Improvements in and connected with Electric Signalling on Railways.
Year: 1893

page_text: Date of Application, 27th Jan., 1893
Complete Specification Left, 22nd Mar., 1893-Accepted, 22nd Apr., 1893
PROVISIONAL SPECIFICATION.
Improvements in and connected with Electric Signalling on
Railways.
I, THOMAS ELLis Dean of 44 Elliot Street, Tyldesley, in the County of
Lancaster, Reed Manufacturer, do hereby declare the nature of this invention to
be as follows :—
This invention has been designed for the purpose of giving a continuous
automatic signal or indication in the signal box or elsewhere, which shall come into
operation immediately upon the entry of a train vehicle or locomotive upon. the
local section, and continue in operation until it shall have left the section.
At a point near where the trains enter the local section, I arrange a contact
making device by means of which an electric circuit is closed upon the passage of
a locomotive or vehicle, the action being effected through the agency of the wheels
or otherwise as may be preforred. This electric circuit includes an electro-magnet,
a battery or source of current, and a uormally closed circuit breaker or switch
which is situated at the end of the section and is opened by the passage of the
train or vehicle as it leaves the section. The electric circuit is short-circuited
through a branch controlled by the armature of the electro-magnet. This short
circuit also is normally open.
Upon the entrance of a train locomotive or vehicle upon the local section, the
electric circuit is closed for an instaut, thus energising the electro-magnet, the
armature of which being attracted, closes the short circuit. The circuit through
the magnet will consequently remain closed.
The armature of the electro-magnet is employed to open and close a secoud
electric circuit in which the signal bell or other means for giving a signal or
effecting an indication by electricity is effected. So long as the electro-magnet
remains energised, the second local circuit remains closed, and no longer.
When the locomotive, vehicle, or train reaches the end of the local section it
operates the circuit breaker, whoroby the magnet circuit, and consequently the
second local circuit also are opened. The momentary opening of the circuit at the
circuit breaker is sufficient to release the armature, and as this release also opens
the short circuit, all the circuits must remain open until they are again closed by
the operation of the contact making device at the beginning of the section of rails.
Hence, so long as there is a vehicle train or locomotive between the contact maker
and the circuit breaker, an electric signal or indication of the fact will continue to
be given.
The apparatus may also be used for fog-signalling when desired by causing an
electric boll circuit at the home or distant signals to be closed by similar means to
those hereinbefore described on the passage of a train. When not required for fog
signalling these circuits may be put out of action from the signal box and when
required may be similarly put into action.
If it be desired the second electric circuit may be omitted, particularly for day
work, in which case the armature of the electro-magnet may be employed to give
the indication of the presence of a train on the section.
Dated this 26th day of January A.D. 1893.

page_text: COMPLETE SPECIFICATION.
Improvements in and connected with Electric Signalling on
Railways.
1, THOMAS ELLIS DEAN of 44 Elliot Street, Tyldesley, in the County of
Lancaster, Reed 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 has been designed for the purpose of giving a continuous
automatic signal or indication in the signal box or elsewhere which shall come into
operation immediately upon the entry of a train vehicle or locomotive upon the
local section of a railway, and continuo in operation until it shall have left the
section.
will describe my invention and in what manner it is carried into effect by
the aid of the accompanying diagrams.
As illustrated by the first diagram, at a point near where the trains enter the
local section, I arrange a contact making device A, by means of which an electric
circuit is closed upou the passage of a locomotive or vehicle, the action being
effected through the agency of tho wheels or otherwise, as is well understood. The
electric circuit 1 includes an electro-magnet or relay B and a normally closed
circuit breaker or switch C which is situated at the end of the local section of
railway and is opened by the passage of the train or vehicle as it leaves the section.
The electric circuit 1 is short-circuited through a branch D controlled by the
relay or by the armature of the electro-magnet B. This short-circuit is normally
open.
Upon the entrance of a train locomotive or vehicle upon the local section, the
electric circuit 1 is closed at ▲ for an instant, thus energising the relay or electro-
magnet B the armature E of which being attracted closes the short circuit D.
The circuit through the magnet or relay B and the contact C will consequently
remain closed.
In addition to its function of opening and closing the short circuit D through
the contact F, it is also employed to open and close a second electric circuit 2, in
which the signal bell Gor other means for giving a signal or effecting an indication
by electricity is included.
When there is no train in the local section, the contacts A and C are in the
positions indicated, A shewing an open and C a closed contact. The armature E
is in the position shewn by the full lines and the contacts controlled by it are open.
As already explained, the contact A is normally open and C closed, and circuit 2
is normally closed so long as a train is in the section. When the train arrives at
the end of the section it operates the circuit breaker or contact C opening the
circuit and consequently also the circuit 2. The momentary opening of the
contact C is sufficient to de-energize the magnet B when its armature is pulled
over by a light spring. Both the circuits 1 and 2 then remain open until closed
again at A. Hence, so long as there remains a vehicle or train between A and C,
an electric signal or indication of the fact will continue to be given.
The second diagram illustrates a modification of the above described arrange-
ment, according to which the contact A is normally closed and C normally open.
The spring armature E or the equivalent relay keeps the shunt D normally closed,
being then in the position indicated by the full lines.
Upon the entry of a train, the circuit 1 is momentarily opened, thus de-energising
the olectro-magnet B and allowing its armature to spring back and close the signai
circuit 2 which then remains closed as described with reference to the first
diagram. When the train or vehicle arrives at the end of the section, it
momentarily closes the contact C thus re-energising the magnet B, the armature of
which then moves over and opens circuit 2 and closes the shunt Ď. The result is

page_text: in each case precisely the same, that is to say so long as a train is in the section,
a continuous signal or indication is given in circuit 2, the bell signal or
indicator being placed in the signal box or in any other suitable and convenient.
position.
More than one each of the switches A and C may be arranged in one circuit in.
which case they are joined up in parallel.
If it be desired to provide for the contingency of a train coming upon the local
section and thon backing out, in which case the apparatus would continue in action
even after the train had backed clear of the main line, I may employ a second
switch C in advance of the switch A (to the left in the diagrams) and include
this switch in a branch of that part of circuit 1 in which the first switch C is
included.
The apparatus may also be used for fog signalling when desired by meaus of a
signal bell at the distant or home signal or other selected spot back from A. This.
bell is included in a branch from circuit 2 or from that part of circuit 1
illustrated by the first diagram which is closed during the passage of a train
from A to C.
If it be desired the electric circuit 2 may be omitted, particularly for day work,.
in which case the armature E may be employed to give the indication of the
presence or otherwise of a train on the section.
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 :-
The bereinbefore described method of producing a continuous automatic electric
signal alarm or indication during the presence of a train on a local section of
railway, substantially as set forth.
21st day of March AD 1000
Buted this 2100
IT HA INT
VL
an 1 4
WILLIAM E. HEYS,
Agent for the Applicant.