Year: 1898

page_text: I, WILLIAM EDWARD LANGDON, Electrical Engineer to the Midland Railway,
Derby, do hereby declare the nature of this invention to be as follows:-
In improvements in the apparatus and means employed for establishing electric
communication between the passengers guards, and the driver of a railway
train.
The electrical circuit arrangement is preferably that known as the ballanced
current system. I terminate the wires, composing the means of communication
by means of an improved combined electrical and mechanical coupling the outer
or mechanical portion of which I form like that employed for vacuum brake the
inner or electrical portion I form of two rectangular metal plates insulated
the one from the other the configuration of which is such as to admit of that
part forming a portion of the one half of the coupling fitting or dovetailing into
the part forming the corresponding part of the opposite half of the coupling.
Thus each plate has a portion cut away for the reception of a corresponding
projecting portion on the piece with which it is required to connect with. In
this manner the projecting portion or portion's of each plate correspond with and
are of similar section to the recessed or cut away portion of the same plate and in
order to further insure perfect electrical contact between the parts I cut or slot
the projecting portion so that it may possess a certain degree of elasticity. The
electrical portion of the coupling is fixed within the mechanical portion of the
coupling so that only those portions of the electrical coupling can form con-
nection with their corresponding part in the other portion of the coupling; the
object of the outer coupling being not merely to insure this but to form a pro-
tection to the electrical coupling against injury by rough usage or inclement
weather.
In connection with the same I further employ an improved form of com-
mutator for operating the electrical circuits so as to raise the alarm and I operate
this by means of a cord, flexible steel wire, or similar means carried along either
side of the interior of the carriage covered except at such points as are required
to be open for use and as is indicated in Letters Patent 12,230 A.D. 1897, but
in order to insure better means of detection as to the point at which this wire
has been operated I insert at a convenient point in the cover or tube enclosing
the wire a means of checking the passage of the cord or wire so that once used
by a passenger it cannot be reinstated without the aid of the official in charge
of the train. The commutator I employ consists where the pull is required to
be in one direction only of a short rod actuated by a spring and furnished with
a catch piece and contact maker so that when pulled against the influence of
the spring it shall at a given point become locked and at the same time connect
the wires forming the communication together and remain so until released by
the guard. Where the pull is in either direction I connect the wire from either
side to a drum or revolving commutator in such a manner that though the cord is
operated in opposite directions its influence upon the drum is in one direction.

page_text: This I in like manner arrange so that at a given point it shall become locked and
join the two wires.
To either of these I connect by means of a chain lever or other equivalent a
disc or semaphore arm affixed to the outside of the vehicle so that when the
commutator is operated the disc or arm shall be raised and indicate to the guard
the position whence the alarm is raised.
And I employ on the locomotive a steam whistle operated electrically for the
purpose of calling the driver's attention to the use of the communication, and
in order that the engine may not be encumbered with a battery I so arrange the
connections in the guards van that the battery shall be kept there the connection
between the guards van and the engine being with the whistle apparatus only
in circuit with the battery.
Further where required I arrange the connections in the guards van so as to
embrace a telephone and thus establish telephonic communication between the
guards in charge of the train.
In connection with all the locking parts of these improvements I employ for
the purpose of operating them a modification of the guards or carriage-door key
by hollowing out to a certain form and depth that portion of the key which is
required to unlock the carriage door &c.
Dated this Twenty-second day of November 1898.
I. WILLIAM EDWARD LANGDON, Electrical Engineer, Midland Railway, Derby,
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:-
In improvements in the apparatus and means employed for establishing electric
communication between the passengers, guards, and the driver of a railway
train.
The electrical circuit arrangement is preferably that known as the balanced
current system. I terminate the wires composing the means of communication
by means of an improved combined electrical and mechanical coupling Figs. 1
to 4 the outer, or mechanical portion, of which I form like that employed for
the vacuum brake. The inner or electrical portion, I form of two rectangular
metal plates insulated the one from the other the configuration of which is
such as to admit of that part forming a portion of the one half of the coupling
fitting or dovetailing into the part forming the corresponding part of the opposite
half of the coupling.
