Improvements in Electric Railway Signals.
Year: 1895

page_text: Date of Application, 21st May, 1895-Accepted, 22nd June, 1895
COMPLETE SPECIFICATION.
Improvements in Electric Railway Signals.
We, HENRY VALENTINE MILLER, Engineer, of 705 West Olive Street,
Bloomington, McLean County, Illinois, and ALEXANDER CICERO MILLER,
Engineer, of 179 La Salle Street, Aurora, Kane County, Illinois, 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 electric railway signals adapted to be used on moving
trains, and consists in the various features and combinations hereinafter described
and claimed.
The object of our invention is to provide a simple, economical and efficient
electric signal for railways adapted to be used on a moving train and give warning
to the engineer or other train man that the system or section ahead of him is
blocked or a switch opened, and that the devices on the same block or system to
the rear have operated and are in condition to give a following train the desired
signal or that it has failed to operate and that he must take all the necessary
precautions. The invention consists in the features and combinations hereinafter
described and claimed.
In the accompanying drawings,.
Figure 1 represents a diagrammatic view of a portion of our improvement,
arranged to give a signal as to the condition of the block ahead of a moving train ;
and
Fig. 2 represents a diagrammatic view of a second portion of our improvement
arranged to show the condition of the system or mechanism to the rear of the
train.
Describing Fig. 1, A represents the ordinary or usual tracks of the railroad, and
A¹ an auxiliary or supplementary contact rail laid adjacent to the ordinary rails in
any desired position. This auxiliary rail may be constructed of any desired length
of sections and arranged with regard to the ordinary rails of the track or system as
desired that is, the sections may overlap the different systems or blocks, as may
seem desirable or necessary.
For convenience in describing and illustrating our improvement, we have divided
this diagram so as to show three sections, X, Y and Z, of a railroad system, with
two trains, U and V, moving thereon...
At any suitable point in the cab of a locomotive or other car, we place an electric
light circuit, embracing-preferably—two incandescent lights B, B', of different
colors B a white or clear light, and B' preferably a red or danger light. The
circuit further embraces a contact brush, C, which is attached to the engine or car
at any suitable point to contact the auxiliary rail and complete a temporary ground
connection, and is arranged to vibrate between two contact posts, c, c', which are
also embraced in the electric light circuit. This circuit embraces a suitable source
of electric energy, which preferably consists in a dynamo, C, and two electro-
magnetic circuit making and breaking mechanisms, which are hereinafter described.
One magnet, D, is arranged at a suitable point in the circuit and connected
preferably with the brush above referred to, and is provided with a make and
break armature lever, D¹, which makes or breaks the electric light circuit, as
hereinafter described. The opposite vibrating end of this lever vibrates between

page_text: two contact posts, d, d¹, and is held normally in engagement with the contact
post, d, by the action of a spiral spring, d², as shown in train V. To lock this
make and break armature lever in the position shown in train V, a second magnet, E,
is provided,, which also has a vibrating locking armature lever, e, whose spiral
springs, e', serve to hold it in its open position and inside the armature end of the
armature lever, D', and prevent such armature lever from vibrating to the position
shown in train U, and thus giving a wrong signal. One.point of this circuit should
be connected with ground, as at P2, through the framework of the engine or in
any other convenient manner.
Describing, the action of the signal mechanism which is located near the ground
for making and breaking the ground connection: Suppose the train .U to be
moving in the direction indicated by the large arrow, its contact brush C-which
should normally rest in engagement with the post cis pushed over to the contact
post, and supposing the track, Y, to be clear, and its ground mechanism, y, to,
be in its normal position, current will flow immediately as the brush contacts the
supplementary rail, A', from ground, P³, through wire 9 to dynamo, through
wire 1, magnet D, wire 2, contact brush C, auxiliary rail, wires 3. switch, contact
points, PP, wires 3 and 4, contact post, f, armature lever, M³, and wire 5 to
ground. A portion of the current divides on wire 1, flows through wire 6, magnet E,
wire 7, contact post c', thence by contact brush, wires, &c. to, the ground as above
described. The completion of the ground. circuit, as above, described, energizes
the above named magnets, so that the armature. lever, e, is first pulled up, against
its magnet core, and the armature lever, D', is then permitted to be drawn over
towards its magnet until it contacts the post d. As these, magnets are of a high
resistance, very little current flows through the same, or only sufficient to energize
them, and as the sections ahead of the moving train are, clear, the body, of the
current will then flow from the dynamo, through wires 1, 6, through armature
lever D', contact post d, wire 8, clear lamp B, and, wire,,9 back to the dynamo,
thus giving a clear signal and denoting that the section, Y,, ahead of the train is
clear.
