IMPROVEMENTS IN ELECTRO-MECHANICAL SIGNALLING APPARATUS AND THE SYSTEM THEREFOR
Year: 1884

page_text: I, MORTON TOULMIN, of 631 F St. Washington, in the United States of America,
Gentleman, do hereby declare the nature of my Invention for IMPROVEMENTS IN
ELECTRO-MECHANICAL SIGNALLING APPARATUS AND THE SYSTEM THEREFOR, and
in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement:-)
This Invention relates to certain new and useful improvements in electro-
mechanical railway signalling apparatus, and the system therefor, in carrying out
the purpose for which it is designed, that a number of such apparatus shall be
placed along a railway track, at such intervals as the natural conditions of the
country through which the road passes, require.
In the accompanying Drawings forming a part of this Specification, and on
which the same letters of reference indicate the same or corresponding features,
Fig. 1, represents a perspective view of my improved apparatus entire, showing
the local circuit and main line circuit wires and also one section entire of the
railway track and the end and beginning respectively, of two sections.
Fig. 2, a vertical sectional view of the housing, in which the apparatus proper is
contained, showing the latter and the electro-magnets in side elevation.
Fig. 3 a detail perspective view of the duplex circuit closer, the contact plates,
portions of the several wires and the box containing the batteries; these several
devices being mounted upon a suitable post or pedestal.
Fig. 4, a front or face view of the apparatus, showing one form of the dial and
indicating hand.
Fig. 5, a vertical sectional view of the same, showing a portion of the housing.
Fig. 6, a detached perspective view of the catch and spring for actuating it and
Fig. 7, a detached view of the escapement wheel and the speed regulating device.
The letter A, designates what I term a section of a railway track, the same
being that portion of the track which lies between two circuit closers; and the
letters B, and C, indicate respectively the end and the beginning of other similar
sections.
The lengths of these sections of track, will vary, according to the positions of
the circuit-closers, and these positions will be determined, by the requirements of

page_text: the respective roads incident to the natural conditions of the country through which
they are built.
The letter D, indicates the housing of the apparatus proper, this housing being
constructed of any desired material and mounted upon a post or pedestal located
near a railway track.
The letter E, indicates the frame of the apparatus constructed preferably of
metal, mounted within which is a power shaft F, carrying a convolute power
spring G, the ends of which are secured respectively to said shaft and a fixed
portion of the frame. This shaft is provided with a driving gear-wheel H, the usual
pawl and ratchet I being employed to connect this gear with its shaft, whereby the
latter may be rotated in one direction to wind the spring and carry the gear with
it when revolved in the opposite direction.
Also mounted in the frame, is a shaft J, carrying a pinion K, which meshes with
a gear H. This shaft J, also carries a gear-wheel L, which in turn meshes with a
pinion M, mounted on a shaft N. This shaft is further provided with a gear-
wheel O, which meshes with the pinion P, on the escapement shaft Q, which latter
is also mounted in the frame. Secured to this shaft Q, is a friction wheel R, and
mounted on a stud S, extending from the frame, is an arm T. The position of this
arm is angular or out of a perpendicular, and its ends are bent so as to alternately
engage with the teeth in the friction-wheel, and depending therefrom, also out of a
perpendicular and rigidly connected therewith, is an arm U, carrying at its free
end an adjustable weight V.
The position of the arm T, is angular to a perpendicular and the engagement of
either of its ends with the teeth in the wheel is very slight, so that the only effect
of the friction-wheel on the regulating device is to oscillate the latter a slight
distance to and from its normal position, this arrangement accomplishing the
retardation of the velocity of the friction-wheel, thereby regulating the speed of
the rotation of the indicating hand, and governing the time it shall take to travel
around the dial, yet not preventing the starting of the train of gearing from its
power shaft.
In the ordinary clock, the escapement devices, which regulate the speed of the
time mechanism also prevents the starting of such mechanism from the power
shaft, unless the pendulum itself, is given an independent initial start. I have
ascertained the result above ascribed to my improved speed regulating device by
actual trial, and have also ascertained by actual trial that the ordinary clock
escapement devices will not accomplish this result but will require as above stated,
an independent initial starting of the pendulum.
