Improvements in and connected with Electrical Railway Signalling.
Year: 1891

page_text: COMPLETE SPECIFICATION.
[Communicated from abroad by THE AMERICAN ELECTRIC RAILWAY SIGNAL
COMPANY (a Corporation organized under the Laws of the State of New
Jersey), of 132, Nassau Street, in the City and State of New York, United
States of America.]
Improvements in and connected with Electrical Railway Signalling.
I, PHILIP ARTHUR NEWTON, of the Office for Patents, 6, Bream's Buildings,
Chancery Lane, in the County of Middlesex, 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 :-
This invention relates to electric railway signals, and especially to that system
known as the "block system," in which the road is divided into blocks of any
suitable length, generally of one mile or more, and a system of signals employed by
which an indication is given to a train entering a block, of the presence of a train
upon that block, or upon some predetermined block in advance of the train. In
this system, the signal may be given upon a part of the train, or the electric devices
may operate, either directly or indirectly, semaphores or other suitable signals
along the track at desired points.
It is the general object of the present invention to provide an improved electric
railway signal system, by which an alarm shall be given in the cab of a locomotive,
or at some other suitable part of the train, as it enters upon a block, in case a
predetermined succeeding block be occupied by a train, whether stationary, or
moving in the same direction as the train in which the signal is given, or in the
opposite direction. Further objects of the invention are to provide an improved
electric circuit system of general application in electric railway signals, whether
the signal be transmitted to a part of the train or to a stationary signal device,
and independent of the special form of signal device employed, and to provide an
improved signal device which may be used with other electric circuit systems.
For a full understanding of the invention, a detailed description will now be
given, reference being had to the accompanying drawings forming part of this
Specification, in which:
Fig. 1 is a diagram shewing the preferred form of electrical devices in which the
invention is embodied.
Fig. 2 is a diagrammatic elevation, shewing the connections between the electrical
devices of the track and the signal upon the train.
Fig. 3 is a diagram shewing a modification.
Referring now especially to Figure 1, the track 1, 2 is divided into blocks or
signal sections of suitable length, preferably of a mile or more, three of these
blocks A. B. C being shown. Rail 1 is broken in each block, and a part insulated
in any desired manner from the rest of the rail, these insulated sections or rails, a, b, c
thus serving to break the circuit passing through the rail. The insulated sections
or rails may be of any desired length, subject to the limitations stated hereafter.
The line circuit is completed through rail 1, around and past these insulated
sections, thio' relays or electro magnets d, e, f, from which wires 3. 4 extend to the
track at each side of the insulated sections. The blocks are provided also with
line batteries g, h, i, k, located at any desired points, one to each block, through
which circuit is made between the rails 1, 2, by means of wires 5, 6, connected
respectively with the positive and negative electrodes of the local batteries. The
relays and line batteries, with their connections, are shewn as placed between the
tracks, for the purpose of convenient illustration, but it will be understood that
these parts are preferably located at one side of the track, as is customary in this
class of construction. Between the rails, in any desired position, for the purpose

page_text: of attracting a part carried by the locomotive or any other desired part of the train,
are located permanent magnets, these magnets 1, m n being preferably of horse shoe
form, as shewn in Figure 2, and having their poles wound and connected respectively
by wires 7 and 8 to circuit-closers 9, and one of the electrodes of local batteries o'q
for the respective blocks. The local circuit is completed through these local
batteries op g, to circuit closers 9, by wires 10 connected to the armatures 11 of
the relays d, e, f, these armatures being pivotted at 12, as shewn, and held normally
away from their respective relays and circuit closers by means of springs 13. The
poles of the permanent magnets are so wound and connected to the local circuits,
that when any one of the latter is closed, a current is transmitted through the coils
about its magnet in such a manner that the magnetic force of the latter is wholly or
partially neutralized.
