Improved Mechanism for Recording Railway Signals upon Locomotive Engines, and Notifying them to the Attendants thereon.
Year: 1896

page_text: Date claimed for Patent under Sect. 103 of Act,
being date of first Foreign Application (in 10 h Sent 1895
France)
Date of Application (in United Kingdom), 3rd Mar., 1896
Complete Specification Left, 3rd Dec., 1896--Accepted, 27th Feb., 1897
France)
Date of Application (in United Kingdom), 3rd Mar., 1896
Complete Specification Left, 3rd Dec., 1896--Accepted, 27th Feb., 1897
Date of Application (in United Kingdom), 3rd Mar., 1896
Complete Specification Left, 3rd Dec., 1896--Accepted, 27th Feb., 1897
PROVISIONAL SPECIFICATION.
Improved Mechanism for Recording Railway Signals upon
Locomotive Engines, and Notifying them to the Attendants
thereon.
We, JOSEPH AMBROISE MEUNIER, and COUNT MARIE GEORGES DE BENGY-
PUYVALLÉE, both of 21 Boulevard Poissonnière, Paris, in the Republic of France,
do hereby declare the nature of this invention to be as follows:-
The object of this invention is to place the signals of railway-lines and the
locomotive engines travelling thereon into mechanical relation (or automatic
communication) with each other, with a view to warning the drivers of such engines.
whenever the signals are in the position notifying that a line is "blocked," and at
the same time keeping a record of such warnings or notifications.
In accordance with this invention, each signal or disc on the line is connected by
suitable intermediate gearing to a bar termed the "stop-bar," and adapted,
whenever the corresponding signal indicates that the line is "blocked," to take up
its position at right angles to the rails of the line, and against one rail in particular,
on such a level above it, and at such a distance therefrom, that it can not be
touched by any of the ordinary parts or attachments of a passing train.
It will be readily understood that the intermediate or transmission gearing may
vary according to the distance of the signal from any particular line, and its
situation relatively to the same. The "stop-bar," however, is in all cases mounted
upon a pivotted or journalled vertical shaft, enclosed in a case, which is arranged
either on the ground or on one of the sleepers, and secured thereto, at a convenient
distance from the signal, in the front or rear; such distance being variable as may
he required. A number of stop-bars may be connected with the same signal, if
desired; and worked simultaneously as the signal performs its movement. Or each
stop-bar may be operated separately, and at a distance, by means of suitable
transmission gearing.
Furthermore, according to this invention, each locomotive is, at a convenient
point or part, provided with a finger or tappet, the position of which in the
transverse direction, and the elevation at which it is situated, are so calculated as
to ensure contact between it and the stop-bar corresponding to the line whereon
the engine is moving. The said finger is pivotted, and so controlled by a spring us
only to act in one, viz., the forward direction, while in the opposite direction it will
shift out of the way and be inoperative; though this latter point is, of course,
quite unimportant, in so far as the attainment of the desired result is concerned.
At all events, this finger, when it meets one of the stop-bars, is to transmit the
swinging movement, imparted to it by the ensuing contact, to a device situated at

page_text: a certain distance. For this purpose, it is connected, by a chain, wire, rod, tube or
any other suitable means, to a bell-crank lever adapted to lock or release the
"Call," placed on the engine. In practice, it may be convenient to construct and
arrange the bell-crank lever with three arms. The first arin having the shape of a
fork, enables the lever to be pivotally joined or linked to a transmission rod
extending from the finger; while the second arm is adapted to engage with, or
throw into, or out of gear, the signalling device presently to be described, and the
third arm, provided with a movable balancing weight, enables the lever to return
automaticnlly to the position in which it arrests the call-device. Suitably arranged
springs, moreover, may assist the bell-crank lever in resuming its normal or
operative position. In practice, also, the intermediate rod may rest, with its lower,
bent portion, fitted with a roller,-upon a cam or eccentric, forming part of a
spring which is connected with the finger, similarly to the way in which the springs
of ordinary house-bells are connected. The suid intermediate or transmission rod,
when in the form of a wire, may be attached to a spring-controlled lever, carrying
a roller at its end. In the same way, the spring of the finger may be fixed on to a
square rod provided with a cap, yoke or fraine, which may be attached to the
finger proper by a leather strap or any other means. Whatever the arrangement
of the transmitting rod and finger, when the latter is met and swung over by the
stop-bar, the rod finds itself in an empty space and is therefore compelled to sink,
so as, to swing round also the three-armed lever, with the result that the call-
device, being released, comes into operation and indicates by an audible signal that
the position of the signal-board on the line announces "line blocked."
