Improved Means for Preventing Collision between Railway Trains.
Year: 1896

page_text: Date of Application, 20th Mar., 1896-Accepted, 20th Mar., 1897
COMPLETE SPECIFICATION.
Improved Means for Preventing Collision between Railway Trains.
We, HEINRICH RAKOW, of Stargard in Pomerania, Kingdom of Prussia,
Germany, Station Master, and JOHANNES STOCKER, of 9 Mühl Lane, Stargard,
aforesaid, 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 :-
The object of this invention is improved means, arranged in connection with the
rails, whereby the collision of two trains running towards each other on the same
line is absolutely prevented.
Now according to this invention it is rendered impossible to wrongly displace a
railway switch, when already rightly or correctly placed for the arrival of a train,
before the tail-carriage carrying a portion of the invention has passed the marking
signal of the switch, and before said switch has been unlocked or freed by the
working of a contrivance arranged at the left side of the line.
In the accompanying drawings the invention is represented as follows:-
Figure 1, shews the arrangement of the various parts employed between two
stations.
Figure 2, shews engine attachment and the electrical transmitter.
Figure 3, is a side view of Figure 2, shewing the working device for the
Carpenter-brake.
Figures 4, 5 and 6, represent the arrangement for the tail-carriage of a train;
Figure 4, being a side view, Figure 5, a plan, and Figure 6, looking from
line x-x of Figure 4.
Figure 7, shews the contrivance illustrated in the last named figures applied to
the tail-carriage of a train.
Figures 8 and 9, represent a plan and side view of the device for locking and
unlocking a railway switch.
Figures 10 to 18 shew details.
In immediate proximity to each station, on both sides thereof, outside the railway
line (the side of the line depending upon the direction in which the trains move),
there is arranged a contact such as is represented in Figures 12 to 14. This
contact device is worked by means of an appliance placed in its immediate
proximity (Figures 10 and 11) in such a manner, that the spindle a is brought into
communication with the turnable-lever c by a double-armed lever b, provided with
pins to engage in holes in said lever c.
The contact is composed of a sweeping ring on which the lever c formed of
conducting material sweeps by means of the contact piece c¹ which is fastened to it
and only the one contact piece is in direct connection with the lever c whilst the
opposite arranged contact piece is insulated; the situation of the breaks in the said
ring being such, that the circuit is closed whenever the lever is swung to the right
or left.
Upon spindle a (Figures 10 and 11) which turns freely in the angle iron
bearings d, is a lever arm which is held in an upright or vertical position by
means of two springs e and allowed to oscillate to a certain extent to the right and
to the left.
Whenever this sweeping lever f is swung to the right or left, by
a device

page_text: hereinafter described, the said lever c has thereby a corresponding movement
imparted to it, the effect.of which is to close the circuit.
The contact, Figures 12 to 14, is connected by means of an electric conductor
with an apparatus g which is placed in front of each station on the other side of
the direction of travelling (that is on the opposite side of the contact), and, upon
the circuit being closed the electro-magnet e Figure 16, arranged in the apparatus
is excited and in consequence attracts the armature c. Said "armature is formed
at its free end as a ratchet pawl, which, when the electro-magnet e is not excite.l
arrests the two-tooth wheel c this wheel being in cominunication with a wheel-work
that is influenced by a weight or spring.
If now the electro-magnet e is excited by the closing of the circuit and the
arinature be in consequence attracted, the wheel c is released and rotates. As
however the closing of the current which is brought about by the deflection of
of the double lever 6 which is connected with the sliding lever only lasts a
proportionately short time the electro-magnet e sets the armature e free again,
which hereupon slides with its ratchet pawl on the edge of the wheel c until the
wheel e, and with it, the eccentric has made a half rotation whereupon
the eccentric is stopped by the detent engaging, the next of the two teeth of the
wheel The half rotation of the eccentric.h effects a sideward deflection of the
rod which is movably seated around the fixed pivot i.
is
By this movement of the rod è a pin or peg inserted in a guiding frame
compelled to move in a horizontal direction, said pin being connected. with rol k
by means of the piece A.
The device, by which the electric circuit may be closed, and pin caused to
move out of its place, is arranged at the axle guard at the left hand side of the
hind wheels of the tail-carriage of the train. It is applied to this carriage in such
a manner, that it can be easily removed, and without much difficulty, be attached
to another carriage in a comparatively short space of time.
Said device consists chiefly of a semi-circular arc m, which may be attached to
the various axle guards at present in use on railway carriages. But in order to
render it possible to adjust said are m at different levels, one of its ends turns
freely on a pin n, whilst the other part of this are can be fixed according to the
construction of the axle guard, in the desired position by means of rod o', the
bottom part of which forms a furk, and engages by a pin in the holes o, said rod o
being provided with external threads is screwed in an internal threaded sleeve o²,
which is arranged' to slide along a slotted rail o'.
The whole device is mounted upon the axle guard by means of two hinged
coupling plates and n; plate n is attached to the are m by pin n, whilst pin n' is
fixed to rail o and joins this rail with the plate n. The distance between are m
and the rails, agrees with the distance established between the lever arm and
the rails.
In case it should be necessary to attach this device to another axle guard,
screws are simply unscrewed and the whole device may then be taken off, and
after carefully adjusting are m, it may be attached to any other axle. guard. by
means of the said' screws n'.
At the front part of the engine is fixed a rod p which is free to rotate round its
axis, the end portions of said rod are bent down at right angles.
In the middle of rod p is mounted a lever p' arranged at an angle, and connected
by means of chains or wires p' with the tap of a Carpenter-brake in such a manner,
that in case rod p is only caused to turn round its axis, the train will instantly be
stopped.
The rotation of rod p is only caused, when the projecting piu strikes one of its
bent ends, thus transmitting the movement of these ends to the stopping brake.
If therefore the train starts from station A (Figure 1) upon the line C in the
direction indicated by arrow a, are m (Figure 7) attached to the guard of the hind
axle-tree of the tail-carriage causes the sliding lever f to be touched and reversed;
the latter being in connection with the contact arrangement at the left hand side