Thus each plate has a portion cut away for the reception of a corresponding
projecting portion on the piece with which it is required to connect with. In
this manner the projecting portion or portions of each plate correspond with and
are of similar section to the recessed or cut away portion of the same plate: and
in order to further insure perfect electrical contact between the parts I cut or
slot the projecting portion so that it may possess a certain degree of elasticity.
The electrical portion of the coupling is fixed within the mechanical portion of
the coupling so that only those portions of the electrical coupling can form con-
nection with their corresponding part in the other portion of the coupling. The
object of the outer coupling, Fig. 4, being not merely to insure this but to form
a protection to the electrical coupling against injury by rough usage or inclement
weather.

page_text: In connection with the same I further employ an improved form of commutator
Figs. 5 to 8 for operating the electrical circuits so as to raise the alarm, and I
operate this by means of a cord, flexible steel wire, or similar means carried
along either side of the interior of the carriage, covered, except at such points as
are required to be open for use, and as is indicated in Letters Patent 12,230 A.D.
1897; but in order to insure better means of detection as to the point at which
this wire has been operated I insert, at a convenient point in the cover or tube,
Fig.12, enclosing the wire, a means of checking the free passage of the cord or
wire so that once used by a passenger it cannot be re-instated without the aid
of the official in charge of the train. The commutator I employ consists where
the pull is required to be in one direction only, Figs. 5 and 6, of a short rod
actuated by a spring and furnished with a catch piece and contact maker, so that
when pulled against the influence of the spring it shall, at a given point, become
locked, and, at the same time, connect the wires forming the communication
together, and remain so until released by the guard. Where the pull is in
either direction I connect the wire, cord, or chain, from either side to a drum,
or pulley, in such a manner that though the cord is operated in opposite directions
the influence upon the drum is in one direction. This I, in like manner, arrange
so that at a given point it shall become locked, and join the two wires, Figs. 7
and 8.
To either of these I connect by means of a chain, lever, or other equivalent,
a disc or semaphore arm, Figs. 9 and 10, affixed to the outside of the vehicle
so that when the commutator is operated the disc or arm shall be raised, and
indicate to the guard the position whence alarm is raised.
And I employ on the locomotive a steam whistle operated electrically, Figs. 13
to 15, for the purpose of calling the drivers attention to the use of the com-
munication; and in order that the engine may not be encumbered with a battery
I so arrange the connections in the guards van, Fig. 16, that the battery shall be
kept there, the connection between the guards van and the engine being with
the whistle apparatus only in circuit with the battery.
And for the purpose of releasing the parts when locked by usage I employ a
modification of the guards, or carriage-door key, Figs. 11, and 11", by hollowing
out to a certain form and depth that portion of the key which is required to
unlock the carriage doors, &c.
Figures 1 to 16 illustrate the parts and means which, in principle, I adopt
for the purpose of effecting these improvements.
Figures 1 to 4 shew in detail the parts forming the coupling, a is a rectangular
plate the configuration of which is such as to admit of the similar part of the
opposite portion of the coupling dovetailing or fitting into it. Each of these
plates has a portion b cut away for the reception of the corresponding projection
on that piece with which it is required to connect, so that the one part may
securely dovetail and fit into the other; and to insure a satisfactory surface con-
tact between the parts I split each projecting bar as shewn at f in Figs. 1 and 2.
Two plates, as represented in a form one portion of a coupling.
These are
insulated one from the other by a block of ebonite D as shown in Fig. 3, the two
wires E E required to form the electrical communication being attached one
to each piece of metal. The ebonite block thus fitted I enclose in an iron hood G,
in form and arrangement similar to that employed for the automatic vacuum
brake coupling, in such a manner that the projecting portions of each of the
internal parts cc shall, when the coupling is put together, accurately enter
the recesses cut in the corresponding parts for their reception. To this iron
hood G, I attach a tube H, such as is used for the vacuum brake but smaller,
for the protection of the wires. The other end of this tube I attach to a suitable
receptacle affixed to the vehicle, to which the two wires from the coupling are
attached, and to which are also attached the wires forming the electrical com-
munication through the vehicle.
