Apparatus for Controlling Electrically Actuated Railway Point Apparatus.
Year: 1896

page_text: Date of Application, 24th July, 1896
Complete Specification Left, 22nd Apr., 1897-Accepted, 19th June, 1897
[Communicated from abroad by SIEMENS & HALSKE, of Berlin, in the German
Empire, Electrical Engineers.]
Apparatus for Controlling Electrically Actuated Railway Point
Apparatus.
We, SIEMENS BROTHERS & CO. LIMITED, of 12 Queen Anne's Gate, Westminster,
in the County of London, Electrical Engineers, do hereby declare the nature of this
invention to be as follows:-
In the Specifications No. 4976 of 1893 and No. 11025 of 1895 are described
apparatus for controlling electrically actuated railway points in which the control of
the proper condition for working of the motor and also of the points themselves is
effected by means of a controlling electro magnet such as that marked in the
accompanying diagram which is connected in a suitable manner with the point
lever a and allows the latter to be moved only when the points are in proper
working order; the electromagnet e interrupts the signal currents so long as it is
itself without current. Thus a signal can only be moved to indicate "line clear"
when the controlling magnet has attracted its armature and can only be so retained
while the armature remains attracted.
To make the setting of a signal to indicate "line clear" dependent upon the
proper working order of the operating device as well as on the proper position of
the point rails seems unnecessary. Therefore in the arrangement herein described
and illustrated diagrammatically by the accompanying drawings the control is sub-
divided, one electromagnet controlling the proper condition for working the points
and a second electro magnet controlling the proper position of the point rails. The
operating lever is inade dependent upon the former magnet whilst the second magnet
controls the signal currents. Thus, a signal can only he lowered when the switch
is properly set, but the operating lever can be moved over so long as the operating
apparatus is in proper order and at rest.
This dis-association entails a further advantage.
The connection between the points and the operating apparatus is adapted to
transmit only a limited force. When the force employed exceeds this limit, which
happens for instance, when an obstacle obstructs the further movement of the points,
they become disconnected from the operating apparatus which alone moves further
without moving the points. This disconnection also takes place when the points
are forced open by a train. In the arrangements hitherto known, as soon as a
disconnection of this kind took place the common return lead was interrupted by
means of a cut out switch or by the lifting off of a commutator brush whereby
the controlling current was interrupted. The armature of the controlling magnet
fell away and no movement of the operating lever or of the signals could take place.
Then the signalman had to go to the particular points, remove the obstacle or move
the points back to their old position by means of a key, and again close the circuit of
the return lead.
Although this compulsory local inspection of the points after every irregularity that
occurs is desirable from the point of view of safe working of the line, yet the absence
of an official from his post thus rendered necessary may be incouvenient from the

page_text: point of view of a rapid working of the traffic. But, if the above described dis-
association of the control is carried out, the apparatus for reversing the motor can be
connected to the operating apparatus instead of the point rails. Then the motor
whether the points follow it or not, will always move through its full distance and can
then be again started at any time from tho signal box.
If the point rails do not follow the movement or if the points are forcibly opened
by a train, only the second electro magnet d loses its current so that no signal
can be lowered.
But as the first electro magnet e retains its current the operating lever a can be
moved over and the motor can therefore be started.
Thus with this arrangement if an obstacle should be situated between the tongnes
its removal may at first be attempted by starting the motor again, and the forcibly
opened points can be moved back into the proper working clition by moving over
the operating lever of the signal box mechanism.
The fact that this proper working order is again restored can be ascertainol from
the appearance of the current in the electromagnet d which may be rendered visible
by means of a coloured dise.
Also when points have been forcibly opened by a train, which circumstanco is
indicated by the absence of current in the electromagnet d, then by moving over the
operating lever a the motor can be caused to move after so as to overtake the point
rails that have moved on before in which case the motor becomes again connected to
the points and then by moving back the operating lever the condition that existed
before opening of the points is restored. Consequently in many cases should discon-
nection take place, the signalman is enabled to restore the proper working order by
manipulating the operating lever from the cabin.