شو
As the train, U, has passed off of section Z-by means of mechanism shown in
diagram 2, which will be hereinafter described the electro, circuit-making and
breaking mechanism, , is so operated that its magnets are energized, and its
armature, levers placed in the position shown in the diagram. The train,,V,
following and passing on to contact the auxiliary rails in the sections.Z, its brush
is pushed over so as to contact post c', but as the ground, connection, of the
auxiliary rails is broken between contact post,, and armature leyer, M³, no current
can' flow to the ground. As.no, current can,. therefore, flow, through the, magnets
in the lamp circuit of the train to.energize them, the armature, levers, in the light
circuit of the train are left in their normal position, permitting the, current to How
from 'dynamo, through wires 1 and.6, armature.lever, D, contact, post d',, wire, 10,
colored light, B4, branch wire 10!, and back by.wire.9 to.the dynamo, thus igniting
the red or danger lamp and showing that the section preceding is blocked or a train
located thereon and warning the engineer to either, stop or proceed, cautiously
until he obtains the white or clear signal.
'
While the contact brush, C, in a measure.controls the direction of the circuits,
the lights will still retain the condition that obtains when, they were on the
auxiliary tracks, even though the. contact brush changed its relation with the
contact posts after passing off of the auxiliary rails, so that if an, engineer has a
red signal on passing off one of the sections of auxiliary rails, that signal cannot
be changed until he comes on to the next auxiliary rail and, a ground. connection
is made. This is a decided advantage, in that the engineer, can always tell what
was the condition of the block ahead of him, when he left the auxiliary rail, or
station.
Supposing the train lamp circuit to be in the position shown, in train V, and the
contact brush in engagement with the post, c-As it leaves this section of the
auxiliary rail, the contact brush will spring back and engage the contact post, c;

page_text: but as there is no ground connection, the magnet E cannot be energized and the
armature lever, e, will be held in its normal position by spring, el, thus preventing
armature lever, D', from breaking contact with post, d, to close the white lamp
circuit, and current flows from dynamo, through wires 1 and 6, armature lever, D¹,
contact post, d', wire 10, colored lamp 'B', wires 10 and 9 to dynamo.
.1
Supposing the train U, with the sections clear ahead of it, to pass off either
section of auxiliary rail; the contact' brush, C, changes from post, cl, to post c.
The current ceases to flow to the ground, but sufficient current continues to flow
through wire 1, magnet D, contact brush, C, contact post, c, and wires 11 and 9
back to the dynamo, this keeping the magnet, D. sufficiently 'energized, so that its
armature lever is kept in the position shown in the train U, to' allow the greater
part of the current to 'flow, as herein before stated, through wires 1 and 6, armature
lever D', contact 'post' d, clear light B, and wire 9' back to dynaino, thus showing
that the track is clear ahead. It will thus be seen that it is not essentially the
position of the contact brush that regulates the signal, but the condition of the
electro-magnetic making and breaking' devices in the 'track sections which make
or break the ground connection.
It is often desirable to know whether a switch is open improperly or otherwise-
as, for instance, that a train is ahead and in the same block. We have, therefore,
devised means whereby the fact that such switch is open will be signalled to the
engineer as follows-see section Y, diagram 1.
PP represent contact points interposed between wire 3 'and 3'. RR represent
switch points of switch rails, and S the rod which connects them. One switch is
provided with a contact point or plug, s, adapted to be inserted between the contact
points, PP, as shown in the diagrain. In their normal position, the świtch is set
for the main track, so that' a train will keep to such track' and the contacts' will
be closed as shown in Fig. 1-but when the switch is inoved over to set it for the
siding, the plug, s, will be disengaged froni the contact points, so that the circuit
between the auxiliary rail, A', to the right, 'will 'be liroken between it and the
ground; and, no` current flowing froni the dynamo to the ground, the red or danger
sigual will be given the engineer, as above described.
In order to activate the electro magnetic circuit-making and breaking mechanism
on the track sections near the ground, and notify the engineer that such contacts
have been made or broken to the rear of his traií 30 as to give the desired signal
to an engineer following, each cab or 'train is provided with a second light circuit-
see diagrammatic view of Fig. 2-of exactly the same general structure as described
in trains U and V of diagram 1, with the exception of course that the lights should
be of different colors. Inside of the usual rails, A2, which form the track proper,
is a second auxiliary contact rail, A, which is connected with the ground electric
circuit hereinafter described. For Convenience also in describing this diagram,
the track is divided into three sections, X', Y and Z', of a railroad system,
with two trains-identically the same as in diagram 1-U and moving
thereon.
