Improvements in the Means or Devices for Preventing Collisions: and Accidents on Railways.
Year: 1888

page_text: Date of Application, 22nd Sept., 1888-Accepted, 17th Aug., 1889
COMPLETE SPECIFICATION.
Improvements in the Means or Devices for Preventing Collisions:
and Accidents on Railways.
I HEINRICH GEORG HELD, Manufacturer, of Zwolle, Netherlands, do hereby declare
the nature of my said invention and in what manner the same is to be performed to be.
particularly described and ascertained in and by the following statement:-
The present invention relates to means or devices for securing railway vehicles,
whether engines by themselves or trains against those accidents that are liable to be
caused by the disregard of signals, false placing of points or by collision with vehicles
or trains which travel on the wrong track.
This invention is characterised inter alia by providing points or tongues of new and
special construction which are capable of motion in the direction of the metals and
capable of being fixed on either side such tongues or points being placed at certain
distances apart from one another upon the line and at the stations, this invention
comprising the employment of a device upon the engine for actuating the steam
whistle or the air or steam brake as the case may be such device being brought into
direct contact with the safety appliances on the line when passing over the same so
that the steam-whistle of the railway engine is automatically caused to sound or that
the brakes are automatically applied and consequently the train stopped.
Signal devices which are operated by passing trains are not new but those hereto-
fore known present the disadvantage that either the signal is given upon the track so
that it may (by reason of inattentiveness or of unfavourable weather) be more or less
readily overlooked or that the movable point will not stop only such trains as move
on the wrong track, but every train that passes over the same and can therefore he
employed only at sidings or crossings or at the "home" signals but never on the line
itself. In the arrangement which forms the subject of the present application theso
difficulties are entirely obviated because the point or tongue which indicates "danger
to the train travelling upon the wrong track may be fixed towards one or the other
direction and thus the apparatus is not tied down to a direction of travel fixed once
for all. The apparatus may therefore he employed for securing the entire line and
it ensures the safety of trains not only against collision with vehicles or trains that
may move in a direction opposite to their own but also against any that may come up
behind them.
"
In the accompanying drawings Fig. 1 shews a general plan of the arrangements
in a station.
Fig. 2 a point with the safety device.
Figs. 3 to 8 details of these arrangements, and
Figs. 9, 10, the manner of actuating same from the engine.
Figs. 11 to 22 shew what is termed the station-apparatus in various views and in
detail whilst
Figs. 23 to 27 shew what may be termed the line-apparatus in the various
positions it assumes during operation.
Figs. 28-31 shew the arrangements adopted for producing the forward and
backward safety.
As already hereinabove stated the arrangement for ensuring the safety of travelling
trains consists in an arrangement or mechanisms upon the engine for actuating the
steam whistle or the means for releasing the brakes and with safety devices co-operating
therewith which are provided at certain points on the line; the apparatus over which
the train passes may at the same time be so arranged that it will send a suitable
signal to, say, the station.
These safety devices consist substantially of a movable tongue capable of being fixed
on one side and arranged by the side of the metals; it serves to release the steam whistle
or the brakes upon the travelling locomotive.

page_text: The lever-mechanism consists of a striking rod a, which stands at as slight an
incline as possible to the track, and of the rod 6 moving in a straight path. The
latter is at one end. connected with the striking rod a and at the other with the
valve gear of the steam whistle or with the valve gear of the steam or air brake
(Figs. 9; 9 and 10)..
The construction of the safety apparatus provided by the side of the metals differs
according to the nature of the accidents that are to be prevented they however always
possess: the characteristic movable tongue fixed for the train in danger and
consequently actuating the lever mechanism on the locomotive whilst the same tongue
is not fixed for such trains as pass and are not endangered (i.e. pass normally) and
consequently cannot actuate the lever mechanism a. b. on the engine or locomotive.
The safety apparatus provided in proximity to the points say about 200 metres from
the tongue of the same (Figs. 1 and 2) and which are to advise the engine driver
when à point is set against him will be first considered.