Referring to Fig. 1 of the necompanying diagrams. The connection of the
operating lever a with the controlling electro magnet e and with the point motor is
exactly as described in the Specification No. 11025 of 1895.1
The novel part is the arrangement of the fourth lead which branches off from
and then passes over the point rail contacts, and the coupling contact on
the points setting mechanism, and thence around the electro magnet d and through &
to earth.
A current can pass through this lead only when :-
(1) The connection between the motor and the points is in proper order, that is to
say, when the wedges and 2 are situated in their respective slots, and therefore the
rud is in its upper position."
(2) One of the two parallel connected contacts is closed, that is to say, when
a point rail is bearing against its stock rail.
(3) When one of the two parallel connectel contacts bears, that is to say,
when the other point rail hears away from its stock rail, and
(4) When insulation of the lead is good, that is to say, when there is no connection
to earth, because otherwise the current would flow direct to earth, instead of through
the coils of the electro magnet d.
With regard to the contacts kkkk it should be noted that for the sake of
simplicity they are shewn in the drawing as if they received their motion directly
from the motion of the point rails.
But the contact will be made by means of a part that will serve to lock the point
rails after they are moved over. When such a high degree of safety is not required,
especially when the points are not facing points, the contacts to may be omitted,
for the sake of simplicity, & being then sufficient.
The armature of the electro magnet d las further the requisite number of
contacts &c. which have the object of allowing currents for setting signals to
"line clear" or for maintaining them at "line clear" to pass only when the armature
is in its attracted position.
In other respects with this electro magnet d all the dependent relations can be
efferted whil pre-suppose the correct hearing of the point rails.
As the current for the lead is taken from the lead
the working current would

page_text: during the operation of the motor become greatly weakened through this lead until
the movement of the point rails has effected an interruption of this lead. The
sparking, which cannot be avoided in the case of such an interruption, would then
cause a rapid destruction of the contacts. For this reason the lead is led further
to a contact k on the arm h. The latter serves in the well known manner, when the
operating lever a is moved over, to connect the lead with the source of current,
and is then moved back again by the attraction of the electro magnet c which takes
place when the motor has completed its course. The arm thus is situated only during
the working periods of the motor in the position shewn in Fig. 2 which indicates
the position of all the parts during the working of the motor. The interrupter
situated on the arın 7 thus interrupts the lead during this period, and thus prevents
the working current from branching off to this lead.
It is obvious that the lead could be rendered independent of the working
current without this contact, by providing a farther separate lead from the battery
to the points, and connecting it to . If it be not required that the lead should
also indicate the proper insulation of all the parts, the electro magnet d may also be
connected to the other pole of the battery and the lead can be led through the
contacts k k etc. to earth. But in the latter case an earth connection with the lead /*
will have the same effect as if the point rails were home.
A further novelty is the arrangement of the reversing mechanism of the motor,
on the motor itself, so that reversal will always take place after a definite number
of revolutions, irrespectively of the question whether the points have actually moved
or not.
The technical results produced hereby as regards more convenient working or
inanipulation are fully set forth above.
Dated this 24th lave of Lu 1000
ABEL & IMRAY,
Agents for the Applicants.
COMPLETE SPECIFICATION.
Apparatus for Controlling Electrically Actuated Railway Point
Apparatus.
We, SIEMENS BROTHERS & CO. LIMITED, of 12 Queen Anno's Gate, Westminster,
in the County of London, Electrical Engineers do hereby declare the nature of this
invention (as communicate to us by Siemens and Halske, of Berlin in the German
Empire Electrical Engineers) and in what manner the same is to be performed to be
particularly described and ascertained in and by the following statement :-
In the Specifications No. 4976 of 1893 and No. 11025 of 1895 are described
apparatus for controlling electrically actuated railway points in which the control of
the proper condition for the working of the motor and also of the points themselves
is effected by means of a controlling electro-magnet such as that marked c in the
diagram accompanying our Provisional Specification, which is connected in a suitable
manner with the point lever a, and allows the latter to be moved only when the points
are in proper working order; the electro-magnet c interrupts the signal currents so
long as it is itself without current.