The light circuit in the cab embraces, as before, two incandescent lights of
suitable colors, G, representing the clear light, and, G, the colored or danger light.
This electric circuit, as in Fig. 1, embraces also a contact brush, H, which vibrates
between two contact posts, hand ', but is normally in contact with the post, h.
I represents the source of electric energy-preferably a dynamo-K is the magnet
which makes and breaks the electric circuit of the white light through its armature
lever, K, whose opposite free, vibrating end vibrates between the two contact
posts, k and k, and whose spring, k², serves to keep it normally in contact with the
contact post, ¹. L represents the locking magnet, and its armature lever, /, the
spiral tension spring which serves to keep such locking lever in its open position,
as shown in train Vi
Describing the action of these signals, and the circuits which control them―
We will suppose that the train, U¹, is moving in the direction indicated by the
large arrow, which has been to the right of the second 'auxiliary rail in the track

page_text: section, ¹, its contact brush striking the auxiliary rail is moved into contact with
the contact post, '. Supposing the mechanism, ', in such section to be in its
normal position as shown at y-and that the apparatus in the section to the rear
has worked all right, so that there is a ground connection with the auxiliary rail,
current will flow from ground, P3, through wire 23, dynamo I, wire 12, magnet K,
wire 13, to contact brush H. In flowing through wire 12 from the dynamo, a
portion of the current divides and flows in parallel through wires 14 and 15,
magnet L, wire 16 to contact post, h', and brush H. Current then flows from the
brush through the auxiliary rail, A³, wires 17 and 18, magnet M, wire 19 to
ground. Such current then energizes magnet M, to bring its armature lever, M',
towards it, so that the spring contact, m, which is insulated from the lever, engages
with the contact post, m7, when the current will continue to flow through wire 17,
spring contact M, post m³, and wire 20 to the ground through the connection at
the rear, which are instantly closed as hereinafter described.
The second maguet, N, as hereinafter described, is arranged adjacent to a
magnet, M, so that when magnet, m, draws its armature lever down, the armature
lever, N', of the magnet N-by the action of its spiral springs, n-is vibrated
outward into the position shown in electro-magnetic mechanism, a', to lock the
first named armature lever in its down position, and prevent it from becoming
disengaged until the train reaches the next block, as hereinafter described.
The current in flowing from the dynanio, as above described, through the
magnets which are set in multiple, through succeeding wires and contact brushes,
has not developed sufficient magnetic force in maguets K and L to overcome the
force of the armature springs. The moment, however, that magnet M draws its
armature lever down, so that its spring is in contact with contact post, m', a direct
current is set up between it and the ground by means of the electro-magnetic
closing device hereinafter described, with only the resistance of the wires interposed,
so that sufficient current flows through the magnets to draw the armature levers
in the light circuit up against their cores. The armature lever, L', is then drawn
up against its magnet, allowing the lever, K¹, to be drawn over until its opposite
end contacts the post, k. The current then divides as follows: From dynamo,
through wires 12 and 14, through armature lever K', contact post k, wire 21, clear
light G, and wires 22 and 23 to dynamo, thus showing that the mechanism in such
section has operated. As the train passes off of such section, it is still necessary
to show the white light, in order that the engineer may be notified of the fact that
the section behind him has operated properly. The contact brush will then return
to its normal position, as shown in train U¹, so that current will flow from dynamo 1,
through wire 12, magnet K, wire 13, brush H, contact post h, wires 24 and 23 to
dynamo, sufficiently energizing the magnet K to keep its armature lever in the
position shown. The current dividing, and running partially parallel, will leave
wire 12, flow through wire 14, armature lever K', contact post k, wire 21, clear
light G, and wires 22 and 23 to dynamo, thus indicating that everything so far is
blocked behind.