The shaft N, is provided at one end with an indicating or signalling hand W,
which when the apparatus is operating revolves around the dial X, secured
preferably to the housing D; the hand in this instance may be made broad, and its
color may be in contrast with that of the face of the dial.
The dial X, thus forms a background for the hand.
Pivotally connected with a suitable portion of the frame is a catch Y, which
extends across; the face of the gear-wheel O, and is of suitable thickness to enter
between the teeth of the said wheel. This catch is pivotally connected at one end
with a short arm of a trip lever Z, pivotally connected with the frame.
A spring A', connected with the frame at one end engages at the other with the
trip lever Z, so as to maintain the engagement of the pivoted catch Y, with the
teeth of the gear wheel O..
This spring also serves to aid the armature in sustaining the rod B¹, which is
connected at one end with the trip lever and at the other to the armature.
The letter C, designates the local circuit electro-magnet, the same being located
within the housing D, and by preference placed beneath the apparatus proper.
This armature D', of this magnet is yieldingly supported by a spring E¹, connected
rigidly at one end to a post or fixture F¹. Extending from the armature is a
spring G¹, which when the armature is attracted by the magnet C¹, is engaged and

page_text: held in said position by the detent of the spring H. This spring is attached to
the housing at one end and is provided at the other with an eye to which is
connected a link 11, which in turn connects with the armature J', of the main line
circuit electro-magnet.
The detent which extends from the spring H¹, is of a yielding nature so as to
make its contact with the strip G₁, more delicate, whereby there will be less
resistance to that strip when the armature D₁, is attracted by its magnet.
Also located in the housing D, is the main line circuit electro-magnet K¹, the
armature J, of which is yieldingly supported by the spring L¹, one end of which
is connected with a suitable fixture.
The letter M', refers to the post which supports the circuit closer and its several
devices. This post is located relatively with the track, and the apparatus proper
substantially as shown in Fig. 1, of the Drawings, it being somewhat in advance
of the apparatus for the purpose of giving the engineer an opportunity of seeing
whether the hand or other signalling device is operating after he closes the circuit
and before he passes the apparatus.
The duplex circuit-closer consists of a beam N¹, of wood or metal pivotally
connected with the post M², and having extended from it the arms O¹, which forms
the local circuit closer. These arms are electrically united by the strip P¹ (if the
beam N¹, is a non-conductor). Extending either from the beam or from said arms
are the strips Q', of insulating material (or the joints may be insulated) the lower
ends of which are connected with the arms R₁, which constitute the main line
circuit closer. These latter arins are also connected by the strip S¹.
Secured to the post are the local circuit contact plates T¹, and the main line
circuit contact plates U₁, their respective positions being such, relatively with the
circuit closer arms O¹, and R', as to readily admit of the contact of these arms
therewith when the beam is slightly elevated by the passing of a train.
The housing V₁, which contains the battery may be secured to this post or
placed at any other convenient point.
I will now describe the electrical connections; first of the local circuit.
One pole of the battery is connected by a wire W¹, with one of the local circuit
contact plates T¹; the other local circuit contact plate is connected with one end
of the local magnet wire by a wire Z¹, through a post i. The other end of this
magnet wire is connected to a post f, which by the wire a, is connected to the
other pole of the battery.
The local circuit is thus completed save the break occasioned by the insulation
existing between the respective local circuit contact plates.
This break is bridged over by the arms O¹, of the circuit closers, when they are
in contact with such plates, thereby closing the circuit.
I will now describe the electrical connections existing in the main line circuit.
As represented in Fig. 1, two wires b, and c, are stretched between the
posts MM. One of these wires b, is connected at one end with one of the main
line contact plates U¹, and at the other with the post M¹. From this point it is
connected with one pole of the battery by a wire d, which either connects with the:
wire W1, of the local circuit or may run directly to the said pole of the battery.
The other main line circuit wire c, connects at one end with the opposite main
line contact plate U¹, and at the other with the post M¹.
A branch wire e, connects this wire c, with one end of the main line circuit
magnet wire, through the post g. The other end of this magnet wire as seen in
Fig. 2, connects with the post, f. From this post the armature of the main line
circuit is formed by the wire a, which connects with the other pole of the battery
and also forms a part of the local circuit. This completes the main line circuit
save the break occasioned by the insulation existing between the contact plates R².
