Improvements in Electrical Semaphore Signalling Apparatus for Railways.
Year: 1890

page_text: Date of Application, 27th May, 1890-Accepted, 6th Sept., 1890
COMPLETE
SPECIFICATION.
Improvements in Electrical Semaphore Signalling Apparatus for
Railways.
We JACOB KRIEGER, Senior, Banker, FREDERICK STITZEL, Electrician, CHARLES
WEINEDEL, Electrician, MOSES SCHWARTZ, Merchant, ADOLPH REUTLINGER, Banker,
and JOHN HENRY EGELHOFF, Capitalist, all of 304 West Main Street, Louisville,
Kentucky, United States of America, do hereby declare the nature of our invention
and in what manner the same is to be performed, to be particularly described and
ascertained in and by the following statement :-
Our invention relates to an improvement in railroad-signals or electric sema-
phores, and more particularly to a system of electric circuits for controlling said
instruments.
Our present invention has for its object to provide semaphores at opposite ends of a
block of railroad, with an arrangement of circuits by means of which the signal blade
at the entering end of the block will be turned to a position to indicate "caution,"
while the signal blade at the leaving or exit end of the block will be simultaneously
turned to a position to indicate "danger," said circuits being operated by a train
passing over the track of the block.
A further object is to so construct the circuits which operate semaphores at opposite
ends of a block that the instrument at the entering end of the block will depend for
its operation upon the instrument at the leaving end of the block.
A further object is to produce a system of circuits and devices by means of which
the signal blades of semaphores at both ends of a block of railroad will be started to
turn from a vertical position, the signal-blade of the semaphore at the entering end
being caught when in a diagonal position, to indicate "caution," while the blade at
the exit end of the block will be permitted to turn to a horizontal position, to indicate
danger."
66
A further object is to provide a semaphore at opposite ends of a block of railroad
with a system of electric circuits of which the rails of the track form part, and devices
whereby the signal-blades of both instruments are first started to turn from a vertical
position. Then the blade at the entering end of the block is caught when in a diagonal
position to indicate "caution," while the blade at the exit end of the block is permitted
to turn to a horizontal position, designating "danger," and finally provide means
whereby the signal-blade at the entering end of the block is maintained at "caution"
during the occupancy of the track by a train, and after said train shall have ceased to
act directly on the circuits which control the caution-signal.
A further object is to provide semaphores on a line of railroad at opposite ends of
a block or section thereof, and to so construct said instruments and connect them by
electrical circuits (of which the track forms part) that the signal blade at one end of
a block shall be maintained in a different position from the signal-blade at the other
end, so that said signals shall indicate the direction in which the train is running and
at the same time display a danger and a caution signal at the respective ends of
said block.
With these objects in view my invention consists in certain novel features of con-
struction and peculiar combinations and arrangements of circuits and devices, as
hereinafter set forth, and pointed out in the claims.
In the accompanying drawings, Figure 1 is a view showing the complete system,
including a single block or section of railroad, all the circuit-controllers, &c., being in
their normal positions of "safety." Fig. 2 is a diagram showing the circuit which
controls the cautionary signal only, with the circuit-controllers; &c., in their normal
positions. Fig. 3 is a view showing the cautionary circuits, with the controllers, &c.,
in the position which they will assume when a train is entering the block from the

page_text: right hand end. Fig. 4 is a view showing the position of the controllers, &c., when a
train is entering the block at the left hand end. Fig. 5 is a top plan view of one of
the armatures I or 1¹.
A represents a block or section of railroad-track the rails of which are connected
at one end by wires a, a¹ in circuit with a battery B. The rails 66¹ of each section
or block are insulated from each other and one of the rails at each end of the block
is provided with an insulated portion 6 for a purpose explained hereinafter. The rails
of the track at the end of the block opposite the battery B are connected by wires c
with the ends of the helix of the magnet of a relay C. Thus it will be seen that both
tracks and relay C are normally in a closed circuit with the battery B. The armature-
lever c¹ of the relay (at one end normally makes contact with a stop c³, which is in
turn electrically connected with one end of the helix of the semaphore-magnet D¹ of
semaphore D. The lever c¹ is also connected with one pole of a battery B', the other
pole of which is connected by a suitable wire with rail 6 of the track. The free
end of the bolix of the magnet D¹ is now connected by a wire d with one end of
the helix of a semaphore-magnet E¹ of a semaphore E at the opposite end of the
block, the other end of said helix being connected to the rail b¹.
