An Improved System of Signaling in Railway Trains, and Apparatus therefor.
Year: 1890

page_text: Date of Application, 14th May, 1890
Complete Specification Left, 31st Oct., 1890-Accepted, 13th Dec., 1890
PROVISIONAL SPECIFICATION.
An Improved System of Signaling in Railway Trains, and
Apparatus therefor.
I, CECIL GEORGE OWEN, of Wrexham Lodge, Hilltop Road, West Hampstead, in
the County of London, Engineer, do hereby declare the nature of this invention to be
as follows:-
This invention has reference to an improved system of signaling in railway.
trains between guards and drivers, and between passengers and guards, or passengers,
guards and drivers. It may also be brought into action automatically by the.
breaking or parting of the train.
According to this invention an electric circuit runs through the train from the
engine to the rear van, and in this circuit a current is constantly maintained so
long as it is not desired to send any signal. This current operates on one or more
relays, the function of each of which is to. control a local circuit in which there.
is signaling appliance' such as a bell. When the current is circulating in the
main or train circuit, the local circuit is broken, and when the main or train circuit
(hereinafter called the train circuit) is broken the relay completes the local circuit.
If signals are to be sent to both guard and driver, each must have a relay with.
a local circuit containing a signaling appliance. The current in the train circuit
is supplied, by preference by a battery. It is convenient to divide the battery in
halves and place one on the engine or tender, and the other in the rear van.
To break the train circuit, switches are provided for the guards, the driver, and in
each passenger compartment. Those for the guards and driver are, by preference, so
arranged that they cut out the adjacent local circuit also. The passenger switches are
so constructed that when one of them breaks the train circuit, it sets a bell ringing in
the compartment, the said bell being either electrical or mechanical. The ringing of
this bell indicates the compartment from which the signal was despatched.
The main or train conductors are joined between the carriages by couplings, each:
of which consists of an insulator upon opposite sides of which are fixed two or more
springs, the whole being covered by a movable case or sleeve which protects the
compling springs from dirt or corrosion. When the train circuit is completed by
means of these couplings the insulators and springs of each coupling lie upon each
other, the insulators preventing contact between the two sets of springs and thus
preventing short circuiting.
The passenger's switches may be of various constructions. One suitable con-
struction is as follows:-
:-
To an insulator or switch board is fixed a metallic spring (hereinafter called the
main spring) which is connected (at the end fixed to the insulator or switch board) to
one of the line wires of the train circuit, the opposite end pressing against a metallic
disc fastened to a rod passing through the casing and to which rod a knob or handle
is fixed outside the casing for the purpose of operating the switch.
Above the main spring and the disc, and upon the insulator or switch board is
fixed a spring catch or detent which retains the disc in position after it has been
pulled out against the tension of the main spring and this spring catch, or detent can
only be moved and the main-spring released by means of a specially constructed key
passed through the casing which encloses the parts.
Between the spring catch and the main-spring and upon the insulator or switch
board and in a line with the disc or rod, is fixed a stud or pin to which is fixed the
continuation of the line wire of the train circuit. When the switch is closed this
pin is retained in contact with the disc and completes that part of the train circuit in
which the switch is placed.
The return conductor does not pass through the switch.

page_text: When the switch is used in conjunction with an electrical bell, to indicate the
compartment from which the signal was sent, which bell I call an indicator bell, the
spring catch or detent is connected to one end and the main spring to the opposite
end of the indicator bell circuit and the spring catch or detent is insulated from the
disc by means of a small piece of non-conducting material fixed to the spring catch or
detent or to the metallic disc in such a manner that the circuit of the indicator bell
circuit cannot be completed until the catch is in a position to hold the disc in the
break contact position. The indicator bell is operated by a local battery.
When the switch is used in conjunction with a mechanical bell indicator, the
spring catch is converted into a lever which rests at one end upon the metal disc
while the opposite end projects through the insulator or switch board and acts
against a wheel connected with the mechanism of the mechanical bell indicator.