The call-device in question, placed on the engine, mainly comprises a counting
and registering (or recording) device with a dial, an audible "call," and a red disc
which becomes visible whenever the call is set in operation; all of which parts are
enclosed in a case, arranged and secured in a convenient situation on the engine.
The counting device consists of an external dial, suitably graduated, and of an
index-hand adapted to turn in front of the said dial, the arbour or spindle of which
has a ratchet-wheel secured to it, whereof the number of teeth corresponds to the
number of graduations on the dial. This ratchet wheel is retained in position by a
spring-catch or pawl, while it may be set in motion by another pawl, yieldingly
secured, by means of a spring, to a rol, which is properly guided and the lower end
of which rests freely upon a lever to which reference will be made further on.
The signalling device or "call" may consist of a gong, the hammer of which
forms part of an anchor or pallet, cu-operating with an escapement wheel, which is
set in motion by means of a spring properly stretched or wound up," and of any
suitable toothed transmission gearing interposed between the said transmission gearing
and the motor spring. The paw! of this transmission gearing is carried by a lever,
having an incline at its end, which is adapted to act upon a counterpoise on the third
arm of the three armed lever aforesaid. The motor spring is hooked on to this lever,
to which is attached a pulling cord, the end of which protrudes from the case of the
signalling device. When this cord is pulled, the lever descends and, by its incline,
repels the third arm, of the three armed lever so as to raise the transmission rod and
cause the finger to take up its vertical, operative position, while locking in position the
hammer of the gong or hell by means of the second lever arm; the motor-spring
being at the same time strained. As will be hereinafter made clear, the simple
release of the bell-huminer enables the latter to strike the bell for a greater or less
time.
On the spindle conveying motion from the motor spring to the escapement wheel,
or at any other suitable part, there is secured a cam whereon rests a roller attached
to a lever the opposite arm of which is connected in any convenient manner to a
red glass disc supported by a suitable lever. Upon the lever there rests the lower
end of the rod of the counting device. Owing to this arrangement, whenever the
signalling device or "call" comes into operation, the red glass disc takes up its
position in front of a lamp or lantern, situated within the casing of the call, so that
it becomes visible to the engine-driver, while at the same time it sheds a red light

page_text: on the dial of the counting device, in consequence of the angle formed between it
and the said dial; the counting mechanism being simultaneously set in operation,
and its index pointing to a number on the dial, being the number of times that the
signal "line blocked"" has been transmitted to the engine-driver.
Thus it will be seen that it is necessary to "wind up" or stretch the spring
imparting motive power to the "call." This, it is here supposed, will be done by
hand; it will, however, be understood that, if desired, the spring may be wound up
automatically in any convenient manner, as the method of winding up in no way
affects the principle of the invention.
The spring may, for this purpose, be arranged, so as to be compressed in the act
of "winding up," (instead of stretched) and to expand for operation; in which case
the winding up may be effected by the finger or tappet itself, under the action of
the stop-bar; and the spring, thus compressed, will then act upon the gearing
which serves to operate the bell. Or a barrel spring, or mainspring, may be wound
In that case,
upon the spindle of the ratchet wheel of the gearing referred to.
too, the three-armed lever will be dispensed with, and the transmission-rod will
act upon the gearing direct, this gearing serving as an intermediate agent in winding
up the spring.
It will also be understood that the audible signal which in the foregoing part of
this specification was supposed to be a bell or gong, may be of any suitable
construction. Thus the motor spring may be connected with a bellows in which
air is compressed so as to operate a trumpet, whistle, fog-horn or other audible
instrument of suitable construction, when the release takes place.
We desire it to be understood, in conclusion, that we do not limit ourselves to
any shapes or dimensions in regard to the several constituent parts or devices of
the signalling and recording device just described; and that we may also combine
or arrange such devices differently from what has been here stated and shown,
according as circumstances may require, or experience suggest, in each particular,
case.