It will be seen from the above described construction and arrangement of circuits,
&c., that the main circuit extends the entire length of one block and passes around
the magnet of the relay C, and that the armature-lever of the relay will be normally
attracted and closes a second or return circuit which starts from the battery B¹ and
flows through the rail 61 of the track to the opposite end of the block, thence around
the controlling-magnet E¹, of the semaphore E, thence by wire d to semaphore D
then around controlling-magnet D' of said semaphore D and finally back to the
battery. The armature-levers ee of the semaphore-magnets D¹ E¹ will be normally
attracted and will be released when the circuit of battery B' is broken by the short
circuiting of battery B by the cars.
By means of the devices hereinbefore described the signal-blades of the sema-
phores at both ends of a block are released through any suitable mechanism, the
devices herein shown and described for releasing and stopping the signal-blade to
cause it to assume positions for the purpose of imparting different information being
merely shown and described as being a convenient mode of accomplishing the desired
ends, and to insure a clear understanding of the functions of the several circuits
embodied in this system.
In order to cause the signal blade of the semaphore at the entrance of the block
to assume a diagonal position to produce a cautionary signal, and the signal-blade
at the opposite end of the block to assume a horizontal position to indicate
"danger," the operation of one semaphore being controlled by that of the other, a
system of circuits and devices will be arranged in the manner now to be described.
A semaphore at each end of the block is constructed having a signal-blade F
fixed on a shaft F', journalled in a suitable frame-work. The shaft F' may carry a
thermo motor adapted to be heated by a lamp F³, and the remaining mechanism con-
structed in any suitable manner whereby the shaft carrying the signal-blade, &c.,
may be partially rotated, first in one direction from a position of "safety," and then
in the opposite direction to return the blade to a position of "safety" after the train
has left the block. It is evident, however, that any other preferred construction of
motor for turning the signal-blade from a position indicating "safety" and returning
it to "safety" when permitted by the operation of the circuits may be adopted. An
arm G projects from the shaft of each semaphore and extends downwardly in a line
with the vertical axis of the signal blade F. The arm G of each semaphore is main-
tained in a normally-vertical position by contact of its free end with a projection e¹
on one end of each armature-lever e. Therefore when the circuit of semaphore-
magnets D¹ E' is opened the arm G will be released; but when said circuit is
made through these magnets the latter will maintain the lever e in contact with the
arm G.
Each semaphore is furnished with an electro-magnet H H³, respectively. Armaturę
levers II are pivoted in proximity to the poles of these magnets and provided on

page_text: the end farthest from the magnets with cam projections I* 1³. These cam projections
are so proportioned and arranged that when the armature-levers are attracted by the
magnets H H they will be in the path of the arms G as said arms describe the arc
of a circle; but when said armature levers I I¹ are released the projections I', I'
will be out of the path of the arm G. One end of the armature levers I³, I' is bent
slightly laterally and then extended rearwardly, as shown in Fig. 5, and made to
normally bear against a pin G', projecting from the arm G for a purpose presently
explained. One end of the helix of each magnet H H is connected by wires 12
with the rail b at points outside of or beyond the insulated portion b. Branch
wires 3 4 extend upwardly from the wires 12 in proximity to the armature-levers I I',.
and are provided at their upper ends with contact-points 31 41. The other ends of
the helices of the magnets H H¹ of the two semaphores are united by a line-wire 5.
Another line-wire 6 extends from one semaphore to the other, and is provided on
each end with a contact-point 6¹ 6', with which the levers I I' are adapted to make
contact. The armature-levers 1 I' are now connected, preferably from points near
their centre, with the rail bat a point inside the insulated portion 6' by means of
wires 7, 8. This insulated portion of the track is of such length that the first set
of wheels of the train will bridge it and complete an electrical circuit, as hereinafter
explained. A battery B' is interposed between the line-wires 5 6 at one end of the
block, and has its respective poles connected with said wires.
