Improvements in Railway Signalling and Communicating Apparatus.
Year: 1898

page_text: Date of Application, 18th June, 1898-Accepted, 30th July, 1898
COMPLETE SPECIFICATION.
Improvements in Railway Signalling and Communicating Apparatus.
I, ALEJANDRO BASANTA Y BAQUE, of 47, Calle Aduana, Madrid, Spain, Elec-
trical 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 for its object to effect greater security in railway traffic
than is obtained by existing systems of working; it consists mainly in the em-
ployment of apparatus whereby a locomotive engine, when situated on the line
between two stations, is enabled to communicate firstly with another train situated
upon the same line, secondly with the several carriages composing its own train,
thirdly with the two stations between which it is situated, and fourthly with the
level crossings.
I will describe my said invention with reference to the accompanying drawings
in which Figures 1 and 2 shew diagrammatically the position and mode of work-
ing of all the apparatus in connection with two trains situated on the same line
between two stations. Figures 3 and 3* shew respectively a plan and elevation
of the signal bell apparatus situated on the carriages.
Figures 4 and 4* shew respectively a front and side elevation of the bell signal-
ling apparatus situated at level crossings for indicating the approach of a train.
Figure 5 shews a plan of the line at a level crossing with the electrical connec-
tions. Figure shews a diagrammatic view of two trains situated on a line
between two stations.
The signalling apparatus at Figures 1 and 2 may be mounted either on the
guard's van, or on a carriage, or preferably on the engine of the trains; I will
assume them to be fixed on the engines.
The apparatus comprises the following features: A current generator A such as
a dynamo or magneto electric machine fixed on the framing of the engine, and
driven by a belt, pitch chain or other means from one of the wheel axles; or the
The nega-
rotating part of the dynamo may be mounted directly upon the axle.
tive pole of the generator is put in direct communication with the rails of the
line TT, for which purpose it may be metallically connected to the wheel axle
or other metallic part communicating therewith.
The positive pole + communicates with a commutator switch C which may
assume either of the two positions C¹ and C².
In the position C¹ the current passes through the commutator and the relay T',
whence it passes to the lever L which interrupts a telephonic circuit, and it passes
thence through the contact F that communicates with the insulated conductor (.
through which the current passes to the contact F of the apparatus on the second
train. From this the current passes to the lever L of the telephone, through
relay T, through commutator C to the + pole of the generator A and through the
armature, or through a shunt to lessen resistance, to the line of rails T which
leads the current back to the pole of the dynamo A of the apparatus Figure 1.
In the above I have assumed that the train of
thus forming a closed circuit.

page_text: apparatus Figure 1 is in motion and that the train of Figure 2 is standing;
should the train Figure 1 be standing and Figure 2 be in motion the above
described action will be precisely the same but inverted, the dynamo A of Figure
2 being in that case active while that of Figure 1 is inactive.
If both trains are in motion the only difference will be that the currents will
'be either alternating or of varying intensity according to the relative speeds of
the two trains.
On closing the circuit, the electromagnet relays T will be excited and in at-
tracting their armatures will close the circuits of the second relays T worked by
a local battery P, and will thereby actuate audible signals, such as bells B
The engine drivers or guards of the two trains being thus advised of the presence
of the second train, can then communicate with each other by taking the tele-
phone instruments off the levers L which then move into the dotted positions thus
interrupting the circuits of the dynamos A and closing a telephonic circuit con-
nected to the batteries P.. This circuit will be formed by the same conductors as
above described and the mode of operating with the telephones being that of the
well known system it need not be farther described. The contacts F can be
either rollers, brushes or any other known devices; the conductor O may be an
iron wire, cable or bar of suitable arrangement. The commutator switches C
when placed in the position Ca enables the train to communicate with the stations.
In this position the circuit of the dynamos A is interrupted but a second
auxiliary dynamo or magneto machine B¹ worked by hand at a very high speed
so as to produce currents of higher pressure than those of A is put in circuit,
producing either continuous or alternating current. This current passes in the
same manner as above described to the contact F' and through the conductor
resistances R at the stations to electromagnetic signalling apparatus T3 there
situated. The resistances R are such that the low pressure currents from the
dynamos A cannot pass through them.
to
If on the other hand it is desired to signal to one of the trains from one of the
stations it suffices to reduce the resistances R to the requisite degree by means
of a commutator switch in any well known manner, so that the current from the
dynamo A will pass into the station circuit, the commutator C of the train being
assumed to be in the normal position C¹, and the train in motion..
If the train should be standing so that its dynamo A is inactive a second
auxiliary machine worked by hand similar to B¹ is included in the station circuit,
a telephonic apparatus being also there provided.
From the above it will be seen that any train upon a line between two stations
can communicate either with a second train on the line or with one of the
stations, or these can communicate with the train.
In the event of land slips or similar accidents happening on the section of the
line on which a train is situated, the train would be advised of this because,
assuming the conductor O to be close to the ground such landslip would in falling
thereon, effect the closing of the circuit, and the signal on the train would be
sounded. The driver would ascertain that the signal did not come from another
train or from a station because he would receive no reply from the telephone, and
the signal would be sounded continuously.
The main conductor 0 is interrupted at each station which is connected by
leads to the separate sections as shewn. By this means the useless transmission of
signals from trains on sections between other stations to the train Figure 1 or
Figure 2 prevented. In order however to prevent a train upon one section from
running into a train standing on the next section at a station, a supplemental
conductor O' is provided, which extends to a distance of about a mile in each direc-
tion from the station, and is so arranged that the contacts F pass on to it from the
conductors O. Thus if there be a train at the station a signal will be given as
soon as a second train has approached the station sufficiently to pass on to the
conductor 0¹, and such second train being thus advised in sufficient time it can
be stopped.