The safety apparatus consists of a movable tongue c pivotted in the block A; the
tongue is at the side of the metals and projects so far above the rail head that the
léver mechanism a. b. of a locomotive passing over the same (Fig. 9) must strike
against it. The said tongue c (Fig. 3) carries below the pivot da counterweight e
which maintains the same normally in a perpendicular position and it is provided with
a guide rib m furnished with the shoulders ff. In this a lever g, so mounted in the
block A as to be enabled to turn, is guided. This lever g is jointed by a rod to the
elbow-lever i (Fig. 2). The elbow lever i in turn has its bearing in k, and is jointed
by the connecting rod attached to one of its legs with the point or
« tongue' of the
switch or crossing.
Now when the point C is set to the proper position for the train leaving the station
so that the signal of the point indicates "line free" and consequently the train may
safely travel in the direction of the arrow I (Fig. 3) then the lever Fig. 3, is
through the elbow lever i and rod so adjusted that it bears against the shoulder f
of the guide rib m. A train travelling in the direction of the arrow I (Fig. 3) can
freely pass over the tongue cas, though the lever mechanism a. b. (Fig. 9) of the
engine strikes against the tongue c, it does not find any rigid resistance there but
turns the same over and is not actuated thereby. When however a train travelling
in the direction of the arrow II passes upon the point, the lever mechanism a. b of
the engine strikes against the tongue c which is fixed in that direction because the
lever bearing against the shoulder the tongue c cannot be turned or rotated in
the direction of the arrow II the striking rod a on the engine is consequently pushed
upwards and thus, by intervention of the rod b, opens the valve of the steam-whistle
or of the brake as the case may be.
If a train travelling in the direction of the arrow II is to be allowed to come in,
the setting of the point must be altered, this however, alters the position of lever g also
so that it now bears against the shoulder and that the passing train can turn the
tongue c and pass freely. For any train passing out on the same line the point is
set wrongly and the signal shows " stop. Such a train therefore, ift started, will by
the lever mechanism of its engine strike the fixed tongue and thereby either the brakes
are put down or the steam whistle gives indication of the incorrect travel even if the
engine driver should have failed to notice the signal.
If the point is not closed entirely so that a train coming in could force the same
open the safety device just described would offer no security for the wrongly started
train as the lever e if the point is set in this manner finds no support either on the
right hand side or on the left and hence can be turned in either direction. The train
might therefore pass over the safety device without warning of the danger.
For points where such inaccurate setting is possible the safety mechanism shown
in Figs. 4 to 7 is employed.
The tongue c is here curved and directly connected with the lever g so as to be free
to turn. Instead of the shoulders ff, the bearing n, Figs. 6 and 7, is provided by
the side of the met.ils.
Now when the signal and point are set for "lin: free" for the train going out

page_text: (direction of the arrow I Fig. 4) the curved tongue e has its aperture turned towards
the direction of travel resting upon the bearing 11. The out-going train strikes with
its lever-mechanism against the raised point of the tongue c and, turning the same,
freely passes over the same. A train endeavouring to come in, in the direction of the
arrow I will also strike the raised point of the tongue e by its lever mechanism but
from the outside and consequently cannot turn it as it rests firmly upon the bearing a ;
this train thus finds a firm resistance which actuates the alarm-devices. For "line-
free for incoming trains the lever g has, by the setting of the point, been placed
in the direction opposite to that above mentioned (see the position shewn by dot-and-
dash outline in Fig. 4). An incoming train can now freely pass turning the tongue c
(direction of the arrow IL) whilst a train that goes out wrongly meets the tongue
fixed for its direction of travel and is thus warned in time. Now if the point is not
quite closed the lever g does not assume one of its oblique positions but remains
say in its central position and the tongue is then placed as is shown in dotted lines
in Figure 4.
Whether the train now comes from the right or from the left it will always strike
against the tongue e so that the latter actuates the lever mechanism upon the engine;
the train is therefore in any case warned in time.
In this intermediary position of the lever the semicircular tongue c must be
placed horizontally and in order to effect this with certainty a pendulum o is provided
on the lever g one arm whereof, which is turned upward, engages between two
arms p. pl of the tongue. Now when the lever g assumes the dangerous central
position (Fig. 5) the pendulum o will hang perpendicularly so that the tongue is set
horizontally. When however the lever g is by the setting of the point pulled to the
right (Fig. 6) the tongue c will not only rotate together with the lever g but it will
also turn independently on its pivot d as the pendulum o will by the weight upon it
maintain the vertical position and consequently the arm p, is held back by the
pendulum and by this means the tongue c is turned on the pivot d.