page_text: of, and outside the line. The electric circuit, which was open, is now closed and
the current by passing through the conducting wire causes pin in the apparatus
i
of station B to move out of its place towards the line.
If now another train should start on the same line from station B, the bent end
of red p at the right side of the engine, would strike on pin l, which has already
been caused to project towards the train and through the forced rotation of rod p
the tap or cock of the Carpenter-brake is at once opened by means of the
lever p and chains p³, thus the train, which was about to start from station B to
meet that coming from A is immediately and automatically stopped.
On the other hand, if no train from station B is to run on the same line, in the
direction opposite to that of the train leaving station A, the projecting pin at
this station B is caused to return by means of the signal-operating device, signalling
that the line is free, this arrangement is also connected with the conducting wire
and apparatus g. Thus the train coming from station A can enter station B
without being hindered in any way. For this purpose the contact illustrated in
Figures 12 to 14 can likewise be applied as the same is directly connected with
the arm (Figure 16) by means of which the distant signal is given. If the
signal-arm which may be connected with the lever c of the contact (Figures 12
to 14) is in the horizontal position the current is interrupted. On the other hand
if the arm be brought into the opposite oblique position or in that represented in
Figure 16 by means of a winding arrangement the circuit is completed the electro-
magnet is excited and the wheel c as well as the eccentric connected there with
undergoes a half turn whereby the pin I is again returned to its original position.
The oblique position of the arm e indicates that the train may enter the station.
Figure 19 shews diagrammatically the electrical connections of the contact-
switch e with the electro-magnet e² and a contact on the semaphore arm c. In
the normal position of the contact c, the wires 2 and 3 are connected and the wires I
and 2 disconnected, the circuit ay being broken at 12 and the circuit a' y broken
at the contact cº.
When the arm fis deflected by a passing train the wires 12 of the contact are
connected and the circuit a y through the magnet is completed so as to release
the eccentrich and set the pin . When the signal-arm is lowered the
circuity is made at e and the magnet is again energised to release the
eccentric and withdraw the pin l.
In the same manner, similar proceedings would take place, if the train starting
from B is first to close the electric circuit, thus causing pin / at station A to move
out of its place and project towards the rails, the collision of the two trains on the
same line is therefore absolutely prevented.
For goods-trains it is advisable to connect the lever pl on rod p with the steam-
whistle, in such a manner that in case pin / projects outwards and therefore causes
rod to rotate, the steam-whistle will give the warning signal.
It may also be rendered possible, that through the rotation of rod p, the regulator
and the brake of a goods-train are simultaneously caused to be closed, the latter
consisting of a counter-balanced reversing lever. For this purpose the rod p should
be arranged beneath the stand reserved for the driver of a goods-train.
When the train is passing a switch which has been previously adjusted and then
locked the are arrangement at the tail-carriage autoinatically causes said switch
to be unlocked. For this purpose, the sleepers are provided, slightly below the
bottom edge of the rails, with cross rods q and 7 and and which are free to
turn in suitable guides q². These bars carry at one end, lever arms s and s', which
are connected to one another by wires t and t' respectively. Beyond this, on each
of these rods a tappet u is arranged in such a manuer that when the tappet on g
goes up vertically the tappet on g is also carried or directed vertically upwards.
The tappets on the rods g and glas well as those on the rods r and r¹ thus correspond
nevertheless in such a way that if the tappets on g and g' are directed upward the
tappets on and will be in a horizontal position.
After the proper adjustment of a switch a turning of the rods q g'or of the