page_text: The above described arrangement is more particularly intended for railways
having a single line of rails; when there is a double line, in which case the
collisions occur by one train overtaking another, and it is not expedient to block
the whole section between two stations situated a considerable distance apart, the
conductor is divided between the stations into sections of a length correspond-
ing to the distance within which it is judged that two trains may safely be
allowed to approach each other, so that as soon as a train approaches another
within that distance they will both be advised by the signals.
In each compartment of the carriages and in the guard's van, if the above
described apparatus be situated on the engine, (or on the engine if the apparatus.
be in the guard's van) is fixed the apparatus shewn at Figures 3 and 3.
It consists of a barrel mn containing a spring, like the barrel of a clock, with
ratchet wheel m¹ for winding up, which barrel has fixed to it a toothed wheel z
connected by gearing you to the wheel u which actuates an escapement of any
suitable kind, and the latter actuates the striker q of a bell t. The quadrant h
which can turn on an axis g is, in its normal position, in connection with the
spring barrel by means of one of the arms o on the latter. The quadrant is
stationary being held by the lever ik which fits with its end into a notch in h.
The lever may be held securely in this position by a spring j.
The bracket which supports the axis of the quadrant his connected to one of
the leads of an electric circuit while the other lead is secured to an insulated
post e.
One of these leads is connected to an insulated contact fixed on the foot board
of the carriage or on any other convenient part thereof and which may be a
roller or brush like F, in contact with the conductor O Figs. 1 and 2.
The other lead is made to communicate by any suitable means with one of the
wheel axles of the carriage.
The outer end of lever ik carries a button 4, on depressing which by hand the
lever end i is raised and releases the quadrant h, which then turns downward by
gravity upon its axis, and makes contact with the post e thereby closing the
electric circuit and sounding the audible signal on the engine; the driver being
thus advised that something is wrong, stops the train.
Furthermore, on the quadrant falling the spring barrel being released actuates
the bell t in the compartment through the gearing, so that the compartment in
which the signal has been given is at once indicated to the guard. The appa-
ratus is enclosed in a locked casing which can only be opened by the guard for
stopping the signal and resetting the apparatus, which is effected by raising the
quadrant h and replacing the end of lever ik in the notch thereof, and if necessary
winding up the barrel mn again.
It will be seen that by means of this arrangement the conductor O Figs. 1 and
2 is also utilised for signalling from any part of the train to the guard or driver
or from the guard to the driver or vice versa, in case of accidents.
For signalling the approach of a train to a level crossing the apparatus shewn
at Figures 4 and 4* is fixed at the crossing.
It consists of a bell 1, having electromagnets 2 fixed within it, which on the
passage of a current actuate hammers 3. These parts are protected by the bell
against wet, but they are also enclosed in a waterproofed casing. The bell is
suspended from a galvanised iron cable 4 which passes over pullies on a post 5.
By this arrangement the bell can be lowered when necessary for inspection or
cleaning, the cable being attached by any suitable means to a metal plate at the
bottom of the post when the bell is in the raised position.
The open framework of the post is enclosed up to a certain height by a sheet
metal covering for protection, in which is a door that is kept locked by the rail-
way officials. On opening this door access is gained to the interior in which a
ladder may be provided for climbing up to the top.
The post bears a placard stating that the crossing of the line is prohibited while
the bell rings.