The train which travels correctly, that is to say, in the direction of the arrow I
passes and turns the tongue c and does not actuate the alarm devices in passing over
the safety device. When the tongue c is turned the weight of the pendulum o swings
to the right and descends after the effect of the train upon the tongue e ceases and
again puts the tongue into the proper position (see Fig. 6).
When the point is set the safety apparatus above described is always placed in such
a position that it will give warning of the threatening danger to the train that travels
in the wrong direction.
The same apparatus may however be connected with other signalling appliances
if desired, say the " up
" and "down" signals. The rod or the wire (Figs. 3, 4.) is in
that case applied to the connections for such signal.
22
If for instance the signal for the incoming train is set to "stop" or "danger"
the safety device is also set to "danger" that is to say, the tongue c is fixed for the
incoming train by one of the arrangements above referred to so that the lever-
mechanism of the engine is actuated and this is effected indifferently whether the
engine driver does or does not see the danger signal.
The above described arrangement serves also for preventing accidents when draw-
bridges are raised or swing-bridges opened as shewn in the diagram Fig. 8.
At each side of the bridge and at such distance from the same that even the
quickest train may yet be stopped with certainty, one of the safety devices above
described, A, is placed and the levers g of these apparatus are by the connecting
rod connected with a small lever q which when the bridge is raised is automatically 3,
operated in such a manner that the tongues of both safety devices are set to "danger."
From whichever side therefore the train may come it will always be stopped in good
time if the bridge is raised and should the bridge for any reason not be quite closed
so that the metals of the same have not the proper relative position the levers
assume the intermediary position (Fig. 4) the tongues therefore are still set to "" danger
and the train is stopped. The means for ensuring the safety of trains going into
stations or leaving the same as well as near bridges &c. by the employment of the
"

page_text: movable tongues capable of being fixed with reference to the moving train being thus
described the means for securing the vehicle or train travelling on the line against
collision will next be set forth.
To this end what may be termed the station apparatus is provided at the station by
the side of the track or of the metals and by it the "line-apparatus" provided at
suitable distances apart upon the entire line are so actuated that they are set to
danger" as soon as a wrong train passes the station apparatus.
The station apparatus shown in Figs. 11-22 again consists in the movable tongues
capable of being fixed and the devices for operating these tongues.
C
At the side of the rails is provided a closed casing part of the rail head, up to
the web, being for this purpose removed. Through the lid of this casing rise the
push pieces r, s, in such a manner that they are depressed by the wheels rolling over
the same whilst the tongue e projects laterally from the box-lid and when fixed is
struck by the lever mechanism a, b, of the engine.
The push piece is jointed to the levert which is acted upon by the springs .¹²;
at the side and at its forward portion the lever carries a pawle (Fig. 16); said pawl »
: presses back a spring y having a nose-piece when the lever rises, but when the
lever descends it does not affect this spring as the pawl will then rise and slide past
the nose-piece v¹.
The lever oscillates behind the tongue c without raising the same unless the
slide D provided at the lower end of the said tongue is pushed back and is thus
brought within the path of the lever t.
Now when a train runs upon the push piece in the direction of the arrow III
(Fig. 11) the lever t will rise and fall but exerts no action upon the tongue c whilst the
current that, when the signal was given from the starting station, was sent in the
wire 1 (Fig. 11) is sent forward to the next line-apparatus. This is effected as
follows: When the push piece is depressed the levert by means of the pin 4 fixed
thereon raises the peculiarly curved lever N jointed to the clock-work case E (Figs. 11
and 13). Said lever N comes into contact with the tongue o (Fig. 12) connected by
the wire 1 with the battery of the station and as the lever N is by the wire 3 con-
nected with the next line apparatus the current is sent to such line mechanism.
