Automatic Safety Signalling Apparatus for Railway Trains in Motion, also applicable for Applying the Brakes thereon.
Year: 1892

page_text: Date of Application, 16th May, 1892
Complete Specification Left, 24th Jan., 1893-Accepted, 4th Mar.,.1893
PROVISIONAL SPECIFICATION.
Automatic Safety Signalling Apparatus for Railway Trains in
Motion, also applicable for Applying the Brakes thereon.
I, CARLO BORGHESE, of Rue Pisa 39, Turin, Italy Advocate do hereby declare
the nature of this invention to be as follows:-
This invention relates to an automatic apparatus for producing signals, preferably
audible ones, on trains in motion on passing points of the line where it may be
necessary to draw the attention of the guard or driver for effecting the stopping or
slowing of the train.
It may be employed either in combination with or in place of the ordinary
optical or audible signals, and it may also be used for actuating the brakes of the
train.
For carrying out the invention two apparatus are employed in combination; the
one consists of a stationary obstacle on the line of rails either fixed permanently
thereto at special points, or temporarily attached at any desired point, as may be
required.
The cther apparatus is carried on the train and is so arranged that when one
part thereof comes in contact with the fixed obstacle it causes a signal to be
given.
The stationary obstacle may be fixed either to the rails or to their supports, or
to any other part of the permanent way, and it may be variously constructed,
according to circumstances, so long as it is so arranged as to be presented to the
corresponding part on the train that is to come in contact therewith.
It may be constructed so as to be transportable, so that it can be rapidly fixed
at any point of the permanent way, and so that it can be either turned down out of
the way when not required, or put in the operative position, this being effected
either by hand or by mechanical, hydraulic or electric means from a distance,
similar to those used for working the points and ordinary signals.
The apparatus carried by the train can be fixed at any convenient part thereof,
preferably on the engine. The signal produced may either be an audible or a
visible one; preferably a sufficiently strong audible one is employed for enabling it
to be heard by all the attendants on the train in order to avoid all danger of
inattention. Such a signal may consist of an electric bell or a whistle, horn, or
syren worked by steam or air pressure. In ordinary cases where the apparatus is
fixed on the engine it would be convenient to employ for the signal a steam whistle
which may either be the locomotive whistle or preferably a special one.
The accompanying drawings shew by way of example a construction of the
apparatus adapted to give an audible signal by the action of steam or compressed
air, such as a whistle, horn, or syren.
Fig. 1 shews a sectional side view of the apparatus and
Fig. 2 shews a sectional front view of the same.
A is the obstacle or apparatus fixed to the rails; the construction here shewn
is portable, being secured to the rail B by a lug C with a setting screw c; a is
the part which is to come in contact with the apparatus carried by the train. This
apparatus consists of a valve or cock D and a pendant lever E by means of which
it is opened or closed, and which turns in a vertical plane parallel to the rail.
The lower end of the lever E is provided with elastic cheeks ee of caoutchouc
or other suitable material, for weakening the blow on coming in .contact with the
Sistacle a.
The valve or cock may be variously constructed; the construction shewn is a

page_text: suitable one, in which it is formed as a rotatable valve or plug of a cock. The
fixed casing or barrel d has two diametrically opposite passages which communicate
respectively by the pipes F and G with the steam boiler of the engine or with a
reservoir of compressed air, and with the whistle or other audible signal. The
valve, or plug has no passage through it, but is provided with an annular groove i
passing partially round it, leaving a short piece solid on one side side as shewn.
the normal position the lever is vertical, and the interruption of the groove then
covers the opening of the tube F, thus preventing the passage of steam or com-
pressed air, the groove always remaining in communication with the pipe G.
In
When the part e of the lever E comes in contact with the part a of the
obstacle A, in whatever direction the train may be travelling, the lever is moved
out of its vertical position, whereby the solid part of the plug is made to uncover
the pipe F, so that this communicates by the groove i with the pipe G, and thus
causes the signal to be sounded.
This continues so long as the lever is kept out of the vertical position by the
part a, and thus draws the attention of the attendants on the train.
It is advisable also to connect either the plug or the lever E by a rod to a
lever, handle or equivalent appliance within reach of the attendants, so that these
can see by its position that the apparatus has been actuated in case from any
cause the signal should not be sounded, and can also, when required, move the
lever E back into its normal position when it is desired to stop the signalling and
to put the apparatus in readiness for repeated action. These devices not being
indispensable they are not shewn on the drawings as they may be carried out in a
variety of ways.
If the audible signal consists of an electric bell or other electric device, the
lever E or equivalent appliance instead of working a valve or cock would be made
to work an electrical interruptor or contact appliance so as to cause an electric
circuit comprising the signalling apparatus and a battery, to be broken so long as
the lever E remained in its ordinary vertical position, while when it was actuated
by the obstacle A it would close the circuit and actuate the signal.
Also, a bell or gong might be employed, which the lever E would be made to.
strike either directly or indirectly when moved into the angular position.
Fig. 3 shews a construction of obstacle A, which is permanently fixed to the
rail and is arranged to be brought into and moved out of the operative position
at will.
The arm A which carries the stop a is pivotted at m on a bracket M which is
fixed to the rail or other part of the permanent way; an arm I fixed to or formed
in one with the arm A, is hinge jointed to a rod n which is controlled by any
suitable device, such as a tumbling lever, like those used for working the points, or
it may be worked from a distance by any known mechanical electric or hydraulic
apparatus such as are used for working points and signals from a distance. This
construction is more suited for fixed installations, and may with advantage be con-
nected to the ordinary signal discs or semaphores, so as to be worked in combination
therewith, thus affording a double signal actuated by a single lever and giving
great security in foggy weather, by preventing all risk through carelessness while
requiring no additional attendance.
It will be readily understood that the above described apparatus may, instead of
actuating a signal or in combination therewith, be made to actuate directly the
brakes of the passing train. This action may be readily carried out with trains
having continuous fluid pressure brake apparatus.
In this case it suffices to combine the lever E with a valve on the fluid pressure
train pipe, connected to the brakes, so that when the lever is moved out of the
perpendicular in coming in contact with the obstacle on the line, it will open the
valve so as to cause the brakes to be applied. The valve D might well be applied
to this purpose by suitably arranging the pipes F G in communication with the
brake apparatus and the reservoirs for compressed or rarified air.