It is apparent that by the device thus far described, the closing of the line circuit
through the relay d, and the attraction of its armature 11 will close the local
circuit through the battery o, and the coils of the permanent magnet 1, the
magnet thereby being neutralized, and little or no attractive force being exerted
thereby.
For the purpose of locking the armatures 11 either in the position of engagement
with the circuit closers 9, into which position they are brought by the attraction of
their respective relay magnets, or into the position into which they are withdrawn
by springs 13, when the circuit through the relay is broken, another local circuit is
provided, which is called the locking circuit, consisting of the electro magnets st
for the respective blocks, connected with the insulated rails a, b, c, through wires 14,
and with rail 2, through local batteries u . w, for the respective blocks, by wires 15
connected to the positive electrodes of the batteries, and wires 16 connected to the
negative electrodes and rail 2.
The locking magnets r. s. t are provided with pivotted armatures 17, normally
withdrawn from the magnets by springs 18. These armatures 17 are notched as
shewn, and when attracted by their respective magnets, are adapted to engage the
armatures 11 of the relays, & hold them in either of their positions. The normal
position of these parts, when no train is upon the track, is shewn in Figure 1, in
which the circuits are all broken, and the armatures 11 and 17 are withdrawn by
their respective springs.
The means by which the signal is given to the train is shewn in Figure 2. Two
arms 19 are pivotted on the fiame of the locomotive or car at 20, and held normally
in a vertical central position by means of springs 21 pressing upon opposite sides of
each arm. The lower and upper ends of the arms 19 carry respectively bars 22, 23,
pivotted to the arms, the lower bar 22 being formed of soft iron, or any other
suitable material, so as to be readily attracted by the permanent magnet l.
The
upper bar 23 carries an insulated standard 24, from which the wire 25 extends
through a battery 26 to a bell 27, by which the signal is given, the circuit being
completed from bell 27 through wire 28 connected to two circuit closers 29, 30 on
opposite sides of the standard 24. As the bar 23 is carried to the right or left by
the arms 19 and bar 22, the standard is brought into contact with one of the circuit
closers 29, 30, thus closing the circuit through battery 26 and bell 27, and giving
the signal, it being understood that the bell 27 is constructed in any suitable
manner to ring continuously when the circuit is once closed, independent of the
opening of the circuit thereafter.
The plate 23 may also be connected by a pivotted arm 31, as shown, or in any
other suitable manner, to a valve 32 controlling a pipe 33 which may be connected
to the air brakes, or through pneumatic or other suitable connections to signals in
other parts of the train, whereby the brakes may be applied, or other signals than
the ringing of the bell 27 be given, such devices being common in the art, and
requiring no illustration herein.
The operation of the devices embodying the invention will now be described.
We will first assume that the track is clear, and a train moving in the direction
shown by the arrow in Figure 1.

page_text: As the locomotive passes the line battery g, the circuit from said battery will be
closed by the wheels and axles of the train, the current passing from the battery g,
through the wire 5 and the track 1, to the wheels and axles, thence to track 2,
wires 6, and back to battery 9: At the same time, the circuit will be closed from
battery through track 1, relay d, and wires 3, 4. to the wheels and axles, thence
through rail 2, and wire 6, back to battery h. The relay magnet d, will, therefore,
be energized by the current from battery h, and the armature 13 will be attracted
into contact with circuit closer 9, thus closing the circuit through wires 7, 8, 10,
battery o, and the coils of permanent magnet 1, the magnetic force of the latter
thus being neutralized, so that the magnet will exert little or no attractive force
upon the bar 22 as the locomotive or car moves over it. This is the position of
safety, in which no signal is given.
As the train moves forward and the wheels pass upon the insulated rail a, the
line circuits remain the same, being closed through the wheels and axles still in the
rear of the insulated rail.
As the front wheels of the train pass off the rail a, however, both line batteries
will be short-circuited, battery through the forward wheel and axles of the train,
and battery g through the rear wheels and axles. The relay d, therefore, will not
be energized, and the armature 11 would be withdrawn by spring 13, breaking the
local circuit, and allowing permanent magnets to act on bar 22, and give a signal,
were not some means provided for locking the armature 11 in the position of safety,
in which the local circuit through magnet is closed, and for this purpose, the
locking circuit is provided.