The electro magnetic make and break mechanism at the ground-to the right-
is left in the position above described, and, as shown at ', would indicate to a
train following see description of diagram relating to section 2-that there was a
train ahead, and that it would be dangerous to proceed unless extreme caution was
used. Supposing the train following, as in V1, which has passed off of the auxiliary
rail, A³, in section, Z2, to the right of diagram 2, and no circuit has been formed
between such auxiliary rail and the ground, the electro-magnetic make and break
mechanism in the lamp circuit would be left in its normal position, and the contact
brush, H, in contact with post h. Current would then flow from the dynamo, and,
having no ground connection, would flow through wires 12 and 14, armature
lever, K', contact post, k', wire 25, danger light, G', and wires 26 and 23 to
dynamo, thus indicating that the mechanism behind had not worked to give the
succeeding train the danger signal, so that if such train-which is in the lead-
should stop at any time, it would be necessary to send back the traiu man with a

page_text: danger signal. This danger signal would still continue, no matter what relation
the contact brush, H, had with regard to its contact posts.
As the train, U₁, advances-so that its contact brush, H, comes into contact with
the auxiliary rail, A³, in section Y-current will flow from the dynamo through
It will thus reach
wire 12, and dividing flow in parallel, as above described.
contact brush, H, where it will flow through auxiliary rail, A³, in section Y',
wires 17 and 18, magnet M and wire 19 to ground. A current will then energize
the magnet M to such an extent that it will draw the armature lever, M', down
until its spring contact, m, contacts the posts, m'. The larger portion of the
current will then continue to flow through wire 17, spring contact, m, post m¹,
back by wire 20 to magnet N, where it will flow through magnet, N, and wire 27
to ground. This current energizes magnet, N', to such an extent that it pulls
forward its armature lever, N1, against the action of its spiral spring, n, until its
opposite free vibrating end coutacts post, n', when it will find a short circuit
through wire 28, armature lever, N', contact post, n', and wire 29 to ground. This
action releases the armature lever, M', so that its spiral spring, m², will vibrate it
and its spring contact away from contact post, m¹, thereby breaking that circuit,
and, as above described, give a clear light in the lamp circuit, U. Should the
current be insufficient to energize the electro-magnetic mechanism in either of the
mechanism boxes, Y¹ or z, insufficient current will flow to the ground; and, as
stated in relation to the lamp circuit, V₁, the danger light would be ignited,
thereby notifying the engineer or train man that the mechanism to the rear had not
operated properly.
The first set of auxiliary contact rails are located preferably in pairs, so that
the last one is at the station, as indicated; while the second auxiliary rail is
beyond the station, so that a succeeding train does not get a clear signal until the
preceding train has proceeded at least half a mile from a station, though this
arrangement may be modified to suit circumstances.
From the foregoing description, it will be evident that when the white or clear
lights are burning the devices are in order and no danger ahead to be indicated
by this mechanism; and that the devices to the rear of the train have operated
satisfactorily. But, when either of the clear lights go out and the colored light
or lights burn, it is evident to the train-man or engineer that the system ahead is
blocked, or a switch opened, and that the devices to the rear-which form the
ground connections-have not operated satisfactorily. Further, should all of the
lights go out, it is evident that the source of electric energy had dissipated.
Although we have described our improvements with more or less minuteness and
as being embodied in precise forms, we do not desire to be limited thereto unduly.
On the contrary, we contemplate all proper changes in form, construction and
arrangement, the omission of immaterial parts and the substitution of equivalents,
as circumstances may suggest or necessity render expedient.
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 :-
1. A railway signal comprising a source of electric energy, an electro-magnet
conuected therewith, a make and break armature lever for such magnet connected
with the source of electric energy and vibrating between two contact posts, a
clear light electrically connected with one of such posts and the source of electric
energy, a colored or danger light connected with the other post and source of
electric energy, a vibrating movable ground contact piece electrically connected
with the magnet and arranged to move between two contact posts, both of which
are connected with the source of electric energy so that when the movable piece
is in contact with one of such contact posts a circuit may be formed between the
source of electric energy and the ground and when it is in contact with the other
post an electric circuit may be formed from the source of electric energy to the
magnet and by a return wire to the source of energy, substantially as described.

page_text: 2. A railway signal comprising a source of electric energy, an electro-magnet
connected therewith, a miake and break armature lever for such magnet connected
with the source of electric energy and vibrating between two contact posts and
normally in engagement with one; a clear light connected with one of such posts
and the source of electricity, a danger light connected with the other post and
source of electricity, a movable ground contact piece electrically connected with
the source of electricity through the magnet and arranged between two contact
posts, both of which are connected with the source of electric energy so that' when
the movable piece is in contact with one of such contact posts a circuit may be
formed from the source of electric energy through the magnet to the ground, and
when it is in contact with the other post an electric circuit is formed from 'the
source of energy through the magnet; and by a return' wire to the source of energy,
and a second electro-magnets electrically arranged in multiple to the first named
electro-magnet between the source of electric energy and the ground, with a
locking lever arranged to lock the make and break armature lever in its norinal
position when such magnets are de-energized and to release such make and break
lever when the magnets are electrically energized, substantially as described.