Thus a signal can only be moved to indicate "line clear" when the controlling
magnet has attracted its armature and can only be so retained while the armature
remains attracted.
To make the setting of a signal to indicate "line clear" dependent upon the proper
working order of the operating device as well as on the proper position of the point
rails seems unnecessary. Therefore in the arrangement herein described and illustrated

page_text: diagrammatically by the drawings, the control is sub-divided, one electro-magnet
controlling the proper condition for working the points and a second electro-magnet
controlling the proper position of the point rails.
The operating lever is made dependent upon the former magnet whilst the second
magnet controls the signal currents. Thus, a signal can only be lowered when the
switch is properly set, but the operating lever can be moved over so long as the
operating apparatus is in proper order and at rest.
This dis-association entails a further advantage. The connection between the points
and the operating apparatus is adapted to transmit only a limitel force. When the
force employed exceeds this limit, which happens for instance, when an obstacle
obstructs the further movement of the points, they become disconnected from the
operating apparatus which alone moves further without moving the points. This
disconnection also takes place when the points are forced open by a train.
In the arrangements hitherto known, as soon as a dis-connection of this kind took
place the common return lead was interrupted by means of a cut-out switch or by
the lifting off of a commutator brush whereby the controlling current was interrupted.
The armature of the controlling magnet fell away and no movement of the operating
lever or of the signals could take place. Then the signalman had to go to the
particular points, remove the obstacle or move the points back to their old position by
means of a key, and again close the circuit of the return lead.
Although this compulsory local inspection of the points after every irregularity
that occurs is desirable from the point of view of safe working of the line, yet
the absence of an official from his post thus rendered necessary may be inconvenient
from the point of view of a rapid working of the traffic. But, if the above
described dis-association of the control is carried out, the apparatus for reversing the
motor can be connected to the operating apparatus instead of the point rails. Then
the moior, whether the points follow it or not, will always move through its full
distance and can then he again started at any time from the signal box.
If the point rails do not follow the movement or if the points are forcibly opened
by a train, only the second electro-magnet d loses its current so that no signal can
be lowered. But as the first electro-magnet c retains its current, the operating lever a
can be moved over and the motor can therefore be started. Thus with this arrangement
if an obstacle should be situated between the tongues its removal may at first be
attempted by starting the motor again, and the forcibly opened points can be moved
back into the proper working condition by moving over the operating lever of the
signal-box mechanism. The fact that this proper working order is again restored can
be ascertained from the appearance of the current in the electro-magnet d which may
be rendered visible by means of a coloured disc. Also when points have been
forcibly opened by a train, which circumstance is indicated by the absence of current
in the electro-magnet d, then by moving over the operating lever a the motor can
be caused to move after so as to overtake the point rails that have been moved on
before, in which case the motor becomes again connected to the points and then by
moving back the operating lever, the condition that existed before opening of the
points is restored. Consequently in many cases should disconnection take place,
the signalman is enabled to restore the proper working order by manipulating the
operating lever from the cabin.
Referring to Figure 1 of the diagrams. The connection of the operating lever a with
the controlling electro-magnet e and with the point motor is exactly as described in the
Specification No. 11025 of 1895.
The novel part is the arrangement of the fourth lead which branches off from l
and then passes over the point rail contacts 3 and the test contacts & on the
points-setting mechanism, and then e around the electro-magnet d and through
to earth.
A current can pass through this lead ouly when :-
(1) The connection between the motor and the points is in proper order, that is to
say, when the wedges and are situated in their respective slots, and therefore
the rod fis in its unner position

page_text: paraner
contacts & K is crose 1, that is to say, when
a point rail is bearing against its stock rail.
