothed bar or rack 23. The latter is joined
with the bar 19 by means of a dove-tail and engages into a recess in the slide 21,
Fig. 1.
Supposing the bolt 18, Fig. 10 is set free and moved towards the left, it will
then push against the downwardly projecting end of the slide 21 and take the
same with it so far as the guide slots 34 allow; it then makes the backward move-
ment from the left to the right, the bolt 18 meeting the catch 24 and pulling
the same towards the right; but the said catch 24 being fixed to the slide 21 the
latter must follow this movement. Consequently the catch or pawl 22 is moved
a few teeth farther on towards the right on the rack 23. The bevelled part 25

page_text: of the bar 19 meets the catch 24 on its way towards the right, and is pushed
upwards by the same so that it sets the bolt 18 free (Fig. 20) allowing the same
to continue its course unhindered till it meets the downwardly directed shoulder 26
of the rack 23 and thus pushes the latter before it. The slide 21 must also
follow the movement of rack 23 and when the end of the guide slot 34 of it is
reached, also the bar 19 and the brake lever 20 joined therewith. The brake
is consequently put on slightly. By the movement towards the left of the sliding
piece the bolt 18 passes underneath beyond catch 24 and releases the brake again
à little when it arrives at the left end of the slide 21 and takes the same with
it. On its return towards the right the latch 22 is again moved further on for
a few teeth and the brake is again applied but this time harder than before.
The dimensions are so chosen that the brake is completely applied when the
latch 22 has pulled the rack 23 towards the left to the last tooth (Fig. 16).
Then a projection 32 arranged at the end of rack 23 engages the downwardly
directed arm of the angle lever 27 and pushes the same before it so that the
latch 22 is brought out of engagement with the rack 23. The lever 27 is held
in its lifted position by the smaller arm thereof catching into a notch in the
spring 28.
The steam valve is then closed and the brake completely applied at the same
time all the parts are brought back into their original positions with the exception
of the bolt 18 the latch 22 and the slide 12.
If the engine is required to be again put into motion after the danger of collision
is over, the brake and the steam valve are opened by hand. In opening the
throttle valve the prismatic bar 10 is pulled towards the left. The shoulder 35
fastened thereon then presses against the upper end of the lever 11 and brings
the same and thus also the slide 12 back into its original position and the catch 30
thereon is again within reach of the sliding piece K. When the engine starts,
the sliding piece K moves towards the right and pushes against shoulder 26; the
catch 22 is still lifted, consequently the rack 23 alone follows the movement.
On the lower part of the latter is arranged a projection 29 which pushes against
the end of the spring 28 and presses the same down so that the lever 27 is free
and the catch 22 again engages the rack. At the end of the movement of the
sliding piece K towards the left the catch 30 pushes against the slide 16 and
presses the same into the slot 17 of the bolt 18 and draws the latter downwards.
All the parts are then brought back into their original positions and the engine
can work as usual till the armature of the magnet 1 is again attracted by the
electro magnet E.
Instead of the arrangements here described for effecting the braking of the
train and shutting off the steam any other arrangement fulfilling this purpose
may be used.
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. A device for preventing the entrance of a train from an opposite direction
on to a line already occupied by a train, or for indicating the positions of trains
on said line, comprising two contact switches destined for the two directions of
travel by which a corresponding circuit is closed upon the passing of the respective
train and which are so connected with relays arranged on the station that when
both the relays are operated, batteries arranged on the station are put into circuit
with two further lines of wire-conductors with contacts distributed along the
railway or the like, so that on passage of the train over the same an electro-
magnet is energized on the engine by which the steam is shut off and the brakes
applied, thus bringing the train to a stand-still.
2. A form of the device for shutting off steam and applying the brakes as in
Claim 1 consisting of a sliding piece moved to and fro by the connecting rod so
that by the before mentioned electromagnet, a bolt arranged in the sliding

page_text: piece, catches behind a notch of the slide connected with the throttle valve and
thus closes the same whilst a second bolt causes the further movement of a latch
connected with the braking device which afterwards causes the application of
the brakes.
Dated this 20th day of September 1899
HERBERT HADDAN & Co.,
Agents to Applicant, 18, Buckingham Street, Strand, London.