Improved Train Signalling Apparatus.
Year: 1892

page_text: Date of Application, 30th July, 1892
Complete Specification Left. 25th Oct., 1892-Accepted, 3rd Dec., 1892
PROVISIONAL SPECIFICATION.
Improved Train Signalling Apparatus.
I, JOHN WILLIAM MAYCOCK of 85, Bridge Road, Stratford, London, E.,
Electrical Engineer, do hereby declare the nature of this invention to be as
follows:-
This invention relates to improved railway signalling apparatus, more particularly
intended for use in foggy weather, whereby direct communication may be established
between the signalman and the engine driver for the purpose of enabling the train
to be retarded or information as to the state of the line to be conveyed by com-
munication from the signal cabin after a stopping signal has been given.
The invention consists in the conjoint employment of a mechanically-operated
bridge piece or treadle disposed upon the track adapted to be raised into position
to actuate a visible or audible signal on the engine and of a series of electrical
contacts arranged at intervals along the track and connected together and to
signalling apparatus in the cabin, so that the circuit may be completed at any one
of them by corresponding contacts connected with signalling mechanism mounted
on the engine in position to be brought into electrical connection therewith when
the train has been stopped by the first mentioned signal in order that the driver
may receive and acknowledge an order to proceed.
The mechanically-operated stopping signal consists of a treadle with a double
inclined or curved face raised into operative position by a parallel motion lever
mechanism and when so raised acting on a friction roller carried at the lower end
of a vertical sliding rod mounted on the engine and connected by levers with the
audible or visible signal thereon.
Each of the electrical contact sections comprises three parallel insulated metallic
strips arranged along the inside of the track, said strips being let in flush with their
support and exposed upon the vertical face only, so as to be protected, whilst the
corresponding triple contacts mounted beneath the engine are duplicated and
project one towards opposite sides to provide for the engine running either end
foremost, both sets of contacts being connected with the same bell or other signal
and carried by sliding arms connected with the opposite ends of a lever, so as to be
thrust outwards simultaneously, in order that one or other may make connection
with the adjacent contact section.
Dand his 20th dive of t.... 100
J. W. MAYCOCK,
By A. M. & Wm. Clark,
53, Chancery Lane, London, Chartered Patent Agents.
COMPLETE SPECIFICATION.
Improved Train Signalling Apparatus.
I, JOHN WILLIAM MAYCOCK, of $5, Bridge Road, Stratford, London, E.,
Electrical Engineer, do hereby declare the nature of this invention and in what
O manner the same is to be performed, to be particularly described and ascertained
in and by the following statement:-
This invention relates to improved railway signalling apparatus, more particularly
intended for use in foggy weather, whereby direct communication may be established
between a signalman and engine driver for the purpose of enabling a train to be
5 restarted or information as to the state of the line to be conveyed by communication
Pins81

page_text: from the signal cabin after a stopping signal has been given and obeyed at a
distance from such cabin.
The invention consists in the conjoint employment of a treadle worked from the
signal cabin and adapted to be raised into position to actuate a visible or audible
stopping signal on the engine, electrical circuit-closing contacts and signalling or
communicating mechanism beneath the engine, and of sets of electrical contacts
arranged at intervals along the track in connection with signalling apparatus in the
cabin, so that the train may be stopped opposite to one or other pair of the said
contacts and the circuit be completed thereat, in order that the driver may receive
and acknowledge a signal or order to proceed.
Each of the electrical contact sections comprises parallel insulated metallic strips
arranged between the rails, said strips being let in flush with their support and
exposed upon the vertical face only, so as not to be liable to be accidentally fouled
or short-circuited, whilst the corresponding contacts mounted beneath the engine
may be duplicated and project towards opposite sides to provide for the engine
running either end foremost, both sets of contacts being connected with the same
electrical signalling or communicating mechanism and carried and so mounted as to
be thrust outwards simultaneously, in order that one or other may make connection
with the adjacent contact section upon the track.
Reference is to be had to the accompanying drawings, forming part of this
Specification, in which
Figure 1 is a side sectional elevation shewing the mechanical signalling and
electrical contact devices mounted on the engine and the treadle mounted alongside
the track.
Figure 2 is a transverse elevation of the said mechanism, shewing a pair of the
electrical contact strips in cross-section.
Figure 3 is a sectional plan of the same, taken just below the foot plate.
Figures 4, 5, and 6, shew details of a modification.
The same letters of reference denote like parts in all the figures.
Referring to Figures 1 to 3, A is a semaphore or other visible signal and B is an
electric bell (worked by a local battery) and both mounted on the engine or tender,
the signal being set to danger and the bell being sounded by the gravity of
mechanical connections a a¹ being permitted to come into operation through the
agency of one or other of two double inclined treadles arranged one alongside each
rail. The treadles are duplicated to provide for the engine running either end
foremost, and are double inclined, to provide for running in either direction along
the line each being composed of two aligned bars c' c² pivoted at their extreme ends
and coupled at their adjacent ends by a link e to a lever arm C' on a cross-shaft C
common to both sets of treadles and worked by the usual lever and rod
connections from the signal cabin whereby the treadles are raised and lowered.
The roller a3 at the lower end of the vertically-sliding rod a³ runs upon one or other
of the said treadles when so raised and thus raises the rod a². The weight of this
rod being thus taken off the lever a¹, the signal is set by the weight of rod a. The
length of the slot by which rod a² is coupled to the pin of lever a is sufficient to
prevent the action of the signal mechanism being affected by the varying height of
the engine due to the play of the engine carrying springs. The bell B is sounded,
say, by a stud a* on lever a² acting on spring contacts to close the circuit of a local
battery. The rod a² is slotted at n and is engaged when in the raised position by a
spring-actuated locking bolt N whereby the rod a is kept raised and the signal A
kept set and the bell B kept ringing until electrical communication is established
between the signal cabin and the engine as hereafter described. D D are duplicate
pairs of electrical contacts respectively mounted upon bars e mounted to slide
transversely of the engine, in guides carried by a bracket E, the two slide bars e
being moved simultaneously in opposite directions by a vertical shaft F and lever
arms G coupled to the bars e by pin and slot connections and the shaft F being
worked by a handing lever H through rod and lever arm The lever arm f
engages by a pin with a slot in the end of the spring bolt N so that when