The commutator operated by the cord, chain, or other means, as indicated in

page_text: Letters Patent granted to me under Specification No. 12,230 A.D. 1897, where
required to be operated in one direction only, is that represented in plan by
Fig. 5, and as viewed vertically by Fig. 6. A is a base plate having pillars or
guide pieces B. C is a rod of metal passing through slots provided in the guide
pieces B, but which, under the influence of the helical spring D) is normally
maintained in the position indicated in the figure. E is a block of metal fixed
to C so as to move with it. At e' this block is provided with a projecting inclined
plane terminating in a step or catch piece e the purpose of which is that when
the rod C is moved by pulling the cord F in the direction of the arrow, the
inclined plane shall lift the lever G, which is centred at gl, and which, under
the influence of the spring s, is normally in the position shewn in the figure, so
as to cause it, at its opposite end, to form contact with the insulated spring i
thereby closing the electrical circuit and further to lock C in the position into
which it has been pulled until released by the official in charge of the train.
To this end G, on the inclined plane passing beyond it, falls into the step e¹¹.
This does not release the contact formed between the opposite end of lever G and
the spring i, but prevents the block E returning to its normal position. The
rod C is maintained in the position in which it has been placed by pulling the
cord F, until G is lifted out of the step-piece ell.
To the lever G is attached a stiff pin P, Figs. 5 and 6, and, working on a
centre, Fig. 6, is a slotted lever Q, surmounted with a block of metal recessed
to receive the end of a carriage key, but having in the centre of the recess a pin
of metal r.
On a suitable key being inserted in this recess, and the lever being
turned to the left as viewed in the figs.. G will be tilted up, and the spring D
will be free to push the block E back into the position shewn. On releasing Q
from the influence of the key the lever G, under the influence of the spring s,
will return to its normal position as represented in Fig. 6, and the circuit spring i
being no longer pressed down by it, the electric circuit will be broken.
The
To the end of C opposite that to which the cord for operating it is attached
I affix a chain or flexible cord. This chain passes over a flanged sheave, or
roller guide, to a semaphore arm, Fig. 9, fixed on the outside of the vehicle.
This semaphore arm is centred at and the chain is attached at "
semaphore arm is weighted so that its tendency is to fall into the dependent
position when allowed to do so by the chain. On falling, the arm, which is
pierced at 7, engages with two springs m, fixed to the inside walls of the hood I
of the semaphore arm, by which means the arm is retained within the hood as
shewn by the dotted position, Fig. 9, which has the lower portion of the hood
broken away. The upper portion I' of this hood is removable so as to afford
access for the attachment of the chain and for purposes of inspection.
Fig. 10 is a perspective front view of this hood.
Now in explanation of the action of this part:-On the cord F. Figs. 5 and 6,
being pulled in the direction of the arrow, G is raised, the rod C is locked in the
position to which it has been brought forward, the spring i forms contact with G,
and the circuit of which they form the connecting points is closed and the alarm
apparatus in the guards vans, &c., brought into operation. At the same time
as C is carried forward the arm H is raised, thereby indicating the commutator
which has been operated. On the guard applying the releasing key to Q the
lever G is, by operation of the pin 1', raised; C resumes its normal position; the
semaphore arm falls; and on the key being withdrawn from Q, G also resumes
its position of rest; the spring i is released, and the connection by which the
alarm was raised is again broken.
Figs. 7 and 8 represent a commutator designed to admit of the cord being
operated in either direction. A is the base plate on which is mounted pillars B
for carrying a shaft C. On this shaft is mounted two pulleys D D each of
similar diameter to be operated by the cord or chain attached to them together
with a smaller pulley D, Fig. 8, for operating the semaphore arm as explained

page_text: when dealing with Figs. 5, 6 and 9. To the pulleys D and D" is attached the
cord, or chain, forming the means of raising the alarm, so that on the cord being
pulled it shall revolve the pulley to which it is attached until it reaches a given
umit.
