Apparatus for Preventing Collisions of Trains on Railways.
Year: 1899

page_text: Date of Application, 30th Mar., 1899-Accepted, 25th Nov., 1899
COMPLETE SPECIFICATION.
Apparatus for Preventing Collisions of Trains on Railways.
I, GEORGES MICHEL SCHREIBER, of Czestochowa, Government Pietrokoff,
Theatralna, Russia, Director of a Spinning Mill, do hereby declare the nature
of this invention and in what manner the same is to be performed to be particu-
larly described and ascertained in and by the following statement:―
Many attempts have been made to construct apparatus to prevent the collision
of trains and other accidents on railways, which however have been unsuccessful,
the apparatus not fullfilling all the various requirements. Such apparatus was
adapted only for the proximity of signal-boxes and stations, so that accidents
could still happen on other parts of the railway; and further the operation of
such apparatus depended more or less upon the staff of the railway and was
therefore subject to human error.
This invention relates to apparatus which acts automatically and independently
of the engine driver and other staff, and is designed to prevent collisions of
trains at all parts of a railway.
This object is obtained mainly by the distribution of devices along the whole
road which are arranged one before and one behind the train to be protected at
a certain distance therefrom and are operated automatically by the locomotive,
so that another train can approach the first train only to a certain distance in
front or behind such train, because when the second train meets the devices it
is stopped automatically by the action of the brake and interruption of the steam
supply. If desired the engine driver is advised of the impending danger by
an audible or visible signal.
In order that this invention may be the better understood I now proceed to
describe the same, reference being had to the accompanying drawings and to
the letters and figures marked thereon.
Figure 1 (Sheet 1) is a diagrammatic view, showing the general arrangement
of the apparatus.
Figure 2 (Sheet 2) shows a side and part sectional view of the protecting
device, arranged at certain intervals on the road.
Figure (Sheet 1) shows similar views of this device at a different position
of the working parts.
Figure 4 (Sheet 3) is a view in the direction of the arrow, Figure 2.
Figure 5 (Sheet 3) is a view from the other side in the direction of the arrow,
Figure 3.
Figure 6 (Sheet 4) is a plan of part of the device.
Figure (Sheet 2) is a plan of the whole arrangement and
Figures 8 to 14 show details explained in the following description.
Figure 1 illustrates as beforementioned, the general arrangement of the in-
vention. For the sake of simplicity one line of rails is only assumed outside to
the right and left of which are arranged in pairs the protecting devices 1, 3, 5, 7
etc.; and 2, 4, 6, 8 etc. :-On the one side are arranged the devices, with uneven
numbers and on the other side the devices with even numbers. To each of
these devices correspond two adjustable striking devices, within the
rails, which when the corresponding protecting device is operated by
a passing train occupy such a position that a lever provided under
the locomotive strikes against them and is operated so as to actuate the pneumatic
077

page_text: or steam brake; to interrupt the steam supply and if desired to give a visible
or audible signal to the engine-driver, so that the blocked road cannot be passed
over by a train in either direction except by the train which has automatically
effected the blocking.
Suppose a train travels along the road in the direction of the arrow and is
provided on the right side of the locomotive with a lever, outside the rails,
adapted to strike against a lever of the devices 1, 3, 5, 7 etc. Suppose also the
train has travelled far enough to have passed device 5 and passes the device 7.
The operation of the device moves two blocks, 7 and 7b both connected with the
device 7 by drawing mechanism, so that projections a of the blocks occupy the
positions shown in dotted lines in Figure 14. If now a driver intends to pass
the blocks or 7, thus adjusted, the lever b suitably placed below the frame
of the locomotive, would strike against the projection of the corresponding
block, whereby an axle c will be rotated, see Figure 14, which illustrates as an
example how this niechanism may be constructed.
By means of a cord d or similar device, the rotation of the axle operates a
catch e; a disc f makes then a rotary movement under the action of a weight.
The rotation of the disc f actuates either the brake of the train or interrupts the
steam supply to the cylinders, or both and it may further give an audible or
visible signal to the driver, that the train must stop.
Referring now again to Figure 1, when the train passed device 7, the blocks
and 7b occupied such a position, that this part of the road can now be passed
over only by the train which passed device 7, being blocked from the rear and
from the front against any other train.
