Improvements in or relating to Apparatus for Automatically Arresting Railway Trains.
Year: 1893

page_text: Date of Application, 29th Apr., 1893
Complete Specification Left, 29th Jan., 1894-Accepted, 3rd Mar., 1894
PROVISIONAL SPECIFICATION.
Improvements in or relating to Apparatus for Automatically
Arresting Railway Trains.
A communication from J. NICOLAS DECHAINE and AUGUST BECKER, Manu-
facturers, of Stembert, near Verviers, in the Kingdom of Belgium.
I, ALFRED JULIUS BOULT of 323 High Holborn in the County of Middlesex,
Chartered Patent Agent, do hereby declare the nature of this invention to be as
follows:-
The present invention has for its principal object to improve the systems of
signalling now in use or to replace the signals by others to regulate the driving of
trains and to prevent them from running on wrong lines or from coming into
collision. The principle consists in stopping the trains independently of the engine-
drivers or train-conductors or guards, or others employed on the train.
For this purpose blocks or similar stops are arranged at several points of the
railroad where the trains are to be stopped, for instance near the present signals.
According to the adjustment of these blocks they cause the brakes to be
applied and the steam to be cut off, or allow the train to pass without hindrance.
By these means the signalman, who operates the usual signals, can, from his
post, cut off the steam and apply the brakes as well as the engine-driver on the
locomotive.
The apparatus consists essentially of the following parts:-
In connection with the operating lever and stop valve a shaft is pivotally
arranged on the locomotive transverse to the direction of the railroad in such a
manner that the lower ends of two downwardly-depending lever arms in their
vertical position are at a certain distance from the ground.
On the same shaft a lever arm is secured which transfers the movement of the
shaft to a second shaft by means of a connecting rod and lever arm. The second
shaft is carried in bearings near the valve-lever and works a preferably double-
armed pawl. This pawl engages with a ratchet-wheel carried on the same shaft as
the valve-lever. The ratchet-wheel is operated on by a spring or chain and weight
in such a manner that it makes half a revolution when released by the pawl. The
ratchet wheel is provided with a laterally projecting pin which when the wheel
rotates strikes against the valve-lever and moves it to its "cut off" or "stop"
position. The connecting rod is arranged is such a manner that it always returns
to a certain position whatever may be the direction of its displacement. This.
effect is attained by means of two springs. The operation of this apparatus is as
follows:-
As soon as one of the downwardly-depending lever arms meets a block in its
course, it turns its shaft and this movement is transmitted to the pawl which thereby
releases the ratchet wheel so that the pin carried thereby operates the valve-lever
so as to cut off the steam supply.
The apparatus is automatically brought to its normal position as soon as the
valve-lever is moved upwards again.
The rotary movement of the pawl-operating shaft may also be transmitted to the
apparatus which controls the pneumatic brakes; in this manner a train is immedi-
ately stopped when arriving at a block. The blocks which are arranged so that
they may be raised and lowered, may be employed on single or double tracks; they

page_text: are arranged at both ends of a line to prevent a train from running on a wrong
line. When the train travels in the right direction the downwardly-depending lever
arms move the block downwards, while in the other case riz. if the train travels in
the wrong direction, the block moves the levers.
The movable block is arranged wherever a signal stands so that the locomotive 5
when necessary may be prevented from passing the signal.
Dated this 29th day of April 1893.
W. P. THOMPSON & BOULT,
Of London, Liverpool, Manchester, and Nottingham,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in or relating to Apparatus for Automatically
Arresting Railway Trains.
A communication from J. NICOLAS DECHAINE and AUGUST BECKER, Manu-
facturers, of Stembert, near Verviers, in the Kingdom of Belgium.