The pulleys D and D" are free to travel on the shaft C. The centre flange D',
as also the small pulley is fixed upon and moves with the shaft C. Wound
upon the shaft C is a spiral spring P having one end fixed to the plate A and
the other to the shaft.
is a stop piece attached to 1) which, when the pulley is moved around by
pulling the cord in the direction of the arrow, engages with a shoulder piece y
attached to the shaft C.
D" is similarly provided with a catch piece which engages with a shoulder
piece attached to the opposite end of C.
The object of this arrangement is to obtain independent movement on the
part of the two pulleys DD". Each is required to move with it the centre
nange D and the small pulley D and to wind up the spring P. Thus, on the
cord being pulled, D and will be revolved, but D will, under the influence
of the brake spring T, which is made to impinge upon the edges of the flanges
of D and D, remain stationary. And on being pulled, D and D, will
revolve in the same direction. In doing so the stop piece will have engaged
with У and revolved the shaft which will carry with it the centre flange
wind up the spiral spring P.
and
Attached to the shaft C is a metal extension piece E, shewn in plan in Fig. 8,
and dotted in Fig. 7. Mounted upon the plate A is a pillar H, and affixed to it
are two insulated springs i. Un the shaft C being revolved, as in the case
when either cord is pulled, the metal projection E will revolve with it until
it reaches and passes between the springs, thereby completing the electrical
circuit connected with these springs.
On the pillar H is fixed a lever centred at 2 which, under the influence of
a spring s, is maintained pressed against the centre Hange D. This centre
flange is pierced at 20 to receive a pin ƒ fixed to the end of the lever G, when
in a proper position to do so.
To G is fixed a block of metal forming a key socket, recessed as shewn at r,
the recessed portion is provided with a central pin r the object of which will
be explained later on. On a suitable key being inserted in this key socket it
will be capable of turning the lever G so as to lift the pin f out of the hole w
in the centre flange D', when D' being set free will, under the influence of the
spiral spring P', resume its normal position.
Figure 7 shews this part in its normal position-i.e.: with the electrical circuit
broken, and Fig. 8 shews it with the circuit made.
Assuming now for the purpose of illustrating the action of this part that
the cord is pulled on either side in the direction of the arrow the pulley to which
it is attached will revolve until the hole pierced in the centre flange at w arrives
at that position when the stud f on the lever G enters it and locks it in that
position. At the same time the projection E attached to C has passed round
until it has engaged with the circuit springs ii and thereby closed the electrical
circuit. The instrument is therefore locked, the semaphore arm is raised, and
the electric current is in operation through the springs and will
remain so until G has been released from the flange D. This is effected as
with Fig. 6 by the insertion of the guards carriage key at r and turning the
lever G back from its engagement with D₁ at w. Thereon the spiral spring P
causes the pulley to revolve in the opposite direction to that in which it was
operated when pulled by F. The contact springs are again disconnected, the
semaphore arm lowered, and all the parts of the commutator are again in their
normal position.
The key which I employ for releasing the communication when, having been

page_text: used, it has become locked, is a modification of the ordinary railway carriage-
door key.
Fig. 11 is an illustration of the key and Fig. 11ª is a cross section of the same
at c, d. In order to render it specially suitable for the purpose, and to avoid the
replacement of the commutator by an ordinary carriage key, I bore or cut out
a portion of the shaft as shewn by the dotted lines in Fig. 11, and at 6 in Fig. 11",
to correspond with the provision made for its use at r Figs. 5 to 8.
With a view to obviate any improper use of the commutator I, in either case,
protect the working parts by a metal cover, and I employ for fixing this cover
a screw provided with a head capable of being operated by the carriage key
modified as indicated.
Fig. 12 illustrates a means for preventing the cord, after having been pulled,
being pushed through the tube into another compartment A, B, shew in section
the termination of the tubes on either side of the portion of [C] the cord, chain,
&c., exposed for the use of the passenger. D is a spring fixed to the tube at
but free at its other end. Its purpose is to exercise such friction upon the
cord, &c., that, while admitting of its operation by being pulled, it cannot be
pushed back through the tube.