page_text: electrical communication is established, the bolt N will be retracted and disengaged
from rod a² which will fall and by its weight overcome the rod a, lower the signal,
and break the circuit of bell B. The slot n allows the bolt N to remain in the
retracted position in readiness to be projected by its spring so as to engage in the
slot n of rod a² immediately the latter is raised as above mentioned. The one-
contact d' of each of the two pairs is connected by the wire with the one terminal,
whilst the other contact d' of each pair is connected by a wire with the other
terminal, of an electric bell I mounted on the engine. In each pair the two
contacts are at different heights so as to be adapted, when moved outwards by
the lever mechanism above described, to abut against and make electrical con-
nection with two contact strips mounted one above the other on the side face
of an insulating supporting bar K fixed within the track. The contact strips
are repeated at intervals for at least the distance beyond the treadle within which
a train travelling at speed can be stopped, the length of each pair of contact strips
being such that the engine may be stopped with reasonable certainty in position to
enable contact to be made therewith.
are, for
It must be understood that although the first pair of strips
convenience of illustration, here shewn as opposite to or immediately following the
treadles, they would not occupy that position in practice but would be at some
distance along the track beyond the treadle so as to admit of, say, a slowly-moving
train being brought to a standstill by the time it reaches the first pair of contact
strips.
All the strips of the series would be connected together or with the same
terminal of the instrument in the cabin and similarly with regard to the strips.
They are here shewn as so connected by the wires in the circuit of which is
au electric bell M. This bell is without a make and break whereas the bell I on
the engine has a make and break as usual so that when the circuit is completed
through the mechanism on the engine as above described, the intermission of the
current by the make and break of bell I will cause the hammer of bell M to
vibrate also, whereas if the contacts be short circuited accidentally, or by
being tampered with, the bell M will be struck once only, thus notifying the
signalinan of the fact." P is a switch or key which is normally closed and by which
the circuit may be broken for the purpose of interrupting the sounding of bell!
when communication has been established and so conveying a signal, according to
any predetermined code.
Referring now to Figures 4, 5, and 6, the two contact strips face one
another and are placed towards opposite sides of the track and the contacts d
instead of being duplicated are projected from opposite ends of a lever G working
between the two contact strips. To ensure good contact with both of said strips,
notwithstanding lateral oscillation of the engine, the contacts d¹² are fitted to
slide as pistons in cylindrical guide sockets carried by and insulated from the
ends of the lever and the contacts are pressed outwards by springs d. The same
arrangement of yielding spring-pressed contacts may also be applied to the first
described arrangement.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I declare that what I
claim is-
1st. The combined employment with signalling mechanism on the engine actuated
by a treadle on the track worked from the signal cabin, of electrical circuit closing
mechanism mounted partly on the engine and partly on the track and of signalling
instruments on the engine and in the signal cabin for establishing electrical com-
munication between the signalman and engine driver after the train has been
stopped, substantially as specified.
2nd. In the herein described signalling mechanism, the combination, with the
treadle operated signalling mechanism and with the electrical circuit closing
mechanism on the engine, of the spring locking bolt engaging automatically with

page_text: the first mentioned mechanism and retracted by the last mentioned mechanism so
as to make the release of the former dependent on the latter being put into position
to close the electric circuit to the signal cabin, substantially as specified.
3rd. In the herein described electrical circuit closing mechanism, mounting the
contact strips in a vertical plane and arranging the circuit-closing contacts to be
projected in a horizontal and lateral direction so as to make contact therewith,
substantially as specified.
Dated this 24th day of October 1892.
J. W. MAYCOCK,
By A. M. & Wm. Clark,
53, Chancery Lane, London, Chartered Patent Agents.