improvements in Electrical Signalling Devices for Railways.
Year: 1894

page_text: Date of Application, 27th Oct., 1894
Complete Specification Left, 29th July. 1895-Accepted, 21st Sept., 1895
PROVISIONAL SPECIFICATION.
improvements in Electrical Signalling Devices for Railways.
1. WALTER GRIMES, of Silverlands, St. Margarets, Twickenham, in the County
of Middlesex, Commercial Traveller, do hereby declare the nature of this invention
to be as follows:-
My invention relates to improvements in electrical signalling devices for railways
wherein contact brushes on the train make contact with special contact rails laid
down beside the track at the proper places so that electrical signalling devices on
the train can be suitably operated through the brushes and contact rails from the
signal cabin or other suitable place.
According to my present invention I provide means whereby the driver in
charge of an engine approaching a junction can be signalled in such a manner as to
inform him as to the number of the road upon which he is to proceed, should he
not possess such information beforehand; this apparatus may be employed also
to indicate "liue blocked" and "line clear."
" and
I will now indicate the nature of arrangements made according to my invention
for a single main road with a single branch therefrom premising however that the
application of my invention is not limited to this particular example, for by obvious
modification it is applicable to a junction of any number of roads, or to cross-overs.
At the distant" signals in advance of the junction home signals or at any other
suitable place I place two of the special contact rails in line with each other
alongside the track. Each bar is connected electrically or electro-mechanically by
suitable commutators or otherwise with one or both of the two "home
"distant" semaphore arms or mechanism operating therewith in any such way
that the lowering of the semaphore arm or arms for the main road puts the first of
the two special contact rails in circuit and puts or keeps the other contact rail-out
of circuit, whereas the lowering of the branch road semaphores puts both the
contact rails in circuit. When the first rail alone is in circuit a. single audible or
audible and visible or other signal is given to the engine-driver with regard to the
corresponding road, say the main road. When both the contact rails are in
circuit two such signals in succession say for the branch road are given.
To enable the driver to be signalled electrically at the home signals as to the
number of the road on which he is to proceed, or otherwise, a contact rail is placed
alongside the track thereat and is in circuit with a suitable key or other controlling
device so that when the contact brush on the engine makes contact with the rail
the key can be employed to signal to the driver, who is preferably provided with
means for replying electrically to such a signal.
The levers which operate the points, or both the points and signals are preferably
mechanically or electrically interlocked with the electrical signalling devices
controlled by the signalman and the driver or controlled by either, so that the
points or signals cannot be operated until the correct signal is given to, and
acknowledged by the driver.
The apparatus by which my invention is carried into effect may be of any
suitable kind. For instance may use certain of the parts described in the
Specification of prior Letters Patent No. 6677 of 1893 granted to me, or suitable
modifications thereof.

page_text: Electric batteries for operating the apparatus aforesaid can be carried on the
engine, or on the ground, or otherwise, as may be most convenient.
Dated this 27th day of October 1894
W. P. THOMPSON & BOULT.
Agents for the Applicant.
Improvements in Electrical Signalling Devices for Railways.
I, WALTER GRIMES, of Silverlands, St. Margarets, Twickenham, in the County
of Middlesex, Commercial Traveller, do hereby declare the nature of this inven-
tion, and in what manner the same is to be performed, to be particularly described
and ascertained in and by the following statement :-
My invention relates to improvements in electrical signalling devices for railways
wherein contact brushes on the train make contact with special contact rails laid
down beside the track at the proper places so that electrical signalling devices on
the train can be suitably operated through the brushes and contact rails from the
signal cabin or other suitable place.
According to my present invention I provide means whereby the driver in
charge of an engine approaching the points and signals of a junction can be
signalled in such a manner as to inform him as to the number of the road upon
which he is to proceed, should be not possess such information beforehand.
I also interlock the levers which operate the points, or both the points and
signals, by the electrical signalling devices controlled by the signalman and the
driver or controlled by either.
The apparatus by which my invention is carried into effect may be of any
suitable kind. For instance I may use certain of the parts described in the
Specifications of prior Letters Patent No. 6677 of 1893 and No. 11211 of 1894
granted to me, or suitable modifications thereof.
I will now indicate the nature of arrangements made according to my invention
for a single main road with a single branch therefrom premising however that the
application of my invention is not limited to this particular example, for, by obvious
modification, it is applicable to a junction of any number of roads, or to cross-overs.
In the accompanying drawings
Figure 1 is a diagram illustrating by way of example one arrangement of signals
at a junction, and their electrical appurtenances according to my invention whereby
the driver of a train is advised automatically in advance of the junction of the
number of the road on which he is to proceed.
Figure 2 is a similar diagram illustrating apparatus also according to my inven-
tion, whereby the driver and signalman can signal to each other when the train
arrives at the junction and whereby the junction point or signal levers are
interlocked as aforesaid with the electrical signalling devices.
Like letters indicate like parts throughout the drawings.
With reference first to Figure 1, A is the main road, B is a branch therefrom.
A is the semaphore arm of the junction home-signal for the main road A. B' is the
semaphore arm of the junction home-signal for the branch road B. A and B are
insulated special contact rails in line with each other alongside the track; they
are placed in advance of the home signals at the point at which the signal is to he
given to the driver of a train approaching in the direction of the arrow.
C is an electric battery constituting a source of current for the apparatus; I may
adopt any other convenient source of current.
DD' are terminals with a gap between them. A' is a circuit closer carried by
the semaphore arm A' and adapted to bridge the gap between the terminals D D'
when the arm is
"off." "