When the beam N₁, is actuated upwardly, the arms R¹, engage said plates U₁,
and thus close the main line circuit by bridging the gaps between these plates.
As represented in Figs. 4 and 5, I have constructed the dial ✗; with a transparent

page_text: circular portion h, preferably of clear glass the edges of the dial being turned in to
fit closely to the housing to keep out the wind.
The free end of the indicating hand W, is provided, with an opening in which
is fitted a piece of transparent red glass or glass of any other color, which will
contrast strongly with a clear light.
It is designed to place a lantern or other light within the housing, as seen in
Fig. 5, an aperture being formed in the housing to allow the light to shine through
the transparent portion of the dial, thence through the light in the hand.
A door or other opening may be provided so as to afford access to the interior of
the housing.
Instead of constructing this dial as above described, the housing may be provided
with a glass and the light allowed to shine directly through it.
These constructions are not resorted to, as may be desirable in some instances to
illuminate the housing instead of depending upon the light afforded by the engine
head light to see the indicating hand.
Secured to the locomotive cab or other part of the train is a yielding inclined
arm adapted to effect a yielding and sweeping or drawing contact with the circuit
closer, as the train passes the same.
The operation of my Invention will be readily understood when taken in
connection with the above and is as follows.
The apparatus being located and set up as represented in Fig. 1, the local and
main line circuits stand normally open.
When a train reaches one of the circuit closers and actuates the same, it closes
the local circuit by putting the arms O¹, in contact with the plates T¹. This closes
the local circuit thereby magnetizing the magnet C¹, and attracting the armature G³,
which, through the medium of the rod B¹, and the trip lever disengages the catch
from the gear wheel O; this allows the power spring to actuate the gears so as to
revolve the indicating hand. At the moment the strip G', secured to the armature
of the local circuit magnet passes below the detent of the spring H¹, that spring
forces said detent over it thereby holding said strip down and maintaining the
disengagement of the catch with the gear. This is necessary as the local circuit is
closed but for a moment, the normal position of the circuit closer being such as to
keep this circuit open.
The action of the circuit closer thus described also closes the main line circuit
which magnetizes the magnet K¹, thereby attracting the armature J'. This draws
the detent of the spring H₁, away from the strip G¹, in the apparatus last passed
by, thereby allowing the armature D¹, to be elevated and through the intermediate
connections to engage the catch with the gear-wheel, thus stopping that apparatus.
The hand in the apparatus thus actuated continues to revolve until the train
reaches the terminal of that section of track, when by the operation just described,
such apparatus is stopped and the apparatus of the succeeding section is operated.
When an engineer of a succeeding train approaches one of these signals and
finds the hand revolving, he knows that the section of track ahead is occupied by
a train and therefore stops his train until such hand ceases to rotate.
When this takes place, he knows that the track lying between himself and the
next apparatus is clear.
One material reason why the local circuit is allowed to be closed but a moment,
is to prevent the local magnet from becoming permanently magnetized; and in
order to hold the armature of this magnet in the same position as it would be in
if it continued under the influence of the magnet, I provided mechanical devices (in
the present instance the spring detent H'), for this purpose.
In some instances it may be found desirable to employ two single circuit closers
in lieu of one duplex circuit closer.
It will be observed that should a train jump the track, the hand will continue
to revolve, thereby preventing the succeeding train from entering upon the same
section of track, and giving time for the receipt of intelligence of the accident.

page_text: Having now particularly described and ascertained the nature of my said
Invention, and in what manner the same is to be performed, I declare that what
I claim is
1. In an electro-mechanical signalling apparatus and the system therefor, the
combination with a railway track, of the successive apparatus, provided each with
a signalling device constructed and provided with power mechanism to continuously
move it during the time a train is running to the succeeding apparatus, to indicate
that the intervening track is occupied the successive circuit closers, and the
intermediate devices constructed to stop one apparatus and to start another by the
action of a passing train on each circuit closer.
2. In an electro-mechanical signalling apparatus and the system therefor, the
combination with a railway track, of the successive apparatus provided each with
a signalling device constructed and provided with power mechanism to continuously
move it during the time the train is running to a succeeding apparatus to indicate
that the intervening track is occupied, the successive duplex circuit closers, and
the contact arm carried by a passing train; whereby the local and main line
circuits are simultaneously and but once closed by the passing of a train, the one
to start the apparatus in proximity, and the other to stop the apparatus at a
distance, through intermediate devices.