After the wheel has passed the push piece it will also pass over the push piece s
depressing the same. The wedge shaped shoulder P now pushes the lever N jointed
to the box E back by the roller H provided on this lever (Figs. 11 and 14) see the
position shown in dotted lines in Fig. 18. The tongue e, it will be seen is not
affected at all by a properly travelling train. If however a train meets the one last
referred to as moving in the proper direction, that is to say, a train moving in the
direction of the arrow IV (Fig. 11) it will have sent a current through wire 3 into
the clockwork E. The lever N rested upon the contact piece M of the clockwork as
the lever had not so far been acted upon and as said contact piece is by wire 2
connected with the electro-magnet F, Fig. 19, the latter attracts the armature Fl
which releases the stop Q. and this actuates the clockwork which is of well known
construction. The eccentric K will turn and push the rod L upwards (Fig. 21) the
wedge shaped head of the latter being pressed against the slide D (Fig. 15) pushing
the latter so far through the tongue (Fig. 15) that it will reach into the path of the
lever t. If the train now passes over (Fig. 11) the levert will raise the tongue c
above the edge of the rail. The descent of the tongue c is prevented by a piece on
the springy which falls under a spur on the tongue (Figs. 11 and 15) and bears upon
the guide pieces 30 (Fig. 13) of the tongue. The lever mechanism a, b, is situated
between the first and second wheels of the engine (Fig. 10) so that it strikes against
the raised fixed tongue c before the first wheel has depressed the push piece r.
engine therefore receives warning of the threatening danger. When the first
wheel reaches the push pieces depressing the same the lever N is rotated
horizontally round its fulcrum (Fig. 18 dotted position). As however this lever
is situated between the curved spring R (Figs. 14 and 15) the latter being rigidly
connected with the slide D the slide will be withdrawn again and moved out of the
path of the lever t.
?"
The

page_text: When the second wheel of the locomotive passes over the push-piece this will
obviously be depressed again the lever will now however freely oscillate behind
the tongue c and the pawl strikes the nose-piece of spring y, the latter is
thereby pushed back and the piece withdrawn from under the heel of the tongue c
(Fig. 1). The raised tongue c is by this means deprived of its support and by its
own weight falls back into the box C.
The lever N is brought back to its original position by a spring 5 (Fig. 11 and
full in plan Fig. 18). As the curve of the spring R is of such width (Fig. 15)
that the movement of the lever may take place without affecting the slide, all
the working parts once more assume the position of rest shown in Fig. 11.
The clockwork from which the rod L derives its motion is wound up by the
passing train itself as follows: Upon the levert acts from beneath the spring 7;
when the lever descends it operates the winding lever 6 (Figs. 11, 12, and 14).
The
lever 6 is by a ratchet and pawl arrangement Fig. 22 (similar to that of a ratchet-
drill) connected with the arbor of the spring-barrel 8 so that when the levert descends
the pawl of the winding lever passes without effect over the arbor of the spring barrel
the spring 7 being at the same time put under tension by the lever 6. As the spring 7
is heavier than the springs of the clockwork within the spring barrel 8 the said
spring 7 will when lever t rises (Fig. 12) raise the winding lever 6 and thus wind the
clockwork. Each time that a wheel passes over the push-piece this operation is
repeated until the clockwork is completely wound and the further action of the
winding lever is prevented by the usual overwinding-gear (Fig. 19).
The clockwork is therefore always in readiness for effecting the movement of the
slide D.
As has been stated when describing the arrangement and operation of the station
mechanism the current coming from the station battery to the line-mechanism is sent
forward (when the push piece is depressed by the rolling wheel) by reason of the
rising levert striking by the pin 4 against lever N and raising same, the latter being
free to move within the curve of the spring R the lever N being thus brought into
contact with the tongue o upon which a spring acts and which is by wire 1
connected with the station battery so that consequently the current flows through the
wire 1, tongue o, lever N, and wire 3 to the line imechanism.
The said wire 3 is connected with the lever 9 (Fig. 23) which under the
appropriate conditions is attracted by or released from the electro-magnet E¹ E³.
Over the lever 9 a conducting frame 10 is provided which at each side contains two
contact screws 11, 12, whereof the one 11 will at the proper moment come into
contact with the upper edge of the vertical arm of lever 9 whilst the other 12 at
another moment.comes in contact with the lower edge of the said lever arm (Fig. 26).
In the vertical arm of lever 9 is provided the contact screw 13 that makes contact
with the fixed contact piece 14 the latter being by the wire 15 connected with the
electro magnets E' and E' respectively and from these the wires 16 pass to earth.