The block while operated, has acted on the device 3, previously operated
by the same train, and has disengaged the same so that the device 3, and blocks 3
and 3 have returned into the position previously occupied by them. When the
train travels further and passes the device 9 the procedure is repeated, the
blocks 9" and 9b are adjusted and the device 5, previously actuated, with the
blocks 5 and 5 are returned into the original position. It will be seen that
the train is protected for a certain distance in front and rear and controls this
part of the road for itself, blocking it against other trains and relieving the
block when it has advanced sufficiently far, so as not to further require the
protection.
This invention is also of great value in the following case. For instance, if
two trains move on one line against each other with a velocity which would
cause them to meet for instance at a point between the devices 17, 18, 19 and 20,
the train approaching from the right when passing the apparatus will cause the
block 15" to rise, which will stop the train approaching from the left. The
latter actuating the block 22" when passing the apparatus 22, will also prevent
the train from the right to move further. In consequence this invention makes
it impossible for two trains approaching one another to move over the line
between the devices 17, 18, on the one hand, and 19, 20 on the other hand, which
was possible hitherto. The same effect would be produced, if a train had been
derailed at the place previously considered as a point of collision, thus ensuring
the safety of the part of the line in question.
The following is a description of the details of such a device provided on the
right and left of the line and covered conveniently by a box.
In a frame m, conveniently fixed outside the line, rests an axle h, Figure 3.
The axle carries a lever g provided with a pivotted end k. When a train
approaches, the lever g is turned over, by an arm fixed below the locomotive,
and turns a cog wheel in the direction of the travel. The cog wheel i engages
with a cog wheel o rigidly connected with a ratchet wheel p, Figures 2, 10
and 11. When the lever was being turned over, a weight (or equivalently
a spring or similar device) was wound up, which operates immediately after the
passing of the lever g and rotates the cog wheels and in opposite direction.
Before the lever is turned over by the arm under the locomotive, the parts

page_text: The
occupy the position shown in Figure 8. A ratchet pawl t, fixed to the
cylinders and subject to the influence of a spring a, engages with the teeth of
the ratchet wheel 2, which rotates loosely with the wheel o around an axle r.
When the lever g is turned over and the wheel i and o are rotated, the ratchet
pawl passes over the teeth of the ratchet wheel without effect. However
when the train has left the device and the wheels and o are rotated by the
falling weight 1, that is to say in the direction opposite to that before, the
ratchet wheel carries the pawl t with it, and as the same is fixed to the
cylinders, the latter is rotated in the same direction until the nose 31 of the
same is engaged by a pawl 30 and thus secures the cylinders in the position
given to it. The various parts then occupy the position shown in Figure 9.
free end of the pawl t has been moved by a pint so that the pawl is disengaged
from the ratchet wheel 7. A lever pivotted at e, is moved by the spring 15 so
that its lug entering through the orifice of the ratchet pawl arrests the
latter in its disengaged position. The spring which has the tendency to press
the pawl t into the teeth of the ratchet wheel cannot come into effect. To
the cylinders are attached the ends of two chains 16 and 17 so that the chains
which run along two different directions of the railway are both wound up during
the rotation of the cylinders due to the action of the weight. The chains lead
to a block device situated in front or behind the train, and marked 1", 2", 3", etc.
and 1, 2, 3b, etc. according to the main devices to which they belong, see
Figure 1. The construction of these block devices is shown in Figures 2 and 3.
The apparatus consists essentially of a casing a in which is rotated a cog wheel 22
with an axle 32, lifting a rack 20 and bringing it and the projection 21 into the
position shown in Figure 3. In this position of the projection the blocking of
the line and protection of the train have been effected. As shown in Figure 7
an axle 32 carries three chain or wire pulleys 33, 34, and 35, of which 33 is
connected with a chain or wire service led to the apparatus from which the block
has been adjusted. The pulley 34 is connected to the nearest main device in
order to free simultaneously with the lifting of the corresponding projection the
part of the road which is not to be blocked any longer. The third pulley 85
carries a weight 23 in order to return the parts into their position of rest when
the block in question has been set free again, Figure 2.