This wheel is formed with a cam or stop which allows the wheel to be moved in
one direction, but which prevents the wheel moving in the opposite direction more
than one revolution by coming in contact with the before mentioned lever.
This cam or stop wheel is so connected to the wheel train of the mechanical bell
indicator, that it makes one complete revolution whilst the mechanism is being
completely wound up or as it runs down, the object being to prevent the switch
being replaced and the train circuit being thereby re-established until the bell
mechanisin has been completely wound up.
The system works as follows:-
When an official at either end of the train wishes to signal to the other end he has
simply to break the train circuit with the switch which is so arranged as at the
moment the train circuit is broken, to also cut out the relay and alarin bell circuit
in the vehicle in which the operator is situated.
When a passenger wishes to give an alarm he pulls out the handle of a switch and
thereby simultaneously breaks the train circuit and completes the indicator bell
circuit, or starts the bell mechanism, when the mechanical bell indicator is used.
The alarm bells and electrical indicator bell will continue to ring until the switch
is replaced, which can only be accomplished by an official who possesses the key of
the switch.
When the mechanical indicator bells are used, a switch cannot be replaced and
the ringing of the corresponding alarm bell stopped, until the mechanism of the
indicator bell is completely wound up.
If the train should part at any point it is evident that the couplings will become
disconnected and an alarm will be given at both ends of the train immediately.
In order that it may be always known when the batteries are running down and
the train circuit becoming weak, I prefer to keep the resistance of the train circuit
slightly greater than the resistance of the alarm bell circuit so that when the batteries
have run down to such an extent that the current no longer energises the relay, the
relay will immediately switch the current on to the bell circuit and the resistance of
that circuit being less than the resistance of the train circuit the alarm bells will ring
at both ends of the train and thus shew that the system is not in working order.
CECIL GEO. OWEN.
W. Lloyd Wise,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.
COMPLETE SPECIFICATION.
An Improved System of Signaling in Railway Trains, and
Apparatus therefor.
I, CECIL GEORGE OWEN, of Wrexham Lodge, Hilltop Road, West Hampstead, in
the County of London, Engineer, 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 reference to an improved system of signaling in railway trains

page_text: between guards and drivers, and between passengers and guards, or passengers, guards
and drivers. It may also be brought into action automatically by the breaking or
parting of the train.
According to this invention an electric circuit runs through the train from the
engine to the rear van, and in this circuit a current is constantly maintained so long
as it is not desired to send any signal. This current operates on one or more relays,
the function of which or of each of which is to control a local circuit in which there is
a signaling appliance such as a bell. When the current is circulating in the main or
train circuit, the local circuit is broken, and when the main or train circuit (herein-
after called the train circuit) is broken the relay completes the local circuit. If
signals are to be sent to both guard and driver each must have a relay with a local
circuit containing a signaling appliance. The current in the train circuit is supplied,
by preference, by a battery. It is convenient to divide the battery or in other words
to place a battery on the engine or tender, and another in the rear van, so that they
shall co-operate.
To break the train circuit, switches are provided for the guards, the driver, and in
each passenger compartment. Those for the guards and driver are, by preference, so
arranged that they cut out the adjacent local circuit also. The passenger switches
are so constructed that when one of them breaks the train circuit, it also sets a bell
ringing in the compartment, the said bell being either electrical or mechanical. The
ringing of this bell indicates the compartment from which the signal was despatched.
The return conductor does not pass through the passenger switches.
The main or train conductors are joined between the carriages by couplings..
In the accompanying drawings,
Fig. 1 is a diagrammatic view illustrating a railway train fitted with signaling
apparatus according to this invention.
Fig. 2 is a similar view to Fig. 1 illustrating a modified arrangement of circuit for
the indicator bells.
Fig. 3 shows partly in central section and partly in elevation, one of the passenger
switches suitable for use with an electric indicator bell.
Fig. 4 is a sectional plan thereof on the line a b Fig. 3; and
Fig. 4 is a front elevation.