page_text: F F¹ F² are terminals with gaps between them. B' is a circuit-closer carried by
the semaphore-arm B' and adapted to bridge the gaps between the terminals F F¹ F
when the arm B₁ is "off."
CC are leads which connect one end of the battery C to the contacts D and F
respectively. G is a lead connecting the terminals F2 and D¹. C³ C+ are leads
which connect the terminals D' and F to the contact rails A* B* respectively.
CA are leads whereby one end of the battery C and the track rails are
respectively "earthed."
With the circuit-closers in the position in which they are shown in the drawing
the circuit from the battery C to the contact rails A² B² is interrupted.
When the first rail A2 alone is put in circuit a single audible or audible aud
visible or other signal is given to the engine-driver with regard to the corresponding
road, the main road A. When both the contact rails A B are in circuit two
such signals in succession for the branch road B are given. This is effected as
follows;-
When the semaphore arm A¹ for the main road is lowered the contact A³ bridges
the gap between the terminals D D' and thereby completes the circuit from the
battery by way of C¹ D A' D' C³ to the contact rail A' so that when the
signalling devices on the train complete the circuit from the contact rail A² to
the track rail they receive a single current or impulse from that contact rail.
Whereas when the arm B' for the branch road is lowered the other arm A' being
up and the circuit C'D A' D' being therefore interrupted at D D¹ the circuit-
closer B bridges the gaps between the terminals F F and F and completes
therethrough the circuit from the battery C by way of C2 to F and thence by way
of B F G D' and C' to the contact rail A2 and also by way of B³ F¹ and C' to
the rail B, so that the signalling devices on the train complete the circuits from
the contact rails A B in succession to the track rails and receive two successive
currents or impulses.
Although I have shown the circuit closers A³ B³ as applied to the semaphore
arms they may be operatively connected with any other part of the signal-apparatus
which is under the control of the signalman.
With reference now to Figure 2, H is an insulated contact-rail placed alongside
the track at the home signals. I and J are batteries in the signal cabin K.
A is a lever controlling say the semaphore arm A¹ for the main road A. B³ is
a lever controlling the semaphore arm B¹ for the branch road B. L is a key by
which electrical signals may be sent by the signalman to the driver. M is a bell
in the cabin by which audible signals are given by the driver to the signalman.
N is an electro-magnet in proximity to the lever A'; N¹ is an armature therefor
pivotted at N and acted upon by a spring N or equivalent controlling device.
O is a permanent magnet, also fixed in proximity to the armature N'. The
armature N when in its normal position, is out of the field of the permanent
magnet but is drawn into this magnetic field by the action upon it of the electro
magnet N. The electro magnet N is adapted to move the armature N¹ through a
portion of its stroke, the rest of the stroke, as hereinafter more particularly
described, being completed by means of the permanent inagnet O which retains it
in position until forcibly pulled therefrom in the manner hereinafter explained.
P P P and Q are respectively an electro-magnet, pivotted armature, spring, and
permanent magnet appropriated to the lever B³.
two
N is a bolt carried by the armature N¹ and adapted to enter a hole A* in
the lever A. No is a projection from the armature N¹ on which are
contacts N N insulated from each other and from the projection N° and notched
is shown.
R is a third electro-magnet in the cabin. R¹ is an armature therefor pivotted
t R to a support and having upon it a detent R³ insulated from it and adapted to
engage and make clectrical connection with the contacts N° and N', the former, as
shown, or both of which may be notched or provided with projections n n'. The