To the block device a, shown on the left in Figure 7, belong two discs or
pulleys 36 and 37, of which 36 is connected to the main device, pulley 37 carry-
ing the weight 23 to pull down the projection 21. The third pulley is omitted
in this case, because only the block devices on the right side in the direction
of the travel of the train are required to return the devices into the positions' of
rest.
When a main device is operated, the train can travel to and fro on the part
of the railway blocked by it without disengaging the block or resistance from
the parts. For instance, when the locomotive arm has turned over the lever g,
Figure 3, and the driver wishes to go back with the train, for instance to fetch
a disconnected carriage, the hinged end is turned into the position shown in
dotted lines and permits the train to pass. When afterwards the train travels
again forwards and turns the lever g over again, the cog wheels and o are
operated and rotate the ratchet wheel p, but as the pawl t of the cylinders is
pressed out of the teeth of the ratchet wheel, the wheel will simply turn without
influencing the cylinder blocked in its position and the blocks or projections
connected therewith.
As before mentioned, by means of the disc 34, Figure 6, the nearest device
is returned into the position of rest. For this purpose a line of wire or chain
connected to the pulley 34 is connected with a sliding device 24, Figure 12, and
adjusts the same overcoming a spring 25, Figure 8. The projection of the
slide 24 then passes against a pivotted arm of the lever 28 and thus brings the
projection 30 in such a position that the projection 31 of the discs becomes
free and the cylinders can consequently return into its original position, whereby

page_text: The lever 28
is shown in detail in Figure 13 and is subject to the pressure of a spring 29.
The return of the cylinders is effected by the weights 23 of the block devices.
When the cylinder s, Figure 15, returns, the end 19 of the lever z strikes against
a projection 18, as shown in Figure 8; in consequence the projection passes
through the opening of the ratchet pawl overcoming the spring 15, whereby
the ratchet pawl is brought again into engagement with the ratchet wheel
under the influence of the spring. The parts then have taken up the position
,ready for action, so that the procedure can be repeated.
the corresponding block devices return into their position of rest.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
1st. An arrangement for the prevention of accidents on railways, consisting of
devices along the whole road, at certain distances apart, which act on the brake,
steam supply or a signalling device or on all, and are brought automatically into
effective operation, by the train while travelling at certain distances in front of and
behind such train, which latter returns such devices into their normal position
after passing the part of the road thus protected, substantially as described.
2nd. A form of construction of the arrangement claimed in Claim 1 in which
devices are provided outside the line which are operated by the passing train
automatically and lift a block a, provided within the line at a certain distance
in front of and behind such device, so that a train entering from either end
the part of road thus blocked is brought to rest through the operation of the
brake or other means by a lever 6 arranged under the locomotive substantially
as described.
3rd. In the arrangement claimed in Claim 1 mechanism in which the turning
over of a lever winds up a weight, spring or similar device and rotates cog
wheels io, connected to a ratchet p, which slides past a pawlt of a cylinder s;
the cogwheels io being rotated in an opposite direction when the lever g sets
free the weight, spring or other device thus operating the ratchet wheel & pawl t
and rotating thereby cylinders, which winds. up two draw lines or chains & thus
pulls the blocks a situated at a distance into the position ready for action sub-
stantially as described.
4th. In the mechanism claimed in Claim 3 a cylinders into the interior of
which is inserted a pawl t pressed through by a spring into engagement with
the ratchet wheel ; the hooked end of a lever pivotted outside on the
cylinder s entering through the opening in order to interrupt under the
influence of spring 15 after the rotation of the cylinder and disengagement of
the pawl t by pin the engagement between ratchet wheel p and pawl t until
the catch or pawl 30 arresting the cylinder s in the operative position is dis-
engaged; the lever being then moved through projection 18, Figure 8 and
setting free pawl t, after the return of the cylinders s into the original position,
so that the pawl t can engage again with the ratchet wheel p, substantially as
described.
5th. In the device claimed in Claim 3 a lever having a pivotted end k, so
that the train after turning over the lever g can go back without obstruction,
the end giving way without moving the lever g substantially as described.
Dated this 29th day of March 1899.
FELL & JAMES,
Agents for the Applicant.