Now when the current from the station apparatus has by reason of the train travelling
over the latter been sent to the line-apparatus or mechanism it will flow through
wire 3, to the lever 9, passes through the vertical arm of the latter and the contact
screw 13 into the contact piece 14 arriving through wire 15 to the electro magnet E¹.
Consequently the lever 9 is attracted (see Fig. 26) and releases a stop mechanism
which fixes the tongue c movably mounted in the casing in the direction opposed to
that of the travelling train whilst the tongue e remains movable with reference to the
train travelling in the right direction.
To this end the tongue c is mounted upon a spindle 17 (Fig. 25) outside the
casing whilst a second tongue 18 directed downwards is fixed by a wedge in the
casing C¹.
At both sides of the tongue 18 the levers 19, 19* are provided and carry at their
ends nearest the tongue slides 20, 20* their opposite ends being acted upon by
springs 21, 21. Upon the pivots of the levers 19, 19* the levers 22, 22* are loosely
mounted and they are connected by springs 23, 23* with the rear ends of the
levers 19, 19*. They moreover have at their centres of rotation notches 24, 24* by

page_text: ✓ means whereof they engage with the rear-ends of the spurs of the slides 20, 20*.
When lever 9 is in a horizontal position the levers 22, 22* bear against the
spurs 25, 25* so that they are held fast and not influenced by the springs 23, 23*.
The levers 19, 19* are in this position of the parts just referred to, horizontal so
that the tongue (or 18) can freely swing to either side. When however the
lever 9 is attracted by the electro-magnet E (Fig. 26) so that the left arm of said
lever is raised the lever 22* (Fig. 26) loses its support and the spring 23* draws it
backwards; the spring 21* is at the same time deprived of its support and lever 19*
is set obliquely When lever 22* is tilted the notch 24* thereof pushes the slide 20*
forward. If a train now approaches in the direction of the arrow II (Fig. 26) the
lever mechanism a, b, on the engine strikes the tongue c, now fixed, and actuates the
alarm device. When the tongue c is thus struck it makes a slight movement (see
dotted lines in Fig. 26) pushes the slide 20* back as far as it will go and thereby
raises the lever 22* again at the same time putting tension upon spring 23* and the
lever 22 is again ready to engage with the spur 25*. If the train moving in the
direction II is travelling rightly then the parts on the right hand side corresponding
to those just referred to will similarly be operated and the tongue c is fixed with
reference to the opposite direction of travel.
To ensure that the levers 19, 19* always resume their normal position,
slides 26, 26 are provided by the side of the tongue 18. They are held up by
springs 27, 27* and are at the side provided with jointed pieces 28, 28*. (In
Figs. 24 and 27 the electro-magnets are not shown.) A train travelling in the
right direction that is to say that of the arrow, Fig. 27, will as stated turn the
tongue c. When this takes place one of the projections 29, 29* on the centre of
rotation of the tongue 18 (in Fig. 27 the projection 29*) bears against the
jointed piece 28* and pushes the slide 26* back upon the raised arm of lever 19*
so that the latter is likewise depressed; and, if the extent of motion of the slide 26*
is correctly adjusted, is once more put into a horizontal position. If the tongue c
moves further beyond the position in which lever 19* has been turned into a
horizontal position by the slide 26* (see dotted lines showing position of tongues c
and 18) the projection or spur 29* slides off the jointed piece 28*, as however the
tongue 18 also serves as a counterweight for bringing tongue e back to its upright
position and is sufficiently powerful to overcome the resistance of the small
spring 28 the projection 29* will again be brought over the jointed piece 28*
when the tongue c is raised. As the spring 27" has at the same time raised the
slide 26 again the whole mechanism will have resumed its normal position
(Fig. 24).
When the lever 9 is attracted by the electro magnet E (Fig. 26) the contact
screw 13 is put out of contact with the contact piece 14 whilst the lower edge of the
lever 9 is brought into contact with the screw 12. At the same time however the
upper edge of the vertical arm of this lever 9 is brought into contact with the contact
screw 11 (left hand side Fig. 26) and as this arm is' by wire 3* connected with the
next line mechanism the current supplied from the station, or the station mechanism,
passes from the wire 3, right hand side of Fig. 26, to the right hand arm of lever 9
through the vertical arm of the latter, through the contact screw 12 to the conducting
frame 10, thence through contact screw 11 to the left arm of the lever 9 whence the
current is by wire 3* carried to the next line mechanism and then further in the
manner above described through all the consecutive line mechanisms to the terminal
station and to earth.