page_text: armature is provided with a spring R₁ or equivalent which normally keeps it away
from the electro-magnet R and out of engagement with the contacts N° N.
P is a bolt operatively connected with the armature P¹ and arranged to enter a
hole A in the lever A' or a hole B' in the lever B according as it is at one or the
other extreme of its travel which is horizontal. A is a single cam projection or
wedge-piece on the levers A, and B is a double cam projection or wedge piece on
the lever B; these cam projections or wedge pieces are so arranged that when the
levers A B are moved out of their normal position, so as for example to lower the
semaphore arms they force respectively one or both of the armatures away from
the permanent magnets against which said armature or armatures must previously
have been placed, to unlock the lever or levers in the manner hereinafter
explained.
H'H' are leads whereby the contact rail H is connected to the key L which
latter is a conductor. L' is a terminal between which and the key L there is
normally a gap. L' is a lead connecting the terminal L' with one end of the
battery I, and I is a lead by which the other end of the battery I is connected to
earth. M is a branch lead whereby the leads H H are connected to the cabin
bell M and to the electro-magnet R. R is a lead by which the electro-magnet R
is connected to earth.
The battery J is connected at one end to earth by the lead J' and at the other
end to the detent R³ by the lead J. The notched contact No is connected to the
electro-magnet N by the lead J³ and thence to earth by the leads J J, and the
notched or other contact N' is connected to the electro-magnet P by the lead J
and thence to earth by the leads J' J'.
S is a locomotive travelling on the track A in the direction indicated by the
arrow.
T is a battery carried on the locomotive. U is a key by which electrical signals
may be sent by the driver to the signalman. V is a bell on the engine by which
audible signals are given by the signalman to the driver. W is a contact-brush
carried by the engine and adapted to make contact with the contact rail H.
T is a lend by which one end of the battery T is connected to earth through
the engine S and track rails. T is a lead by which the other end of the battery T
is connected to a terminal T3 in proximity to the key U, there being normally a
gap between it and the key. U is a lead by which the key U is electrically
connected with the brush W. V is a terminal with which the key U is normally
in contact, and V* is a lead connecting that terminal and the bell V. V is a lead
connecting the bell V to earth.
Upon the arrival of the engine S at the contact rail H the brush W makes
contact therewith and the driver and signalman can exchange bell signals. For
instance the signalman may indicate to the driver the number of the road on which
the latter is to proceed, assuming that such intimation has not previously been
given by apparatus of the kind hereinbefore described with reference to Figure 1.
To sound the bell on the engine the signalman depresses the key L thereby
completing the circuit I LLL HH WU¹ U V¹ V³ V V8 from the battery I
through the bell V on the engine.
To sound the bell M in the signal cabin the driver depresses the key U thereby
completing the circuit T T T U U¹ WH H' M' R R from the battery T on
the engine through the bell M in the signal cabin.
When the signalman depresses the key L to sound the engine bell V the current
from one end of the battery I passes not only to the engine by the circuit herein-
before indicated but goes also through the electro-magnet R by the circuit L H2
M' R and so to earth or to the other end of the battery by the lead R', and this
electro-magnet controls the armature R' so that the semaphore levers A B are
interlocked electrically by the key L as follows;-
If the key L be depressed once, it will cause a single signal to be given by the
engine bell V to indicate (according to the present example) that the driver is to

page_text: proceed on the main road A, and will cause the electro-magnet R to bring the
contact detent R³ into engagement with the projection n of contact N whereupon
current from the battery J will flow by way of the circuit J' R' N' J* J* J*
through the electro-magnet N. The latter when thus energised pulls the
armature N towards it and into the field of the permanent magnet O, this motion
being terminated by the projection n' of contact N° abutting against the contact
detent N. When now the circuit through R is broken and the detent contact R³
moved by the spring R' out of engagement with the projection n' of contact N°
(by which latter operation the circuit through N is broken), the permanent
magnet O completes the movement of the bolt N partially effected by the previous
energisation of the electro magnet N and thereby unlocks the lever A³ controlling
the main road A. In the latter part of the movement of the armature as effected
by the permanent magnet O it shifts the contact N° from under the detent R³
replacing it by the contact N' and leaving the armature N' to be retained by the
permanent magnet until the lever A is pulled over, upon which the cam
projection A restores the armature N' to its original position. But if, before the
lever A is pulled over and whilst the armature N remains against the permanent
magnet a second signal be sent to the engine driver by the key L or as herein-
after described a signal be sent by the engine driver to the signal cabin K and the
armature R be thus operated for a second time by the electro-magnet R the
detent R' will engage with the contact N' and current from one end of the battery J
will then flow by way of the circuit J' R'N' J to the electro-magnet P and thence
to earth or to the other end of the battery J by the leads J J. The electro-
magnet P when thus energised operates its armature P¹ and moves the bolt P' to
lock the lever A which controls the main road and unlock the lever B' controlling
the branch road B. The lever B' when pulled over restores both the armatures N¹
and P' to their normal position by means of the double cam-projection B³, those
armatures being respectively held up by the permanent magnets O and Q between
the time when the electro-magnet P ceases to act upon it and the cam-projection B8
acts.
The bolts N P are constructed in any manner which will prevent them from
offering any impediment to the returu movement of the levers A' B' after their
operation as aforesaid. That is to say they are so arranged or constructed that
they cannot become disengaged from the levers by merely pulling at the latter, but
will yield or move to allow the levers to be put back past them.
Should the signalman by operating the key L once and pulling over the lever A*
indicate by the bell V being sounded once and by the lowering of the semaphore
arm A¹ that the engine driver is to proceed along the main line A whereas the
driver knows he should be turned on to the branch B, the driver brings the train
up to the contact bar H and then stops and operates the key U preferably two or
more times which, in causing the circuit. to be completed simultaneously through
the bell M and electro magnet R as hereinbefore described effects the movement
of the armature R' and the completion through R and N7 of the circuit embracing
the battery J and electro-magnet P so as to unlock the lever B5, which latter the
signalman will then know he has to push over to open the road to the branch B.
Should the signalman indicate that the driver is to proceed on to the branch which
the driver knows he should proceed along the main road, the driver on arriving at
the bar H operates the key U say once whereby the signalman will know that he
is to re-adjust the signals and junction-point. When the signals and road are
adjusted to suit the requirements of the particular train, the driver thereof need
not operate the key L.
I wish it clearly understood that the diagrams which are herein before described
are given merely by way of example and that I do not limit my invention to the
particular arrangement and combinations of parts therein described nor to the
modes in which the electrical connections are arranged, as all of these things may
be varied without departure from my invention.