page_text: rods is effected by means of a pall from the wire through the double-armed
lever or a whereby the corresponding tappets u are moved upward and lock the
tongue of the switch which is in contact with the rail so that any unauthorised
displacing of the switch is rendered impossible.
For the purpose of unlocking the switch by means of are m, a sliding lever v
corresponding to the lever fis mounted upon each of the bars 9 and r, at a suitable
distance from the line and at the left hand side (of the direction of the train).
This lever or arm takes an upright or vertical position in case the switch is
locked and is forced down by are m, when the train passes thereby simultaneously
unlocking the switch.
The arrangement shewn in Figure 15 has been provided for the purpose of warning
the person who is attending to the train-shunting and signalling operation so that he
shall lock the points (or switch) in position before setting the corresponding signal.
The wire , by means of which this locking can be effected, is conducted round
a dise (Figure 15), beside which is, moreover, arranged another disc which serves
for the operation of the signals. The lever-arm w is rigidly connected with the
dise which serves for operating the locking-device and by means of a sliding
piece te is detachably connected with the signal-operating dise.
Hence it follows that a signal cannot be worked by means of the crank-handle
secured to the signalling dise until after the sliding piece w has been shifted out
of engagement with the recess (or notch) w, provided in said signalling dise.
Whilst, therefore, the slide we remains embedded in the notch e, the attendant
knows that the switch has not yet been locked in position, and that he must effect
the locking of it by means of the lever w, before he is at liberty to make the
requisite signal. To lock the point, the disc has to be turned by means of the
said lever w, connected with such disc, when the wire t2, which is wound upon
the dise, will turn round the lever s or s¹, as the case may be, so that the tappets u,
arranged upon the rods g g or rr, come to take up their positions against the
tongues (or sliding rails) of the corresponding points.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is:
Firstly. The herein described mechanism for the purpose set forth, characterized,
that by the arrangement attached to the tail-carriage of the train the electric
circuit established on one side of the line, is closed, and the unlocking of the
switches is effected, and that by the action of closing the electric circuit, the
current passes through a conducting wire to an apparatus g arranged on the other
side of the line, where a pin is caused to move out of its place and project towards
the rails in order to render it impossible for the collision of two trains upon the
same line, further by an arrangement, through which the engine of the train starting
after another one in the opposite direction from two neighbouring stations is
compelled to strike against a pin of said apparatus whereby the Carpenter-brake of
this engine is set in action and the train immediately and automatically stopped.
Secondly. In mechanism as herein set forth the device for the closing of the
electric circuit, and the automatical unlocking of the switch, consisting of an arc m
attached to and easily removable from the axle-guard of a railway carriage which
arc m is free to turn upon pin n arranged at one of its extremities, whilst the other
part of the arc is made adjustable according to the various construction of axle
guards in use at the present time, by means of a screw threaded rod o' provided
with a sleeve guided in the slot of rail o, and adjustable in holes o of the are m,
the fastening of which to the axle-guard is effected by means of two plates n
and n³.
Thirdly. In mechanism as herein set forth, the arrangement at the front part of
the engine, consisting of a rod p bent at right angles at both ends, an angled
lever p, and a chain p to cause the Carpenter-brake to be put into action when
one of the bent ends of rod p strikes the projecting pin causing in the case of

page_text: goods-trains the sounding of the steam-whistle and the shutting of the regulator-
and also causing the brake to be put into action.
Fourthly. In mechanism as herein set forth the apparatus which through the
aid of an eccentric h, causes the rod k to turn upon a stationary pivot and move.
pin out of its place.
Fifthly. In mechanism as herein set forth, the closing of the electric circuit in.
contact caused by means of lever arm f, lever 6 and a turnable lever c of
contact c.
Sixthly. In mechanism as herein set forth, the cross rods q and q' and r and r',.
which carry at one end levers s and s and provided with tappets u for the purpose
of pressing the tongue of the switch against the rails, by pulling wire t in the
direction of 2, thus causing the locking of the switch; further the sliding lever
which is mounted upon each of the rods q and r and taking an upright or vertical
position in case the switch is locked and is laid down or reversed by arc m of the
tail-carriage whereby the switch is automatically unlocked or freed.
Seventhly. In mechanism as herein set forth, for the purpose of preventing
signalling before the switch has been locked, a disc arranged near the working
device of the signalling arrangement which disc is firmly connected with a lever w,
and upon said disc is a wire t by which the locking of the switch can be effected,.
said lever w being connected with a sliding piece w which engages in a recess w³
of the disc and works said signalling arrangement so as to prevent the signals from.
being given before the switch has been locked; by which arrangement the
signalling is rendered possible only, when the sliding piece w' disengages from.
recess w
Dated the 20th day of March 1896
W. D. ROWLINGSON,
7 Quality Court, Chancery Lane, London, W.C.,
Agent for the Applicants.