、
The travelling train therefore by its own motion ensures its safety on the entire
line so that any train travelling in the wrong direction, so as to meet it, is advised of
moving in the wrong direction.
The devico just described does not secure the train against another that may over-
take it and a device will now be described by which not only the tongue c in front.of
the moving train but also that behind it (that is to say the tongue cof.the apparatus
just passed by the train) may be so fixed that any following train that travels in the
wrong direction may be stopped and hence the train is secured.at.the back.also.

page_text: The device or mechanism for actuating the tongue as last stated is in the present
example shown as combined with a bell signal and an automatic gate for closing level
crossings.
This ratchet
The wheel 44
The safety device is mounted as in the previous examples at the side of the track
so that the push piece 31 projects over the rail head (figs. 29 and 30) and is con-
sequently depressed by the wheels of the passing train. This push piece 31 is mounted
on a spindle 32 that has suitable bearings 33 and at its end carries a cross piece 34
(Fig. 28) formed by springs; the cross piece 34 has at either side rods 36 carrying
pawls 35 engaging with ratchet wheel 37* (Figs. 28 and 30).
wheel 37 is mounted on a spindle 37 having bearings in the casing of the mechanism
(Fig. 29). On the same spindle a fly-wheel 38 is provided. The spindle 37 common
to the ratchet wheel 37* and fly wheel 38 is hollow and receives a rod 39 one end
whereof bears by a disc or stud 41 in a slot of the lever 10; the other end of said rod
carries a disc 43 fitted with a tooth or pin 42. The spindle 37 also carries a loose
toothed wheel 44 engaging with a rack 46 fitted with a weight 45.
has lateral apertures into which the tooth or pin 42 on disc 43 may take when the
rod 39 is drawn back. A second toothed wheel 47 on the spindle 37 transmits rotary
motion from the latter to the regulator 48 having a conical counterweight 49 wherewith
the tooth-like end of the upwardly curved lever 40 is in contact, see Fig. 29. If
a train passes over the push-piece 31 the latter by reason of its segment shape will
receive an up and down motion each time a wheel passes over it so that the pawls 35
It is obvious
cause rotation of the wheel 37* and consequently of the flywheel 38.
that this rotation is communicated to the spindle 37 also (Fig. 29) and is the faster,
the faster the train travels and it operates the regulator 48. When the rotation of
the regulator exceeds a certain speed the counter weight 49 rises in the well known
manner and by reason of its conical shape the upwardly curving arm of the lever 10
is depressed. The lower arm of this lever will therefore draw back the rod 39
mounte in the hollow spindle 37, the pin 42 of disc 43 passes into one of the recesses
of the toothed wheel 44 which is thus coupled with the shaft 37 and as it gears with
the rack 46 the latter with its weight 45 is pushed upwards (Figs. 29 and 31).
When the weight 45 is so far raised that the teeth of the rack 46 no longer gear
with the wheel 44 the said weight cannot rise further. If the train has then passed
over the push piece 31 and the effect of the wheels upon the push piece has ceased,
the regulator will descend again, the lever 40, whose lower end is weighted, falls back
and releases the coupling of the loose wheel 44 and the spindle 37 so that the
weight 45 now descends automatically unless this is prevented by the catch mechanism
represented in Figure 33.
The weight 15 serves for winding the double clockwork I, 11 (Fig. 28) of similar
construction to that shown in Figs. 19 to 22 and for automatically raising and
lowering the bar at the crossing,
To effect the winding of the double clockwork by the rising of weight 45 caused by
the passing train the upper part of this weight carries a roller 50 (Figs. 28, 29) and
upon the spindles of the spring barrels of the clock work chain wheels 51 are provided
and round these three wheels or rollers passes a chain 58 weighted with a weight 52:
The chain wheels 51 are by ratchet teeth so connected with the wheels 54 fixed on.