As the wheels pass upon the insulated rail a, the locking circuit is closed through
the rails, wire 14, magnet r, wine 15, battery u, wire 16, and the wheels and axles,
thereby energizing the locking magnet r, and drawing the armature 17 into locking
contact with armature 13, the latter being thus locked in the position of safety
previously described. The circuit through locking magnet will remain closed,
and the armature 13 remain locked in the position of safety, until the last wheel of
the train has left the insulated rail a.
As the rear end of the train passes from the insulated rail a, and beyond the
connection of the wire 4 with the main track, the battery remains short circuited
through the wheels and axles, as above stated, and the circuit of battery g will be
closed through relay d, and the locking circuit i, oken.
It will be apparent, on examination, that, for the correct operation of the locking
device, it is necessary that the insulated sections be of a length greater than the
distance between the forward and rear tracks of any car that may ever be placed
in advance of the signal, so that a wheel shall always be on the insulated section
while the part of the train in advance of the signal is passing over the section, and
the local circuit be kept locked in the condition in which it is when the train
reaches the insulated section until the signal has passed the permanent magnet.
As
the train moves onward, and passes the battery h, the operation in block A, just
described, is repeated in blocks B and C, successively, this operation being that of
the position of safety.
The operation of the device and the circuits formed for the position of danger,
will now be described.
Assuming that a train moving in the direction of the arrow has passed battery,
and has not yet reached the insulated rail a, and that a train is upon block B, in
any position between the insulated rails b, c, and relays e, f, the operation is as
follows, whether the train on block B be stationary, or be moving toward block A
or block C, that is, whether it be moving in the same direction as the train
signalled, or in the opposite direction.
The local batteries, g, h, i, k are graduated in force, so that the current produced
is sufficient to energize one of the magnets d, e, f, but when the current is divided
between two magnets, neither will be energized.
In the case assumed, with a train upon block B between the battery i and the
magnet e, and a train upon block A, between the battery g and the magnet d the

page_text: I
circuits from both batteries 7 and i, will be closed through the wheels and axles of
the train and track 2, as previously described, these batteries being short circuited.
The current from battery 1, however, will be divided, part of it flowing through
rail 1 of block A, wires 3, 4, and magnet d, to the wheels of the train on block A,
the circuit being closed through track 2 and wire 6 to the battery, and the other
part of the current flowing through rail 1 of block B, and wires 3, 4 and magnet e,
to the wheels and axles of the train on block B; thence to the battery through
rail 2 and wire 6.
The circuit being thus divided, will not be of sufficient force in either block A
or B to energize the magnet d or e for the attraction of their respective armatures,
and the armatures 11, therefore, will be in the position into which they are with-
drawn by spring 13, the local circuit through the battery and permanent
magnet being broken, and the magnet / not neutralized. This is the position of
danger.
As the train on block A moves forward, the permanent magnet / not being
neutralized, will attract bar 22 as it passes over the magnet, the movement of the
bar thus being retarded below the speed of the train, and the bar 23 on the
arms 19 swinging upon the pivots 20 will move the standard 24 into contact with
circuit closer 29, and close the circuit through battery 26 and bell 27, thus giving a
signal upon the train. The same movement of the bar 23 operates the valve 32
to open or close the pipe 33 according to the particular device employed. As
the train and bar 22 pass beyond the permanent magnet I, the bars 22, 23 are
returned to their normal positions by the springs 21, and as the train passes
from the insulated rail a, the locking circuit is broken, and the armature 11
released.
It is evident that in the construction shown, it is not necessary that the local
circuits be locked in the position of danger, unless the insulated section be of a
length exceeding that of the entire train, as the short circuiting of the battery in
advance of the train, does not affect the open condition of the local circuit.