3. In an electro-mechanical signalling apparatus and the system therefor, the
combination with a railway track, of apparatus placed at intervals along the track
and provided with a movable signalling device, power mechanism to operate the
same, a device to hold such mechanism against operation, an electro-magnet
connected with said holding device, and adapted to actuate the same to liberate
the operating means, a detent or stop to engage the holding device to maintain
such liberation an electro-magnet to free the holding device, whereby it is allowed
to stop the operating means, and the circuit closers and the main line and local
circuits.
4. In an electro-mechanical signalling apparatus, the combination with a
movable signalling device and means to operate the same, of a device to hold such
means against operation, an electro magnet connected with said holding device and
adapted to actuate the same, to liberate the operating means, a detent or stop to
engage the holding device to maintain such liberation and an electro-magnet to
free the holding device, whereby it is allowed to stop the operating means.
5. In an electro-mechanical signalling apparatus and the system therefore, the
combination with a signalling hand, a dial of contrasting color and mechanical
means to operate the hand, of electro-magnets adapted to control such means; the
one through an intermediate catch or device constructed so as to normally engage
the operating means to start it by instantaneous magnetization, and the other
through an intermediate detent or stop constructed so as to directly or indirectly
engage such catch to arrest it by instantaneous magnetization.
6. In an electro-mechanical signalling apparatus, the combination with a
movable signalling device and means, which, when liberated will operate the
same, of a catch or device to hold such means against operation, an electro-magnet,
which, by instantaneous magnetization will liberate or start such operating means,
a detent or stop to maintain such liberation, whereby the signalling device is made
active, and an electro-magnet, which, by instantaneous magnetization will free
such catch or device to stop the operating means; whereby the activity of the
signalling device is maintained between the starting and stopping of the apparatus
and the magnets are but momentarily under the magnetic influence.
7. In an electro-mechanical signalling apparatus, the combination with the
power spring, a series of gears, a revolving shaft carrying an indicating or
signalling hand, the pivoted catch, and its operating lever and rod, of an electro-
magnet, whose armature is connected with said rod, a spring detent which engages
said armature and holds it to its magnet after attraction, and an electro-magnet,
whose armature is connected to said detent and is adapted to break said engagement
when attracted.

page_text: 8. In an electro-mechanical signalling apparatus, the combination with the
power spring and the series of gears, of a shaft carrying an indicating or
signalling hand, a dial, a pivoted catch, its operating lever, the spring which bears
against the same, and the electro-magnet connected to said lever by a rod and
means to hold the armature down mechanically.
9. In an electro-mechanical signalling apparatus, the combination with the train
of gearing, a pivoted catch adapted to engage the teeth of one of the gears, of
said gearing, its operating lever and rod, of an electro-magnet, whose armature is
connected to said rod and provided with a prolongation, a spring detent adapted
to engage said portion, and an electro-magnet whose armature is connected with
said detent.
10. In an electro-mechanical signalling apparatus, the combination with a train
of gearing and a revolving shaft, carrying an indicating or signalling hand, of a
catch adapted to engage one of the gears of said gearing, its operating lever and a
speed regulating device, having a rod which stands out of a perpendicular and
provided with an adjustable weight; whereby the apparatus may be started
without first actuating said regulating device, and its speed regulated.
11. In an electro-mechanical signalling apparatus and the system therefor, the
combination with a duplex circuit closer, consisting of a pivoted beam carrying a
plurality or double sets of flexible arms, the said sets being insulated from each
other, and the one constructed to close one circuit and the other to close another
circuit simultaneously by the tilting of the beam in one direction, of the yielding
operating arm carried by a passing train.
12. In an electro-mechanical signalling apparatus, the combination with an
indicating or signalling hand, having a transparent colored portion, of a dial having
a transparent portion, whereby a clear light is exhibited through the dial, and a
contrasting light through the hand.
13. In an electro-mechanical signalling apparatus, the combination with a
revolving indicating or signalling hand, having an aperture provided with a
colored transparent material, of a dial having a ring-like portion of clear material.
Dated this 20th day of August 1991
M. TOULMIN.
By Herbert & Co.,
Agents,
67, Strand,