The circuits, circuit-controllers &c., being arranged as above set forth, the operation
of the system is as follows. A train entering the block of railroad from either end
short-circuits the battery B, and thus demagnetizes the electro-magnet of relay C.
The armature-lever of the relay will then break the circuit of battery B¹ and
demagnetize the semaphore-magnets D' E'. The armature-levers e will then fall and
the projections el on said levers will move out of the path of the arm G. The arm G
being thus released, will begin to move from a vertical position, being propelled by its
thermal or other motor. The remaining circuits-that is, the circuits which control
the cautionary signal are normally open and all contacts broken, as most clearly
shown in Fig. 2, being held in that condition by the engagement of the armature
levers I I' with the pins G' of arms G. When said arms G are released and begin to
move, the pins G¹ move out of contact with the armature-levers I l', and thus permit
the weighted ends of said levers to make contact with the contact-points 61 6'. Now
assuming that a train is entering the block from the right, as represented in Fig. 5,
the wheels will bridge the insulated portion 62 of the track and the following-
described circuit will be established. The current starting from battery B' will flow
through contact 6' to armature-lever I', thence by wire 8 to rail 6 of the track. The
current then flowing to the other end of the block passes through the wheels, &c., of
the train, which bridges the insulated portion 6* thence by wire 1 to helix of
magnet H, and thence by wire 5 to battery B³, this circuit being represented in Fig. 1
by dotted lines. Thus it will be seen that the bridging of the insulated portion 6 by
the train establishes a circuit by which magnet H is magnetized. This magnet there-
fore immediately attracts armature-lever I, which will bring the projection I* directly
in the path of the arm G and stop said arm when it has made but one eighth
revolution, thereby maintaining the signal-blade at the entering end of the block in an
oblique position, and thus produce a cautionary signal. The magnet H₁ at the exit
end of the block will not be energized under the above described circumstances, and
consequently the arm G and signal-blade will be permitted to make a quarter-
revolution and display the danger-signal.
In order to maintain the circuit of magnet H closed after the first wheels of the
train have passed the insulated portion 62, the armature-lever I is made to make
contact with point 3¹. The circuit will then be as shown in Fig. 3-that is to
say, from battery B' through point 6' to armature-lever I', thence to rail b by
wire 8, thence to opposite end of block, then by wire 7 to armature-lever I. From
armature-lever I the current passes through point 31 and wire 3 to helix of
magnet H and from opposite end of said helix back to battery B' by wire 5.

page_text: Thus it will be seen that as soon as a train enters a block the signal-blades of
the instruments are started to turn from a vertical or safety position, and that
the blade at the entering end of the block will be caught when it has moved but
one-eighth of a complete revolution to display a cautionary signal, while the blade at
the exit end of the block will be permitted to make a quarter-revolution, and thereby
display a danger signal. It should also be observed that the proper operation of the
instrument at one end of the block is dependent upon the proper operation of the
apparatus at the other end. Therefore when a train enters a block and the engineer
sees the cautionary signal has been displayed he is immediately assured that the signal
at the opposite end of the block is set at "danger," for if it were not the cautionary
signal could not appear. And, again, by producing a cautionary signal at one end of
a block and a danger signal at the other a person can tell in a moment which way the
train occupying the block is running, because the cautionary signal is always displayed
behind the train, while the danger signal is displayed in advance of it.
The system of circuits and appliances herein set forth are equally applicable for
operating the signals whichever way the train is running. Suppose a train enters the
block from the left, as shown in Fig. 4, the battery B would be short-circuited and
the signal-blades released as above explained. The wheels of the train will bridge the
insulated portion 6' at the left hand end of the block and establish a circuit through
the magnet H', as shown in dotted lines in Fig. 2. In other words the circuit
starting from battery B2 passes through 6¹ to lever I", thence by wire 8 to rail b. The
current then flows through wheels of the train, thence by wire 2 to helix of magnet H,
and from the opposite end of said helix to battery B' by portion of wire 5. The
magnet H will be energized and caused to attract its armature l' and maintain the
projection 1 of said lever in the path of the arm G, thus stopping the said arm when
the shaft F has made one-eighth of a revolution and holding the signal-blade at
" caution." The blade at the opposite end of the block will fall to "danger," as the
magnet H will not be energized to hold the armature-lever I in the way of the arm G
fixed to the shaft of said blade.