If, however, the insulated rail a be longer than the train, the front wheels of the
latter, in passing off the insulated section, the rear wheels being upon the insulated
section, close the circuit of the line battery g through the magnet d, and thus may
close the local circuit to the condition of safety before the signal passes the
permanent magnet, were not the locking device employed. With the locking
device, however, the insulated rails may be of any length in excess of that
required for the operation of the locking device in the position of safety, as
pointed out above. By the operation thus far described, a signal is given to a
train entering a block, if a train be upon the block next succeeding, whether
stationary or moving in either direction.
If a train be moving in the direction opposite to that of the arrow shown
in Fig. 1, it will affect the circuits from the successive batteries in exactly the
same way as a train moving in the direction of the arrow, and the permanent
magnets will be neutralized, or not, according to the position of the train, whatever
be its direction or movement.
Thus, a train moving in a direction opposite to that of the arrow, as it passes
the permanent magnet n, will receive a signal or otherwise according as the block A
be occupied or not occupied.
It will thus be seen, that an electric signal system is provided by which trains
moving in different directions upon the same track shall receive and give signals,
and that this system is of general application, in all cases, whether trains are run
in both directions, or in but one direction upon the track to which the system is
applied.
In Fig. 3 is illustrated a simpler system, which may be employed where traina
are run upon a track in but one direction. In this case, rail 1 is broken at certain
points., y,, and the sections insulated from each other, but no insulated rails, as
in the system shown in Figure 1, need be employed, the locking device being
omitted.

page_text: The construction and operation of the device, otherwise, are substantially the
same as that described in connection with Fig. 1, except that the permanent
magnets mn must be placed a sufficient distance in advance of the insulated
points .c, y,, to permit of the signal upon the train passing the permanent magnet
before any part of the train has passed the insulated points, as it is evident that
when a wheel of the train passes beyond the insulated points, both line batteries
will be short circuited through the wheels and axles, and the train will receive a
danger signal from its own action upon the circuits.
This construction, omitting the locking device, is much simpler, and will be
found perfectly satisfactory in cases in which trains are run in but one direction.
While the magnet operating the signal is shown and described as located in such
a position as to actuate a signal device carried by the train, it is evident that the
system is of general application in railway signals, and that the magnets controlling
the signals may be placed at any desired points, and used in connection with any
other form of signal device, whether carried by the train, or fixed at points along
the line.
While a permanent magnet neutralized by a local circuit has been shown and
described, it will be understood that this invention is not to be limited to such a
construction, but that this circuit system may be employed with an electro-magnet,
in place of the permanent magnet, or with any other suitable devices for giving the
signal, either with or without a local circuit.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me
from abroad, I declare that what I claim is :-
1. In a railway signal system, the combination with the rails, and an electro-
magnet bridging an insulated joint therein, of a line battery connected to both rails,
and constructed to energize said magnet when its current is closed through the
magnet alone, but not to energize the magnet when the current is divided,
substantially as described.
2. In a railway signal system, the combination with the rails provided with
insulated joints at suitable distances apart, dividing the track into signal sections,
and electro magnets bridging said insulated joints, and completing line circuits
between two adjacent sections, of a line battery connected to both rails between
two of said magnets, whereby the circuit of the battery is closed through one or
the other of said magnets, or its current divided between them, according to the
position of trains upon the track, substantially as described.
3. In a railway signal system, the combination with the rails provided with
insulated joints at suitable distances apart, dividing the track into signal sections,
and electro magnets bridging said insulated joints, and completing line circuits
between two adjacent sections. of a line battery between each two magnets con-
nected to both rails, whereby the circuit of each line battery is closed through one
or the other of the adjacent magnets, or their currents divided between said
magnets, according to the position of trains upon the track, substantially as
described.