Fig. 5 is an end view partly in section; and
Fig. 6 a face view partly in section on the line c d Fig. 5, of a passenger switch
and a mechanical indicator bell for use therewith.
Fig. 7 is a side elevation partly in section ; and
Fig. 8 a cross section of a coupling suitable for connecting together the main or
train conductors between two vehicles.
Fig. 9 is an elevation of part of the coupling.
1. represents the engine, 2 the rear van; 3, 3 are intermediate carriages: 4, 4* the
main or train conductors extending throughont the length of the train and in
electrical connection with electric batteries 5, 5, on the engine and rear van
respectively. Through these conductors of which 4* constitutes the return conductor,
an electric current is constantly maintained so long as it is not desired to send any
signal, the train circuit being normally completed through switches 6, 6 on the said
engine and rear van,, by passenger switches 7 on the intermediate vehicles and by
couplings 9 between the vehicles. 10 is an alarm bell on the engine; it is adapted
to be placed in circuit with the battery 5 by conductors 11, switch 12, and spring
armature 13, which together form a local circuit that is broken, when the train circuit
is complete, by means of a relay or electro magnetic device 14 which then attracts the
armature 13 away from a contact piece 15. This relay may be of any suitable con-
struction. In the drawing it is shown as an electro-magnet comprising an iron
core wound with part of the main or train conductor 4, the arrangement being such
that when the train circuit is closed the core will be magnetised and attract the
armature 13 against the action of a spring 16, and thereby open the alarm bell
circuit; and when the train circuit is opened by one of the switches 6 or 7, the core
will be demagnetised and will release the armature 13 which will then, under the

page_text: action of its spring 16, move into a position to make contact with the contact piece 15,
thus closing the alarm bell circuit and causing the alarm bell to sound. 17 is a push
by which the driver of the engine can open the switch 6 and break the train circuit
when he wishes to communicate with the guard in the rear van. This push may be
arranged as in the example shown so that when it opens the switch 6 it will also open
the switch 12 and break the alarm bell circuit of which the switch 12 normally forms
a part so that notwithstanding that the armature 13 will have moved into contact
with the contact piece 15, the alarm bell 10 on the engine will not ring, but only the
alarm bell in the rear van will ring. There is on the rear van an arrangement of
alarm bell, alarm bell circuit, relay, and push, similar to that on the engine.
The passengers' switches 7 may be of various constructions. A suitable con-
struction is shown in Figs. 3 4 and 4" and is as follows:-
18 and 19 are metallic rings or discs insulated from each other by a ring 20 of
insulating material and fixed upon a rod 21 provided with a handle 21" of insulating
material and arranged to work through the casing 21 fixed to the insulator or
switch board 21°. 22 is a spring that normally keeps the switch handle and attached
parts in their inward positions as shown. 23 is a spring catch or detent of, metal
that normally bears against the ring 19, but which will enter a notch 20 in the
ring 20 when the rod 21 and rings are pulled outward, and hold the same in their
outward attitude against the action of the spring 22. This spring catch can be
lifted from the ring 20 and the spring 22 thereby released only by means of a special
key that may be passed through a keyhole 21ª in the casing and act against an
extension 23 of the spring catch. 24 is a metal plate that normally makes contact
with the ring 19 and also serves to take the pressure of the spring catch on this ring.
The spring catch 23 and plate 24 are electrically connected with wires 4 forming
part of the train circuit which is completed through the ring.19 when the switch is
closed.
When the switch is to be used in conjunction with an electrical bell (hereinafter
called an indicator bell) to indicate the compartment from which the signal was sent,
the switch is provided with two spring contacts 25 and 26 that are connected to the
two ends of an indicator bell circuit 27 (Fig. 4). These contacts normally rest
upon the insulating ring 20 so that the circuit of the indicator bell cannot be
completed until the handle is pulled out and the spring catch 23 is in a position to
hold the disc 19 in the "break-contact" position. 29 is the indicator bell, operated
by a local battery 30 in the local circuit 27. There may be one such battery for
each. of the intermediate vehicles 3 as indicated in Fig. 1. Or, according to the
modification shown in Fig. 2, the electric batteries on the engine and rear van may
be utilized for ringing the indicator bells 29 when the passenger switches are opened,
thus dispensing with the need of a local battery on each intermediate vehicle 3.