Dated this 3rd day of March 1896.
JOHNSONS & WILLCOX.
47 Lincoln's Inn Fields, London, W.C., Agents.
Improved Mechanism for Recording Railway Signals upon
Locomotive Engines, and Notifying them to the Attendants
thereon.
We, JOSEPH AMBROISE MEUNIER, and COUNT MARIE GEORGES DE BENGY-
PUYVALLÉE, both of 21 Boulevard Poissonnière, Paris, in the Republic of France,
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 :-
The object of this invention is to place the signals of railway lines and the
locomotive engines travelling thereon into mechanical relation (or automatic
communication) with each other, with a view to warning the drivers of such
engines whenever the signals are in the position notifying that a line is "blocked "
and at the same time keeping a record of such warnings or notifications.
We will describe our invention with reference to the accompanying drawings:
Figure 1 is an elevation on a reduced scale of the complete apparatus fitted in
position on the engine;
Figure 2 is a detail view of the mechanism placed on the line and connected to
a signal-board or disc;

page_text: Figure 3 is a detail view of the mechanisin placed upon the locomotive engine
and adapted when actuated by the line mechanism-to set in operation the
notifying and recording device arranged in a conspicuous situation on the engine,
so that it may be seen by the engine driver as readily and clearly as possible;"
Figure 4 is a section on an enlarged scale of the notifying and recording device
proper;
Figure 5 is a horizontal section taken on the line 5-5 Figure 4.
Figure 6 is a front elevation of the same.
According to this invention, cach signal or disc on the line is connected by
suitable intermediate gearing to a bir A (Figures 1 and 2) termed the "stop bar,"
and adapted, whenever the corresponding signal indicates that the line is "blocked,"
to take up its position at right angles to the rails of the line, and against one rail
in particular, on such a level above it, and at such a distance therefrom, that it can
not be touched by any of the ordinary parts or attachments of a passing train.
It will he readily understood that the intermediate or transmission gearing may
vary according to the distance of the signal from any particular line, and its
situation relatively to the same. The stop-bar," however, is in all cases mounted
upon a pivotted or journalted vertical shaft a, enclosed in a case, which is arranged
either on the ground or on one of the sleepers, and secured thereto, at a convenient
distance from the signal, in the front or rear; such distance being variable as may
be required. A number of "stop bars" may be connected with the same signal
if desired and worked simultaneously as the signal performs its movoment. The
stop bars may be operated by hand or otherwise by means of any suitable
intermediate gearing separately and independently and at any desirable distance.
For
Furthermore, according to this invention, each locomotive is, at a convenient
point or part, provided with a finger or tappet B (Figures 1 and 3) the position of
which in the transverse direction, and the elevation at which it is situated are so
calculated as to ensure contact between it and the stop bars of the line. This
finger is arranged to operate when the engine is moving in either direction.
this purpose it is mounted as shewn in Figure 3 on a spiral spring forming part of
a fixed axis on which it swings and is provided at its upper end with a centred
cross bar whose ends are connected by flexible connections 6 passing between
rollers to a connecting rod attached to the operating arm c of the notifying
device proper.
When the stop bar A strikes the finger B in either direction one of the two
connections draws down the rod operating the notifying device. A spring r
causes the rod to return to its normal position after each operation the special
spring causing the aforesaid finger to resume its vertical position. The engine can
thus move in either direction the finger being in all cases operated by the stop bar
and the action of the latter transmitted to the rod b.
The rod is connected at its upper end to a bell crank levere turning on the
pivot C (Figure 4) and connected by a rod c to a disc J louse on its shaft:
surrounding the rod c' is a motor spring c which, in the arrangement shewn in
Figures 4 and 5 is employed for returning and retaining the mechanism in its
normal position.
By means of the aforesaid mechanisin a call device, comes into operation and
indicates by an audible signal that the position of the signal board on the line
announces linc blocked."
The call device in question, placed on the engine mainly comprises a counting
and registering (or recording) device with a dial an audible" call," and a red disc
which becomes visible whenever the call set in operation, all of which parts are
enclosed in a case, arranged and secured in a convenient situation on the engine.