page_text: Having now particularly described and ascertained the nature of the said inven-
tion and in what manner the same is to be performed I declare that what I
claim is ;-
1. In apparatus for railway electrical signalling the combination with a railway
track a source of electric power and two or more separate contact rails A2 B2
arranged in succession along the track of interrupted electric leads C¹ C³ C³ C* G
connected with the contact rails A B and circuit closers A* B* for the interruptions
in those leads operatively connected with the control-apparatus of the signals or
points the combination so arranged and operating that the number of contact rails
in circuit with the source of power is automatically varied in accordance with the
adjustment of the aforesaid control-apparatus substantially as and for the purpose
described.
2. In apparatus for railway electrical signalling the combination with a contact
rail H of apparatus carried upon the engine comprising a source T of electric
power a bell V a brush W to make contact with the contact rail H a contact key U
and leads T U V adapted to connect the brush W with either the engine bell V
or source of power T as desired a bell M in the signal cabin leads H M' to take
current from the contact rail H through the bell M and apparatus for control by
the signalman comprising a source of electric power I a contact key L leads L³ H'H'
to deliver current from the course I of electric power to the rail H substantially as
and for the purpose described.
3. In apparatus for railway electrical signalling the combination with the
mechanism for operating the points or signals of a source I of electric power an
electro-magnet Ra key L to control the passage of current to the electro-magnet R
an armature R' a source of electric current J a contact R³ carried by the armature R¹
and electrically connected with the source J of electric power an electro-magnet N
a permanent magnet O an armature N' a bolt N and pair of contacts N® N'
operated by the armature N' a cam or wedge A8 a lever A with which the
bolt N engages an electro-magnet P a permanent magnet Q an armature Pla
bolt a cam or wedge B³ a lever B with which as well as with the lever A*
the bolt P engages and leads connecting the contacts N° N7 with the electro-
magnets N and P respectively and with earth substantially as and for the purpose
herein before described.
4. In apparatus for railway electrical signalling the combination of apparatus
such as is claimed in Claim 3 with apparatus such as is claimed in Claim 2 substan-
tially as and for the purpose hereinbefore described.
5. In apparatus for railway electrical signalling the combination with an
electro-magnet R of electro-mechanical locking gear so arranged that on the first
operation of the contact key L a given signal or point lever is unlocked and that
on the second operation thereof that lever is re-locked and a second lever unlocked
substantially as and for the purpose hereinbefore described.
6. In apparatus for railway electrical signalling of the kind claimed in Claim 5
the employment or combination with electro-magnets of permanent magnets and
mechanism operated by the signal or point levers for withdrawing the armatures
from the permanent magnets substantially as and for the purpose described.
7. The combination and arrangement of parts constituting a complete railway
electrical signalling apparatus substantially as and for the purpose herein before
described and illustrated in Figure 1 of the accompanying drawings.
8. In apparatus for railway electrical signalling the means for the exchange of
signals between engine-driver and signalman constructed arranged and operating
substantially as described and illustrated in Figure 2 of the accompanying drawings.
9. In apparatus for railway electric signalling means for enabling a signal or
point lever to be unlocked froin an engine on the track substantially as described.
10. In apparatus for railway electrical signalling the means for interlocking by
the signalman's contact key L the points or signals substantially as described and
illustrated in Figure 2 of the accompanying drawings.

page_text: 11. The combination and arrangement of parts constituting a complete apparatus
for railway electrical signalling substantially as and for the purpose described and
illustrated in Figure 2 of the accompanying drawings.
Dated this 23rd day of July 1895.
WALTER GRIMES.
Boult & Wade,
Agents for the Applicant.