The indicator bells 29 in this arrangement are arranged in parallel between the
indicator bell circuit wires 27ª, the circuit of each bell being completed when either
of the passenger switches 7 on the vehicle to which the bell is fixed, is operated.
In this modified arrangement additional couplings 9a for the indicator bell wires 27ª
will be needed between the several vehicles or the couplings 9 may be modified to
connect up both the conductors 4, 4* and also the wires 27³.
When the switch is used in conjunction with a mechanical bell indicator. as shown
in Figs. 5 and 6 the spring catch 23 is converted into a lever which rests at one
end upon the metal ring 19 while the opposite end of the lever projects through the
insulator or switch board 21° and normally locks a wheel 31. The insulating ring 20
is formed with a notch 20ª as in Figs. 3, 4 and 4", into which the adjacent end of
the spring catch lever 23 falls when the switch rod 21 is pulled outward. The other
end of the lever 23 then releases the wheel 31 and the connected train of clockwork
gearing 32 which is driven from the spring barrel 33. The end wheel of the train,
when the same is released, causes the hammer 34 to vibrate and sound the bell 35.
36 is a cam wheel geared with the spring spindle 36 so as to make one. rotation
whilst the spring is being completely wound up. This wheel is provided. with a
cam piece 36 arranged as shown so that just before the spring is completely wound

page_text: up, it will act against the spring catch lever 23 and disengage its one end from the
ring 20 and engage its other end with the wheel 31 thus permitting the rod 21 and
rings 18, 19 and 20 to move inward and leaving the switch again ready for use. In
order that the cam wheel may not hold the spring catch lever in this position and
thus prevent the ready release of the bell-mechanism when necessary, the outer end
of the cam piece 36ª terminates in a point or knife edge, and the adjacent end of
the spring catch lever is made inclined and of the form shown in Fig. 6 and in the
detail view Fig. 6 or vice versa. By this arrangement the very slight additional
movement necessary to complete the winding up of the spring after the cam piece.
has disengaged the lever from the ring 20 will be sufficient to cause the cam
piece 36" to pass beyond the end of the lever and leave it free to be operated as
before.
The couplings 9 may be of various constructions. A suitable construction is
shewn in Figs. 7, 8 and 9. Each coupling according to this construction is made in
two main parts of insulating material each comprising a head 37 and two (or more)
recessed prongs or projections (hereinafter called prongs) 38 38* the arrangement
being such that when the two parts are together the prongs of one will lie between
those of the other as shewn in Fig. 8. Each prong carries a spring contact strip 39
fixed at one end, the strips on the two prongs carried by the same head being at all
times insulated from each other. The free end of each strip is bent to form an
enlarged end as shewn at 39 and the fixed end of the strip on the other half coupling
with which it is to make contact, is recessed as at 39" so that when the two half
couplings are pushed together as shewn in Figs. 7 and 8, the enlarged end of each
contact strip will spring into the recess in the corresponding strip on the other half
coupling and will thus hold the two half couplings together, but so nevertheless as
to permit of their being readily drawn apart when necessary. The outer end of each
prong 38 38 is recessed at 38 to accommodate the end 3 of its contact strip
whilst the two halves of the coupling are being pushed together and drawn apart.
The coupling may be provided with a removable case or sleeve to protect the contact
strips from rain and dirt. When the train circuit is completed by means of these
couplings, the two spring contact strips of one half coupling will lie upon or against
the respective strips on the other half coupling, so as to form two sets that are
insulated from each other by the prongs as shewn and thus prevent short circuiting.
Each half coupling may be constructed to carry three or more contact strips.
of the kind referred to, when it is desired to couple three or more conductors.
The system works as follows :-
When an official at either end of the train wishes to signal to the other end he has
simply to break the train circuit 44 with the switch 6 which as already stated is so
arranged as at the moment the train circuit is broken, to also cut out the relay and
alarm bell circuit 11 in the vehicle in which the operator is situated.