4. In a railway signal system, the combination with the rails, and electro magnets
bridging insulated joints therein at suitable distances apart, of a line battery
between each two magnets connected to both rails, whereby the circuit of each
line battery is closed through one or the other of the adjacent magnets, or their
currents divided between said magnets, according to the position of trains upon the
track, said line batteries being constructed to energize either of said magnets alone,
but to energize neither of them when the current is divided, substantially as
described.
5. In a railway signal system, the combination with the rails, one of which is
continuous and the other provided with insulated joints at suitable distances apart,
and electro magnets bridging said insulated joints, of a line battery between each
two magnets connected to both rails, whereby the circuit of each line battery is

page_text: closed through one or the other of said magnets, or its current divided between
them, said line batteries being constructed to energize either of said magnets alone,
but to energize neither of them when the current is divided, substantially as
described.
6. In a railway signal system in which the line circuit is made through the rails
and electro magnets at suitable distances apart, the combination with two of said
magnets, of a line battery connected to both rails between said magnets, and
constructed to energize either of the magnets alone when its circuit is closed
through the same, but to energize neither of the magnets when its current is divided
between them, substantially as described.
7. In a railway signal system in which the line circuit is made through the rails,
and electro magnets at suitable distances apart, the combination with two of said
electro magnets, of a line battery connected to both rails between said magnets,
whereby the circuit of the battery is closed through one or the other of said
magnets, or its current divided between them, according to the position of trains
upon the track, such line battery being constructed to energize either of the
magnets alone, or to energize neither of the magnets when the current is divided,
substantially as described.
8. In a railway signal system, in which line circuits are made through the rails,
and electro magnets at suitable distances apart, the combination with the rails and
electro magnets, of a line battery between each two magnets connected to both
rails, the circuits of the line batteries being closed through one or the other of said
magnets between which they are located, or their currents divided between said
magnets, according to the position of trains upon the track, said line batteries being
constructed to energize either of the said line magnets alone, but to energize
neither of them when the current is divided, and signal devices controlled by said
electro magnets, substantially as described.
9. In a railway signal system in which line circuits are made through the rails
and relay magnets at suitable distances apart, the combination with the rails and
relay magnets, of local circuits controlling the signals, and opened and closed by
said relay magnets, and a line battery between each two relay magnets connected
to both rails, the circuit from said line batteries being closed through one or the
other of the magnets between which they are located, or their currents divided
between said magnets, according to the position of the trains upon the track, said
line batteries being constructed to energize either of the said magnets alone, but to
energize neither of them when the current is divided, substantially as described.
10. In a railway signal system, the combination with the rails, and electro
magnets bridging insulated joints therein at suitable distances apart, of a line battery
between each two magnets connected to both rails, the circuit from said line
batteries being closed through one or the other of the magnets between which they
are located, or their currents divided between said magnets, according to the position
of trains upon the track, said line batteries being constructed to energize either of
the said magnets alone, but to energize neither of them when the current is divided,
substantially as described.
11. In a railway signal system, the combination with the rails and relay magnets
bridging insulated joints therein at suitable distances apart, of local circuits
controlling the signals, and opened or closed by said relay magnets, and a line
battery between each two relay magnets connected to both rails, the circuits from
said line batteries being closed through one or the other of the magnets between
which they are located, or their currents divided between said magnets, according
to the position of trains upon the track, said line batteries being constructed to
energize either of the said magnets alone, but to energize neither of them when the
current is divided, substantially as described.
12. In a railway signal system, in which the line circuits are made through the
rails and relay magnets at suitable distances apart, the combination with the rails
and relay magnets of electro magnets located at suitable points and controlling the
signals, local circuits controlling the said electro magnets, and opened and closed by

page_text: said relay magnets, and a line battery between each two relay magnets connected
to both rails, the circuit from said line batteries being closed through one or the
other of said magnets between which they are located, or their currents divided
between said magnets according to the position of trains upon the track, said line
batteries being constructed to energize either of the magnets alone, but to energize
neither of them when the current is divided, substantially as described.