21
3. In electrically actuated railway signal systems, a ground connection' adapted
to be used in connection with an electrically actuated signal and comprising an
auxiliary contact rail, an electro-magnet interposed between it and "ground,"
make and break armature lever for such magnet provided with an'insulated contact
portion; the lever or its insulated portion being electrically connected with 'the
auxiliary rail, two contact posts between which the make and break armature
lever vibrates, oue of which is adapted to be electrically connected with the
ground when contacted by the make and break armature lever, the" whole so
constructed and arranged that when current flows from the auxiliary rail to the
ground the magnet is energized to draw down its make and break armature lever
to form a ground connection of low resistance, substantially as described.
4. In electrically actuated railway signal systems, a ground connection adapted
to be used in connection with an electrically actuated signal, comprising an auxiliary
contact rail, an electro-magnet interposed between it and "ground," a make and
break armature lever for such magnet provided with an insulated contact piece
which is electrically connected with the auxiliary rail, two contact posts between
which the make and break lever with its contact piece vibrates, one of which is
adapted to be electrically connected with the ground when contacted by the make
and break armature lever, so constructed and arranged that when current flows
from the auxiliary rail through the magnet to the ground, the make and break
armature lever with its contact piece is vibrated to close a ground connection of
low resistance, and means for locking such make and break lever in its 'dówn
position, substantially as described.
5. In electrically actuated railway signal systems, a ground connection adapted
to be used in connection with an electrically actuated signal, comprising an
auxiliary contact rail, an electro magnet interposed between it and "ground," a
make and break armature lever for such magnet provided with an insulated contact
piece which is electrically connected with the auxiliary rail, two contact posts
between which the make and break lever with its contact piece vibrates, one of
which is adapted to be electrically connected with the "ground" when contacted
by the make and break armature lever, so constructed and arranged that when
current flows from the auxiliary rail through the magnet to the ground, the make
and break armature lever with its contact piece is vibrated to close a ground
connection of low resistance, and a second electro-magnet provided with a
vibrating armature lever for locking the make and break armature lever when such
magnet is de-energized and release the make and break armature lever when
such magnet is energized, substantially as described.
6. A railway signal system, comprising a source of electric energy and a primary
set of electrically actuated signals arranged on a movable car and provided with a
contact piece to close the electric circuits, a primary auxiliary contact rail arranged

page_text: to be contacted by the primary contact on a movable car, a make and break
armature lever provided with an insulated contact portion, the lever on its insulated
portion being directly connected with "ground," a contact post electrically
connected with the auxiliary rail and arranged to be contacted by one part of the
make and break armature lever to form a circuit between the auxiliary rail and
ground, so arranged that when such armature lever is resting in contact with its.
contact post a circuit is formed from the primary signal mechanism to the ground
to actuate its clear signal, and when such ground connection is broken and the
contact piece of the car is in engagement with the auxiliary rail current ceases to
flow to the ground and the danger signal in the car is actuated, a second set of
electrically actuated signals provided with a source of electric energy arranged
adjacent to the primary set and provided with a secord contact piece arranged to
contact an auxiliary rail and close their circuits, a second auxiliary contact rail
arranged to be contacted by the second contact piece, an electro-magnet interposed
between such second auxiliary rail and ground to actuate the make and break
armature lever, a wire connecting the second auxiliary rail and the portion of the
make and break armature lever which is connected with "ground," a second contact
post arranged adjacent to the make and break armature lever and adapted to be
electrically connected with the ground when contacted by the make and break
armature lever to form a ground circuit of low resistance between the auxiliary
rail and ground, so that when current flows from the second set of signals in the
car to the ground the clear signal is actuated to indicate that the make and break
armature lever has operated, and when such connection is broken current ceases to
flow in sufficient volume to the ground and the danger signal in the car is operated,
and a second electro-magnet provided with an armature lever to lock the make and
break armature lever in its closed position when such magnet is de-energized and
release it when such maguet is energized, substantially as described.
Dated this 21st dow of May 1895
HASELTINE, LAKE & Co.,
45 Southampton Buildings, Loudon, W.C., Agents for the Applicants.