When a passenger wishes to give an alarm he pulls out the handle 21ª of a
switch 7 and thereby simultaneously breaks the train circuit 4, 4ª between the
ring 19 and the spring catch 23 and metal plate 24 and completes the indicator bell
circuit 27. or 27 as the case may be, through the spring contacts 25 26 and ring 18,
or starts the bell mechanism when the mechanical bell indicator (Figs. 5 and 6) is
used. The alarm bells 10 and electrical indicator bell 29 will then continue to ring
until the switch is replaced, which can only be accomplished by an official who
possesses the key of the switch.
When the mechanical indicator bells (Figs. 5 and 6) are used, a switch cannot
be replaced and the ringing of the corresponding alarm bell stopped until the spring
mechanism of the indicator bell has been completely wound up. by a suitable key.
If the train should part at any point it is evident that the coupling 9 or
couplings 9, 9 at that point will become disconnected and permanently break the
train circuit and an alarm will be given at both ends of the train immediately.
In order that it may be always known when the batteries are running down and
the train circuit becoming weak, I prefer to keep the resistance of the train
circuit 4, 4 slightly greater than the resistance of the alarm bell circuits 11 which

page_text: may if necessary be accomplished by means of a rheostat or similar device placed in
the train circuit, so that when the batteries 5, 5 have run down to such an extent
that the current no longer energises the relays 14, these relays by releasing the
armatures 13, will immediately switch the current on to the bell circuits 11 and the
resistance of these circuits being less than the resistance of the train circuit the alarm
bells 10 will ring at both ends of the train and thus shew that the system is not in
working order.
Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed 1 declare that what I
claim is :-
1. An electric signaling apparatus for a railway train in which conductors
batteries and other parts are so relatively arranged as to form a train circuit, one
or more local circuits containing or each containing an electrical alarm device, one or
more relays adapted to be energised by a current in the train circuit and to control
the said local circuit or circuits, and one or more switches; the arrangement being
such that normally a current will be constantly maintained in the train circuit and the
relay or relays will keep the local circuit or circuits open, but when the train circuit
is broken by one of the switches, or from other cause, the relay or relays will
automatically close the local circuit or circuits and the alarm device or devices will
be sounded, substantially as hereinbefore described for the purpose specified.
2. The combination with signalling apparatus of the kind referred to in the
preceding claim, of indicators located where required in vehicles between the engine,
and rear van of a train, and respectively adapted to be put into action and to give.
an audible indication upon the movement of a corresponding switch being effected
for the purpose of breaking the train circuit and sounding an alarm substantially as
herein before described for the purpose specified..
3. In a signaling apparatus for a railway train a switch adapted when its moving
part is moved in one direction to simultaneously break a train circuit and make and
maintain another circuit the latter circuit containing an electrical sounding indicator,
substantially as hereinbefore described with reference to Figs. 3, 4 and 4* of the
drawings annexed.
4. For signaling on a railway train an apparatus comprising an electrical switch
and a mechanically operated sound producer the construction and arrangement being
such that by a movement in one direction of the moving part of the switch the
train circuit will he broken and an audible indication will be given substantially as
herein before described with reference to Figs. 5 and 6 of the drawings annexed.
5. The improved coupling for the train conductors of a train signaling apparatus,
made in two inain parts of insulating material each comprising a head and two (or
more) recessed prongs or projections with spring contact strips arranged substantially
as hereinbefore described with reference to and shewn in Figs. 7 to 9 inclusive of
the drawings annexed.
6. My improved signaling apparatus for railway trains, constructed, arranged and
operating substantially as hereinbefore described with reference to and shewn in
Figs. 1, 3 and 4 of the drawings annexed, or modified according to Fig. 2.
Di 1 coil 1000
CECIL GEO. OWEN.
W. Lloyd Wise,
46, Lincoln's Inn Fields, London, W.C., Agent for the Applicant.