In order to maintain the cautionary signal in the proper position during the
occupancy of the block by the train after the first set of wheels leave the insulated
portion of the track, and when the train is running in the direction now under con-
sideration, the arrangement of circuits shown in Fig. 4 will be established. The
current starting from the battery B' traverses wire 6 to point 6¹ thence through
armature-lever I to rail b. The current then flows to the opposite end of the block,
thence by wire 8 to armature-lever I', from said lever through contact 4¹ and wire 4
to the helix of magnet H³, and from the opposite end of said helix to battery B' by
means of a portion of wire 5. Whichever way the train is running the apparatus at
one end of a block depends upon the operation of the apparatus at the other end of
the block. Therefore when an engineer sees that the signal at the entering end of
the block is not properly set he knows that the signal at the exit end is not properly
set and that something is the matter on the block.
It is evident that slight changes might be made in the constructive details of my
invention without departing from the spirit thereof or limiting its scope. Hence I do
not wish to limit myself to the precise details of construction herein described, but,
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is :
1st. The combination with a railroad block or section, a semaphore at each end of
said block or section, each semaphore constructed to be normally set at "safety" and
adapted to be set at "caution" and "danger," and electric circuits of which the track
forms a part thereof, of electro-magnetic devices connected and combined with each
semaphore and adapted to be automatically actuated by a train running onto and off
from said block, said devices being constructed and adapted to automatically and
simultaneously set the semaphore at the entrance of the block to "caution" and the

page_text: semaphore at the exit of the block to "danger" upon the passage of a train onto the
block in either direction, and to automatically and simultaneously set both semaphores
to "safety" when the train leaves the block, substantially as set forth.
2nd. The combination with a railroad block or section, a semaphore at each end of
said block or section, each semaphore constructed to be normally set at "safety,"
electrically actuated devices for releasing both semaphores simultaneously, and electric
circuits of which the track forms a part thereof, of electro-magnetic devices combined
with each semaphore and connected by suitable electric circuits, and circuit-shifters
included in said electric circuits, whereby when a train enters the block in either
direction both signals will be released, and the circuit shifters of the semaphore at the
exit end of the block will be actuated to shift the circuits and cause the electro-
magnetic devices of the semaphore at the entrance of the block to be energized to
limit the movement of said semaphore and cause it to indicate "caution," substantially as
set forth.
3rd. The combination with a block of railway, of a semaphore at each end thereof,
each semaphore having an arm connected with the signal-blade, pivoted levers having
projections for engaging said arms, electro-magnets in closed electrical circuit with the
track of the block for controlling the operation of the pivoted levers, a second lever in
each instrument having a projection, electro-magnets for controlling the operation of
the latter named levers, and electrical circuits including said magnets and the track,
whereby the last mentioned levers will be operated to arrest the signal blade of the
semaphore at the entering end of the block to produce a cautionary signal, substan-
tially as set forth.
4th. The combination with a block of railroad and a semaphore at each end thereof,
of normally-closed electrical circuits, including the rails of the track, conducting
wires, and the main semaphore-magnets of both semaphores, a second normally-open
circuit, including a second set of semaphore-magnets, and devices for holding said
second circuit normally open and automatically closing it, substantially as set forth.
5th. The combination with a block of railroad and a semaphore at each end thereof,
of normally closed electrical circuits, including the rails of the track, conducting-
wires, and main semaphore-magnets of both semaphores, a second normally-open
circuit, including a second set of semaphore-magnets, and electrically-actuated devices
for closing said open circuit.
D
11
1
C 1000
13553 T
HERBERT & Co.,
18, Buckingham Street, Strand, London, W.C., Agents to Applicants.