the spring barrels that upon the rising of the weight 45 and the consequent descent
of weight 52 the spring barrels are moved, the springs being thus wound
up,
whilst when weight 45 descends and weight. 52 consequently rises,
the spring barrels do not move. By the length of the rack on rod 46 the
extent to which the springs are wound is determined and overwinding of the springs
prevented:
Simultaneously with these operations the bar at the crossing is also raised. Besides
the rod 16 the weight 45 also carries a second rack 55 (Figs. 29 and 31) gearing
with a loose toothed wheel 56 Fig. 32. Th: boss of said wheel is mounted in the
casing of the mechanism so as to be free to turn. This boss is bored out an 1 receive+-
a rod 57 which at one end carries a disc 58, its other end engaging with the lever 59
(upon which a spring acts) similarly to rol 39. Now as the disc 58 is by a chain 60

page_text: (Fig. 32) connected with the rigid arm 61 of the spindle for the bar of the crossing,
this bar will be lowered when the weight 45 descends if the disc is coupled with the
toothed wheel. If the coupling however is thrown out of gear the counter weight of
the bar will automatically lower the same.
These two parts of the mechanism are coupled by a movement of the rod 57, this
movement being effected by the clockwork..
The operation of the clockwork mechanism is controlled by the two angle
levers 62, 62* (Fig. 28) which with their toothlike downwardly curved arms engage
with the teeth like notches on the spring barrels 34 and whose horizontal arms are
beneath the electro magnets 63, 63*. Now when a current passes through the
electro magnets the levers 62 are attracted and the clock work released. On the
spindle of each clockwork is placed an eccentric 64, 64* the two eccentrics being at
an angle relatively to one another; the rods 65, 65* of these eccentrics are connected
with an oscillating beam 66. The beam 66 serves for adjusting the movable tongue c
(Figs. 29 and 30). For this purpose the tongue e whose construction is analogous
with or similar to that shown in Figs. 5 and 6 is attached to a disc 67 (Figs. 30, 34)
so as to be enabled to rotate and this disc is rigidly mounted on the arbor 67* having
suitable bearings the end of the arbor carrying the beam 66. When the clockwork
is released, the spring barrels turn and with them the eccentrics 64, 64* until the
teeth of the levers 62, 62* engage with another notch of the spring barrels-During
this operation the eccentric 64 descends with its rod 65 and eccentric 64* with the
corresponding rod 65* rises so that the beam is in the position opposite to that it
formerly occupied. This movement of the beam causes a partial rotation of the
spindle 67, and of the tongue c so that the latter if previously set to "line clear
safety is now set to "danger."
33
"
or
Besides this operation the eccentrics also effect the release of the weight 45
stopped as previously set forth, at the end of its upward stroke and also of the clutch
or connecting device of disc 58 and toothed wheel 56 so that the gate-bar at the
crossing is also laid down.
In order to effect the release of the weight 45 by the eccentrics the eccentric
rods 65 65* are fitted with the pawls 67", 67** (Fig. 33) and on the weight 45 a
spring pressed slide 68 is provided the upper end whereof is within the path of the
pinions 69 69 fixed on the weight so as to be free to rotate.
Before the beam 66 was set over one of the hanging pawls (in the position repre-
sented in Fig. 33 the pawl-67" was under the teeth of the wheel 69. Now when the
eccentric rod 65 rises, the pinion 69 is turned inward and the cam-tooth 70 thereon
bears against the slide 68 so that the latter is pushed downwards.
At the same
time the eccentric 65* moves downwards the pawl 67* bears against a projection 7.1*
on the weight 45 the latter is thus set free and may fall.
The slide 6S is raised again by its spring, turning pinion 69 in such manner that
the foremost tooth of this wheel is brought into the path of the eccentric rod 65. If
now the latter rod descends the pawi 67" slides over that tooth whilst pawl 67** which
is on the rod 65* now moving upwards engages with the second tooth of pinion 69*
turning said pinion and thus again depresses the slide 68 again allowing weight. 45
to descend. The clockwork mechanisms are wound up again when weight 4 is
again lifted, by the train passing over the push piece 31 as hereinbefore explained.
In order to enable the gate-bar at the crossing to be closed by the descending
weight 45 the toothed wheel 56 must, as already described be coupled with the
dise 58, for this object serves the lever 59 which as likewise already set forth, is
capable of shifting the spindle 57 of disc 55 in the direction of its length. Lever 59
stands at an angle and its end passes through the guide plate 71 of the eccentric
rods 65 65* so that it is within the path of slide 68. When slide 68 is pushed
downwards by one of the wheels 69 69* it presses against the end of lever 59 passing
through the plate 71 and the lever draws the disc 58 against the wheel 56 coupling
the same. The descending weight therefore actuates the disc 58 also, thereby lowering
the bar at the crossing.