page_text: pass
The electromagnet apparatus of the bell 3 is connected by suitable leads on the
one hand with cable 4 and thence to earth and on the other hand with conduc-
tors 2, similar to the conductors O Figs. 1 and 2 which extend to any required
distance on each side of the level crossing. Thus on a train, having the con-
tact and the above described electrical signalling apparatus, approaching the
crossing, it will make contact with the conductor 02, whence the current will
to the electromagnets 2 of the bell 1, sounding this and passing through the
cable 4 to earth and thence back to the second pole of the dynamo of the train.
Figure 6 shews a diagrammatic plan of the whole of the above described
arrangements combined, namely a section of a line of railway between two
stations SS, at the side of which is the conductor 0; 010¹ are the supplemental
conductors extending a certain distance on each side of the stations and 0202 are
the conductors extending on each side of the level crossing 6 and connected to
the signal bell 1 on the post 5.
7,7, are two trains on one and the same section, FF1 are the contacts on the
engines, making contact with the conductors 0,01 or 02 as the case may be,
and are the contacts on the carriages also making contact with 0 or 0¹. The
contacts F and f are of course provided on both sides of the train, as shewn so
that the various apparatus will operate in whatever position the engine and car-
riages may be relatively to the conductors. HH are the leads connecting the
conductors with the apparatus in the stations.
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. The use on railways of insulated conductors extending contiguous to the
rails and divided into separate sections, and operating in combination with sliding
or rolling contact devices mounted on the trains, connected to electrical current
generators and signalling devices thereon and so arranged that when two trains
are situated on one and the same section of the line, a closed circuit is formed
by the said conductors between the two trains, whereby currents supplied by the
generators, are made to actuate the signalling apparatus so as to indicate the pre-
sence of the one train to the driver or guard of the other train, substantially as
described.
2. The use in combination with the sectional conductors referred to in the first
claim, of supplemental conductors extending some distance to either side of a
station, with which supplemental conductors the contact devices on the trains
make contact as they approach the station, substantially as and for the purpose
described.
3. The use in combination with the sectional conductors referred to in the first
claim of electrical signalling apparatus at the stations connected with the said
conductors, so that electrical signals can be sent either from the trains to the
station, or from the station to the train substantially as described with reference
to Figures 1 and 2 of the drawings.
4. The use in combination with the sectional conductors referred to in the
first claim, of electrical apparatus mounted on the train, comprising a current
generator worked by the motion of the train an electrical audible signalling
device, a telephonic apparatus, a magneto electric apparatus worked by hand, and
a contact device for making contact with the said conductors the said several
apparatus being arranged in circuits and operating as and for the purposes herein
described with reference to Figures 1 and 2 of the drawings.
5. The use in combination with the sectional conductors referred to in the first
claim, of electric alarm apparatus arranged in the compartments of the carriages
which apparatus comprises an electrical circuit including the said sectional con-
ductor and a current generator and audible signal on the engine or guard's van,
contact devices at the engine or guard's van and at the compartments of the

page_text: carriages, making contact with the sectional conductor, a contact device in the
compartments of the carriages which is closed by the depression of a button by a
passenger, and a clockwork mechanism actuating an alarm bell in the said com-
partments, which is set free on the depression of the said button, the said appa-
ratus being combined and operating substantially as described with reference to
Figures 3 and 3 of the drawings.
6. The use in combination with conductors on the line, and electric apparatus
on a train such as referred to in the first claim, of signalling apparatus at level
crcssings consisting of an audible signal with electro magnetic actuator connected
with a conductor extending along the line a certain distance to either side of the
level crossing, so that on the contact device of a train making contact with such
conductor, it effects the closing of a circuit including the current generator on
the train, and thereby actuates the audible signal at the crossing, substantially
as described with reference to Figures 4 to 6 of the drawings.
ABEL & IMRAY,
Agents for the Applicant.