Referring more especially to Figures 4 and 5, on the disc J are spring pawls i
engaging with a ratchet wheel i fast with a large toothed wheel gearing with a
pinion attached to an escapement wheel engaging with an escapement g
carrying a hammer y for striking the gong E. The disc is also provided with
an eccentric part forming a cam which when rotated acts on the roller j mounted

page_text: on a lever which operates a rod or bolt locking or engaging a shutter M
when the apparatus is at rest. The shutter is provided with a red glass M' and is.
of the form shown in dotted lines in Figures 4 and 6; it slides in vertical.
guides and is provided with a button o, by means of which its position
may be changed from that shown in Figure 4 to that shown in Figure 6. This
shutter works behind a wall formed with two faces at right angles to each other
(Figures 5 and 6), each face being made with an aperture, behind one of which is
a lantern L and behind the other a dial D. According as the red glass M' is.
brought opposite the lantern L or not the latter illuminates the dial D with a red
cr white light.
When the shutter M is released it drops by its own weight, the red glass coming.
in front of the lantern L which then throws a red light on the dial D.
Lastly the disc J carries a pin or bolt m which when the disc is rotated acts.
on a small spring finger n' and by means of a pawl e' carried on a part actuated.
by the said finger n' and of a ratchet wheel d' turns a pointer or hand d over the
face of the dial D (Figs. 5 and 6) arranged to be visible externally as already.
described.
The movement of the rod b produced by the finger B striking against the stop...
bar A thus gives an angular movement to the disc J producing the three following
results:
(1) The operation of the audible signal caused by the hammer g striking the
gong E;
(2) The release of the shutter M so that its red glass comes in front of the
lantern; and
(3) The advance of the indicating pointer or hand d over the dial D.
Thus when an engine passes to the right of a signal disc set to indicate that the
line is blocked it receives notification of this fact by a signal at once audible and
visible while at the same time the information so received is recorded on a dial.
After each indication received on the engine and when the driver has slackened
speed or stopped his engine as required he then re-engages the shutter M
raising it by means of the button o causing the lantern L to give a white light.
In the arrangement described the stop bar A is operated directly by the signal
disc, the latter being worked by a signalinan.
Having now particularly described and ascertained the nature of our said inven-
tion and in what manner the same is to be performed we declare that what we
claim is :-
1. Mechanism for recording railway-signals upon locomotive engines and
notifying them to the drivers thereon, such mechanism consisting of the combina-
tion of a stop bar connected to each of the signals of the line or operated by hand
and adapted, when the signals are at "line blocked," to take up its position trans-
versely to the line; of a spring-controlled finger or tappet carried by the engine
adapted to strike the said stop-bar when such bar is placed across the line, and
connected by any suitable intermediate gearing to the releasing mechanism of an
audible "call"; and of an audible call" or signalling device, arranged on the
engine, within the engine-driver's range of sight, and comprising in addition to the
audible signal, a counting device, adapted to register or record the number of
times that the signal or "call" has been operated, and a red disc arranged to throw
a red light over the dial of the said counting or recording device, all substantially
as hereinbefore described.
2. In the combined arrangement of parts forming the subject of the preceding
claim, the following devices capable of being used separately ;-
(a) The stop-bar A connected to the line signals or discs and adapted to assume
by operation of the passing train a transverse position to such line, or to be
moved to that position by hand, when the said signals or discs announce
"line blocked," for the purpose of creating an obstacle on the line, for a.

page_text: finger or similar projection of any suitable shape carried by the engine, to
strike against, and thereby to effect the release of a "call";"
(b) The spring-controlled finger B carried by the engine and connected by
suitable intermediate gearing to a locking lever, adapted to act upon a
"call" and to release the same whenever the said finger strikes an obstacle
or stop-bar which is moved up to a position transverse to the line by any
suitable means when the signal on the line signifies "line blocked."
(e) The signalling and recording device comprising an audible "call," a
counting device with a dial, a red disc, and a motor spring, arranged and
operating substantially as described.
Dated this 3rd day of December 1896.
JOHNSONS & WILLCOX,
47 Lincoln's Inn Fields, London, W.C., Agents.