Fig. 13 shows in front elevation the means for actuating the alarm
steam whistle on the engine either by means
of an
electrical current
or by means of the ordinary mechanical communication cord. A A
are electro-magnets wound to a given resistance, B B is a double arma-
ture free to move on a spindle C. Fixed to, and carried by the armature B B
is an arm b terminating in a friction wheel b. Rigidly fixed to the spindle C
is a lever D having a projecting pin which engages with a locking hook E.
This locking hook E, which is centred at F, has an extension piece o near its
centre and, at the opposite end, is terminated by an inclined plane. A lever G
also centred at F has a projecting pin g. To this lever G is connected, when in
use, the ordinary communication cord K. is a spiral spring one end of which
is attached to the frame of the instrument and the other to the lever D). Its
tendency is to move D in the direction of the stop pin du. Thus on the
cord K being pulled the projecting pin g is forced down upon the projection e,
the locking lever is lifted free of the pin and the spring pulls D over
to C is the spindle of the whistle, and in being revolved by the movement
of D the valve is opened and the whistle sounded.
Fig. 14 is a side elevation of the apparatus from which the electro-magnets
are omitted. C is the spindle worked by the lever D terminating at one end
in a cross bar H and at the other end in a handle or lever I on the face of the
apparatus. Jis the spindle of steam whistle terminating in the forked con-
nection H represented in cross section by Fig. 15. On an electrical current
passing through the electro-magnets A A the armature B B is attracted and the
friction wheel 1 presses against the inclined plane of and raises the locking
hook E, the lever D working the spindle C is thereby released and, under the
influence of the spiral spring d', moves into a position shewn by the dotted lines, the
movement being limited by the stop pin the motion of the spindle C trans-
mitted through the connecting arrangement H to the spindle of steam whistle,
opens the whistle and the alarm continues until the spindle C and lever D are
turned back by the handle I on the face of the apparatus. The lever 1 is locked
in its normal position by the hook E falling on to the projecting pin d.
Fig. 16 represents diagrammatically the arrangement adopted by me to avoid
placing an electric battery on the locomotive L. The system of communication
is that known as the "parallel" or balanced current" system. The guards
van V is provided with an additional coupling a especially applicable to the
locomotive communication. The ordinary coupling being that shewn at b. A
special battery C, similar to that employed generally throughout the train is
connected as shewn in the figure between the + and main but having, by means
-

page_text: of the special engine coupling, the instrument d for operating the locomotive
whistle, intermediate.
-
Now on the + and main being connected by the action of the commutator
as previously explained the balance established between the several batteries
in the train will be destroyed, and they will all form circuit through the com-
mutator which has been brought into action. The current from c will accord-
ingly flow through the instrument d on the locomotive, and open the whistle as
explained under Figures 13 to 15 inclusive.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:-
First. A coupling for connecting the wires forming an electric communication
in railway trains composed of two pieces of metal recessed and arranged sub-
stantially as described under, and illustrated by Figs. 1, 2, and 3.
Second. The combination of the parts claimed under Claim 1, with the iron hood
as described and illustrated under Figs. 1, 2, 3 and 4.
Third. Commutators for closing or opening the electric circuit substantially
as illustrated and described under Figs. 5, 6, 7, and 8.
Fourth. A semaphore arm indicator operated by the parts under Claim 3,
substantially as set forth under the text referring to Figs. 5 and 6, and as illus-
trated and explained under Figs. and 10.
Fifth. A releasing key and parts in connection therewith for the purpose of
unlocking the commutator in order to reset it for further use, or to unlock the
case of the commutator, substantially as described and set forth under Figs. 11
and 11.
Sixth. The use of a friction piece within the tubing traversed by the cord-
Specification 12,230, 1897-substantially as set forth and illustrated under
Fig. 12.
Seventh. The means of operating the whistle on the locomotive, electrically,
substantially as explained and illustrated under Figs. 13, 14 and 15.
Eighth. The arrangement of the circuit connections substantially as explained
and illustrated under Fig. 16.
Dated this 21st day of August 1899.
WILLIAM EDWARD LANGDON.