13. In a railway signal system, the combination of line circuits made through the
rails and relay magnets at suitable distances apart, local circuits controlling the
signals and opened and closed by said relay magnets, a locking circuit controlled
by the train for retaining the local circuit in its closed or open condition, and a line
battery between each two relay magnets, the circuits from said line batteries being
closed through one or the other of the magnets between which they are located, or
their currents divided between said magnets according to the position of trains upon
the track, said line batteries being constructed to energize either of said magnets
alone, but to energize neither of them when the current is divided, substantially as
described.
14. In a railway signal system, the combination of line circuits made through the
rails and relay magnets at suitable distances apart, permanent magnets located at
suitable points and controlling the signals, local circuits neutralizing or partially
neutralizing said permanent magnets, and opened or closed by said relay magnets,
and a line battery located between each two relay magnets, the circuit from said
line batteries being closed through one or the other of the magnets between which
they are located, or their currents divided between said magnets, according to the
position of trains upon the track, said line batteries being constructed to energize
either of said magnets alone, but to energize neither of said magnets when the
current is divided, substantially as described.
15. In a railway signal system, the combination of line circuits made through the
rails and relay magnets at suitable distances apart, magnets located in position to
attract a part carried by the train for controlling the signal, local circuits controlling
said magnets and opened and closed by said relay magnets, and a line battery
between each two relay magnets, the circuits from said line batteries being closed
through one or the other of the magnets between which they are located, or their
currents divided between said magnets, according to the position of trains upon the
track, said batteries being constructed to energize either of said magnets alone,
but to energize neither of them when the current is divided, substantially as
described.
16. In a railway signal system, the combination of line circuits made through the
rails and relay magnets at suitable distances apart, a bar carried by a train, and
controlling the signal device, magnets located in position to attract the bar, local
circuits controlling said magnets, and closed or opened by said relay magnets, and a
line battery between each two relay magnets, the circuit from said line batteries
being closed through one or the other of said magnets between which they are
located, or their currents divided between said magnets, according to the position of
trains upon the track, said line batteries being constructed to energize either of
said magnets alone, but to energize neither of them when the current is divided,
substantially as described.
17. In a railway signal system, the combination of line circuits made through the
rails and relay magnets at suitable distances apart, a movable bar carried by the
train, a signal circuit made and broken by said bar, magnets located in position to
attract the movable bar for controlling the signal circuit, local circuits controlling
said magnets and opened and closed by said relay magnets, and a line battery
between each two relay magnets, the circuit from said line batteries being closed
through one or the other of the magnets between which they are located, or their
currents divided between said magnets, according to the position of trains upon the
track, said line batteries being constructed to energize either of said magnets alone,
but to energize neither of them when the current is divided, substantially as
described.

page_text: 18. In a railway signal system, the combination of a permanent magnet, a circuit
controlled by trains upon the track, and controlling said permanent magnet, and a
signal device operated by said permanent magnet, to give a danger signal when the
magnet controlling circuit is broken, substantially as described.
19. In a railway signal system, the combination of a permanent magnet, a circuit
controlled by trains upon the track, and operating when closed to neutralize or
partially neutralize said magnet, and a signal device operated by said permanent
magnet, to give a danger signal when the neutralizing circuit is broken, substantially
as described.
20. In a railway signal system, the combination with the rails and insulated
sections therein, as a, of a circuit controlling the signals, and opened or closed
according to the position of trains upon the track, and a locking circuit closed by a
train upon the insulated section, and locking said signal controlling circuit in its
closed or open condition, substantially as described.
21. In a railway signal system, the combination with the rails and insulated
sections, as a, of electro magnets bridging said insulated sections, line circuits closed
through the said electro magnets, and controlled by trains upon the track, local
circuits controlled by said line circuits and controlling the signals, and locking
circuits closed by trains upon the insulated sections, and locking said line circuits
in their closed or open condition, substantially as described.
Dated this 9th day of March 1891.
NEWTON & SON,
Agents for the Applicant.