(3) When one of the two parallel connected contacts is closed, that is to
say, when the other point rail bears away from its stock rail, an
(4) When insulation of the lead is good, that is to say, when there is no connection
to earth, because otherwise the current would flow direct to earth, instead of
through the coils of the electro-magnet d.
With regard to the contacts kkk it should be noted that for the sake of
simplicity they are shown in the drawing as if they received their motion directly
from the motion of the point rails.
But the contact will be made by means of a part that will serve to lock the point
rails after they are moved over. When such a high degree of safety is not
required, especially when the points are not facing points, the contacts to
may be omitted, for the sake of simplicity, being then sufficient.
The armature of the electro-magnet d has further the requisite number of
conta ts, &c., which have the object of allowing currents for setting signals
to line clear or for maintaining them at "line clear" to pass only when the
armature is in its attracted position.
32
In other respects with this electro magnet d all the dependent relations can he
effected which pre-suppose the correct bearing of the point rails.
As the current for the lead is taken from the lead P, the working current
would during the operation of the motor become greatly weakened through this
lead until the movement of the point rails has effected an interruption of this
lead. The sparking, which cannot be avoided in the case of such an interruption,
would then cause a rapid destruction of the contacts. For this reason the lead lis
led further to a contact k on the arm . The latter serves in the well known
manner, when the operating lever is moved over, to connect the lead 3 with the
source of current, and is then moved back again by the attraction of the electro-
magnete which takes place when the motor has completed its course. The arm
thus is situated only during the working periods of the motor in the position shewn
in Figure 2 which indicates the position of all the parts during the working of
the motor. The interrupter situated on the arm h thus interrupts the lead during
this period, and thus prevents the working current from branching off to
this lead.
It is obvious that the lead could be rendered independent of the working current
without this contact, by providing a farther separate lead from the battery to the
points, and connecting it to . If it be not required that the lead should also
indicate the proper insulation of all the parts, the electro magnet may also be
connected to the other pole of the battery, and the lead can be led through the
contacts &c. to earth. But in the latter case an earth connection with the
lead will have the same effect as if the point rails were home.
A further novelty is the arrangement of the reversing mechanism of the motor, on
the motor itself, so that reversal will always take place after a definite number of
rovolutions, irrespectively of the question whether the points have actually moved
or not.
This may be effected by the arrangement shewn on Figure 1 of the drawing. The
reversal of the motor is effected by the reversing levert acting on the four contact
brushes,,,, in the same manner as described in the Specification 11025 of 1895.
Lever t is connected by a rod g to the bar s, which is coupled with the points rod by
means of the spring wedge coupling a' al. Bar & is formed with rack teeth with which
gears a pinion the axis of which is geared by a toothed wheel to a toothed pinion
on the armature shaft of the motor. Thus on the rotation of the motor in one direction
or the other the bar a will be slid in the corresponding direction, and at the same time
that it shifts the points over, it will move over the reversing lever t. Thus it will be
seen that the reversal of the contacts will always be effected by the same definite
number of revolutions of the motor, irrespective of the movements of the pointa as
should these be prevented from closing completely by an obstruction the spring wedge

page_text: coupling a will become disengaged, and will continue to move until the reversal is
completed.
The technical results produced hereby as regards more convenient working or
manipulation are fully set forth above.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, we declare that what we
claim is :-
1. In apparatus for controlling electrically actuated railway points, such as herein
referred to, separating the control of the actuating motor from the control of the
point rails and their connections, by the provision of a lead branched from 1³ and
passing through the coupling-test-contact and if necessary also through the point
contacts, and forming the winding of an electro-magnet d the magnetic
condition of which serves for indicating the condition of the points and for controlling
dependent devices, substantially as described.
2. In apparatus for controlling electrically actuated railway points, such as referred
to in the first claim, the use of a reversing mechanism for the motor that is not
connected with the points, but is so connected with the motor itself as to effect the
reversal thereof after the completion of a certain number of revolutions, without
reference to the motion of the points, substantially as described.
Dated this 21st day of April 1897.
ABEL & IMRAY,
Agents for the Applicants.