·I, Alfred JuLIUS BOULT of 323 High Holborn in the County of Middlesex,
Chartered Patent Agent, 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 present invention is designed to prevent railway accidents by the automatic
arrest of trains in a moment of danger without the help or knowledge of the persons
in charge thereof. Furthermore this device enables the signalmen, the switchmen,
and other railway officials, when necessary, to cause the stoppage of a train, as if
they were the engine-driver on the locomotive.
The accidents against which this invention is mainly intended to provide are
such as find their origin or cause in forgetfulness, neglect, oversight, or error
on the part of the driver, such as follow when a train is running on a wrong track,
and lastly such as happen at points and crossings of the lines, or at level crossings
of roads.
The device which effects the stoppage of the train consists of two parts whereof
the one is applied to the stopping mechanism of every engine, and the other at
various places along the line, between the rails.
In the accompanying drawings:
:-
Figures 1 and 2 represent the part of the locomotive to which the one part of
the apparatus is secured. A is the lever handle by which the starting and stopping
of the engine is usually effected by the opening and closing respectively of the
steam-admission valve of the cylinder. On the same pin as that lever-handle a
disc is fixed, which has part of its periphery formed with ratchet teeth, while the
other portion serves to wind up a chain, so fixed to it that the disc B makes a
quarter of a 'revolution on its axis when drawn by the chain and falling weight E.
The wheel or disc B also carries a projection C which by striking against the lever-
handle A rotates the latter in the same direction as the wheel B.
G is a pawl, held by the spring H in constant engagement with the ratchets of
the wheel B, from which however it can be disengaged by the downward motion
of the rod J. Underneath the locomotive is fixed in suitable journals a rocking-
shaft K carrying a disc L keyed on it, and two chains of equal length each having
one end made fast to the disc at diametrically opposite points, and their other ends
joined to the bottom of the vertical rod J.
The rotation or oscillation of the rocking shaft K in either direction will
consequently have the effect of winding one of the two chains on the disc L
so as to pull down the vertical rod J, thereby disengaging the pawl. G from the

page_text: ratchet wheel B which latter is therefore free to rotate under the influence of the
weight E and so make the quarter-turn by which the steam is cut-off.
On the shaft or axle K there is also a link lever M which is capable of movement
sideways i.e. at right angles to the direction of the rails, without imparting move-
ment to the shaft K from which it is suspended, while in the longitudinal direction
of the rails, any rotary movement is communicated to that shaft whereby one or
other of the two chains is wound on the disc and the disengagement of pawl and.
ratchet follows with result as above described.
The cock or valve which operates the vacuum or pneumatic brakes can also be
connected with the ratchet wheel B by a chain, rod or other suitable device, so as
to be operated similarly thereby.
The other part of the apparatus, which is to be arranged on the permanent way,
consists of an iron plate P, whereof one end turns on a pivot at 5 and the other end.
rests upon a lever d. This latter also pivots on an axis a upon which is secured a
chain-disc e and a counterpoise weight h.
As soon as the chain i is pulled upon, by the usual signal lever handle or switch
the disc e, on which it is rolled, begins to rotate carrying the axis a, to which it is
fixed, with it, and thereby raising the lever d elevates the plate P into the inclined
position shown in Figures 1 and 2. When, on the contrary, the chain i is let
loose, the action of the counterpoise h depresses the lever d allowing the plate P
to resume a horizontal position.
The operation of the device on the locomotive is effected whenever the latter.
runs over such an elevated iron plate P (Figs. 1 and 2) because the suspended
lever M, coming in contact with the inclined surface of the plate P is deflected
from the perpendicular, and thereby the hand-lever A is turned and steam cut-off
as above explained.
For a road with double tracks the upper surface of the plate P is bent to form
an inclined plane, while for a single track the plate is cut off or bevelled at the
front end after the manner of a whistle, see Figure 3, so that it can only work in
one direction, i.e. in the direction leading away from the place whence the apparatus
is operated. In this way to prevent the plate from acting in the opposite direction,.
even if it be elevated, the lever M is diverted to one side by the bevelled end of
the plate P without disengaging the pawl G.