When the spring barrels turn, the bell 72 is rung in the usual manner the winding

page_text: of the clockwork mechanism and the storing of the power for closing the gate at the
crossing is thus also effected by the train passing over the push-piece 31 whilst the
release of the clock work at the proper time and therewith the setting of the tongue c
as well as the release of the weight is effected by a current of electricity also sent by
means of the passing train. The electricity is in the present example provided by
batteries 75 connected with the apparatus but may be furnished by induction apparatus
actuated by the passing train.
The wires from the batteries pass to the contact pieces 72 which are fitted in the
upper cover of a double bellows 73 fitted in the apparatus. In front of these contact
pieces are placed the fixed contact-pieces 74 carried towards one another by springs
but held apart in such manner that the line is completed only when the bellows is
extended and the positive currents pass to the electro magnets 63, 63*, the negative
currents passing to earth.
The action of these contact arrangements is as follows. As soon as the wheels of
a train pass over the push piece 31 the spindle 32 is rotated as hereinbefore
described; upon this spindle a lever-arm 75 is provided (Fig. 28, 29) which, by
chain 76, is connected with the lever 77 (Fig. 28), this latter bearing against the
bottom of the bellows. The lower portion of this bellows 73 extended by an internal
spring is compressed and drives air past a back pressure valve in the partition (Fig. 28)
into the upper portion of the bellows. This upper part that previously was collapsed
is now expanded. Two each of the contact pieces 72 (one for the + current one for
the current) pass between the spring contacts 74 separating the same so that the positive
current from the battery pass to the electro magnets 63 63* and the line, the negative
currents going to earth. This contact lasts whilst the upper portion of the hellows
remains expanded this time being increased by providing a very small passage only
from the bellows by which the air escapes very gradually as the back pressure valve
is closed against it.
The current flowing through the electro magnets releases both (or one) of the clockwork
mechanisms and the several portions of the entire arrangement work. When the
train passes over the push-piece 31 both clockwork mechanisins are released and
currents are sent both forward and backward along the line so that in the mechanism
in front of the train the clockwork mechanism I is released and in that at the rear
the mechanism II. This takes place by reason of the line being connected on the
one hand with the electro magnet of the clockwork I on the other hand with the
clock work mechanism II. Consequently the tongue c of the rearward apparatus that
was set to "stop" and secures the train at the rear is set to line clear whilst the
tongue of the mechanism last passed by the train is set to "stop," the appliance in
front affording protection to the front of the train.
<<
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. An arrangement for ensuring the safety of trains in motion, having moveable
tongues c (capable of rotation but fixed towards one or the other side of the track
when required) provided by the side of the metals in combination with a lever
arrangement ab on the locomotive (actuating the steam-whistle or the brake gear)
striking the tongue c when the train passes by the latter the tongues c being so
arranged as to be moveable by a train which travels in the right direction but will
resist displacement by the levers a bon a train travelling in a wrong direction, the
whole arranged substantially as described and shown and for the purpose of actuating
the whistle or brake gear and the like on a train in case of danger substantially as
specified.
2. In an apparatus for insuring the safety of moving trains the combination of
a tongue c, a lever 9 connected with the points signals, gates or bridges (or with
several of these) and the means for actuating these parts by the motion of the
trains passing by or over the same, all as set forth and shown and for the purposes
herein above specified.

page_text: 3. In the herein before described arrangements for ensuring the safety of moving
trains the combination with the tongue or tongues e of electrical devices so as to
ensure the inter-action of the station mechanism (c Figs. 11-22) and the line
mechanisms (c¹ Figs. 23-27) and of the tongue or tongues, all arranged and
operating substantially as set forth and shewn in the drawings.
4. In safety mechanisms such as described the arrangement of electric-contact
devices whereby the operation of the tongue c is caused to transmit a current both
backward from the train and forward therefrom..
1122
1000
BERNHARD DUKES,
226, High Holborn, London, W.C., Agent for the Applicant.