At every place where signals are required such a plate is placed in position,
and may be worked by the same wire or rod that operates the signal, so that it is
impossible for a train ever to overrun or run through a danger-signal without being
brought to a stand-still; inasmuch as even if the engine-driver on the locomotive
fails to obey the signal, the locomotive itself will be automatically arrested..
Wherever a branch line leaves the track, such a plate, provided with an oblique
or bevelled end will, for the same purpose, be arranged (Figure 3) which indeed
permits the passage of a train, but not in any wrong direction. Thus the trains
will be guarded against running into shunting stations where trains are made up,
or from running on a wrong line at junctions, shunt-sidings etc.
Furthermore for the same purpose, all level-crossings can be protected by
placing on the line on both sides of the crossing similar plates so connected with
the ordinary gates or barriers, that when the gates are open, the plates are
elevated; and when the gates are closed the plates are depressed. By this
arrangement the mere opening of the gates blocks the railway line to the trains in
such manner that at all times only one of the cross roads can be open, and the
other entirely closed. Thus there can be no crossing or collision between a railway
train and a road vehicle of any kind.
Exactly in the same way similar plates can be placed at the entrance to stations,
to stop the trains at any predetermined point, when desired; or on open lengths
of line, portable plates may be laid down in case of repairs to permanent way or
any other cause of interruption to traffic so as to bring approaching trains to a
timely standstill.

page_text: Having now particularly described and ascertained the nature of the said
invention, as communicated to me by ny foreign correspondents, and in what
manner the same is to be performed, I declare that what I claim is ;-
:
1. The apparatus for cutting off the admission of steam to the cylinder of the
locomotive in a moment of danger from the permanent way of a railway by
automatic means in such manner that the cut-off lever handle A is pushed down or
closed by contact with a striker C fixed on a disc B when the pawl G is lifted
and the chain wound on the smooth untoothed portion of the circumference of the
stop-wheel or disc B unwinds itself under the influence of the counterpoise
weight E while the lifting of the pawl G is effected thereby that an obstacle oi
hindrance P caused to operate at any chosen spot on the line between the rails so
acts upon a lever-arm M as to set it in motion that one or the other of two chains
is wound upon a disc L keyed on the same axle as M and to which both chains are
fixed whereby the necessary movement is imparted to the rod J by which pawl G
is lifted substantially as described and illustrated in the accompanying drawings.
2. In connection with the apparatus described under Claim 1 as an obstacle or
hindrance the arrangement between the rails of one track of a plate P pivotted at
one end on a pin suitably fixed to the ground and whereof the other end can be
raised or depressed at will by a lever d keyed on a shaft a beneath the plate P
the said lever being operated from a distance by a chain i winding itself on or
unwinding itself from a disc e keyed to the same shaft a by the action of the usual
switch or signal lever handle substantially as described and illustrated in the
accompanying drawings.
3. In connection with the line obstruction or hindrance P described in Claim 2
for the self-acting: cut-off of the steam-admission to the locomotive or for setting
the air-brakes in action for the purpose of stopping a train from the line itself
without the assistance of the engine-driver the connection of the draw-chain with
the line-signal points bridge-guards road-gates barriers and movable parts in such
manner that the approaching train can travel no farther when the movable parts
concerned are set in the stopping position or permit free crossing substantially as
described and illustrated in the accompanying drawings.
4. In connection with the apparatus described in Claims 1 to 3-inclusive the
arrangement of the lever M on the shaft or axle K driving the chain disc L in
such manner that by giving a suitable shape to the movable end of the plate P
the lever-arm M is moved in a direction at right angles to or across the railway-
line when it comes in contact with the line obstacle or hindrance while travelling
in the opposite direction and so fails to rotate the shaft or axle K substantially as
described and illustrated in the accompanying drawings.
Dated this 29th day of January 1893.
W. P. THOMPSON & BOULT,
Agents for the Applicant.