page_text: The above described mode of sigualling may be applied with all systems of
working adopted on railways whether the block system, or otherwise, and whether
with a single or double line of rails. Thus for example if P and Q at Fig. 4 be
two successive stations on a railway and p and q the two nearest signalling stations
thereto, then on sending a train from P to Q a signal is at the same time sent both
to the station and to the signal box to lower the stop of the above described
signalling apparatus.
The station Qin replying would then at the same time signal to the signal box
at p to lower its stop also. Thus it will be seen that the line would only be opened
by the joint action of the two stations. If each signal station closes the line by
means of the stop after the passage of each train until further order, the line will
be blocked and all danger avoided.
Dated this 16th day of May 1899
ABEL & IMRAY.
Agents for the Applicant.
COMPLETE SPECIFICATION.
Automatic Safety Signalling Apparatus for Railway Trains in
Motion, also applicable for Applying the Brakes thereon.
I, CARLO BORGHESE, of Rue Pisa 39, Turin, Italy, Advocate, 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 an automatic apparatus for producing signals, preferably
audible ones, on trains in motion on passing points of the line where it may be
necessary to draw the attention of the guard or driver for effecting the stopping or
slowing of the train.
It may be employed either in combination with or in place of the ordinary
optical or audible signals, and it may also be used for actuating the brakes of the
train.
For carrying out the invention two apparatus are employed in combination; the
one consists of a stationary obstacle on the line of rails either fixed permanently
thereto at special points, or temporarily attached at any desired point, as may be
required.
The other apparatus is carried on the train and is so arranged that when one
part thereof comes in contact with the fixed obstacle it causes a signal to be
given.
The stationary obstacle may be fixed either to the rails or to their supports or
to any other part of the permanent way, and it may be variously constructed,
according to circumstances, so long as it is so arranged as to be presented to the.
corresponding part on the train that is to come in contact therewith.
It may be constructed so as to be transportable, so that it can be rapidly fixed
at any point of the permanent way, and so that it can be either turned down out of
the way when not required, or put in the operative position, this being effected
either by hand or by mechanical, hydraulic or electric means from a distance,
similar to those used for working the points and ordinary signals.
The apparatus carried by the train can be fixed at any convenient part thereof,
preferably on the engine. The signal produced may either be an audible or a
visible one; preferably a sufficiently strong audible one is employed for enabling
it to be heard by all the attendants on the train in order to avoid all danger of
inattention. Such a signal may consist of an electric bell or a whistle, horn or
syren worked by steam or air pressure. In ordinary cases where the apparatus is
ixed on the engine it would be convenient to employ for the signal a steam whistle
which may either be the locomotive whistle or preferably a special one.
The drawings accompanying my Provisional Specification shew by way of

page_text: example a construction of the apparatus adapted to give an audible signal by the
action of steam or compressed air, such as a whistle, horn, or syren.
“
Fig. 1 shews a sectional side view of the apparatus and Fig. 2 shews a sectional
front view of the same.
A is the obstacle or apparatus fixed to the rails; the construction here shewn is
portable being secured to the rail B by a lug C with a setting screw c; a is the
part which is to come in contact with the apparatus carried by the train. This
apparatus consists of a valve or cock D and a pendant lever E by means of which
it is opened or closed, and which turns in a vertical plane parallel to the rail.
The lower end of the lever E is provided with clastic checks e e of caoutchouc
or other suitable material, for weakening the blow on coming in contact with the
obstacle a.
The valve or cock may be variously constructed; the construction shewn is a
suitable one, in which it is formed as a rotatable valve or plug of a cock. The
fixed casing or barrel d has two diametrically opposite passages which communicate
respectively by the pipes F and G with the steam boiler of the engine or with a
reservoir of compressed air, and with the whistle or other audible signal. The
valve or plug has no passage through it, but is provided with an annular groove i
passing partially round it leaving a short piece solid on one side as shewn. In the
normal position the lever is vertical, and the interruption of the groove then covers
the opening of the tube F thus preventing the passage of steam or compressed air,
the groove always remaining in communication with the pipe G.
When the part e of the lever E comes in contact with the part a of the obstacle A,
in whatever direction the train may be travelling, the lever is moved out of its
vertical position, whereby the solid part of the plug is made to uncover the pipe F,
so that this communicates by the groove with the pipe G, and thus causes the
signal to be sounded.
This continues so long as the lever is kept out of the vertical position by the
part a, and thus draws the attention of the attendants on the train. It is advisable
also to connect either the plug h or the lever E by a rod to a lever, handle or
equivalent appliance within reach of the attendants, so that these can see by its
position that the apparatus has been actuated in case from any cause the signal
should not be sounded, and can also, when required, move the lever E back into its
normal position when it is desired to stop the signalling and to put the apparatus
in readiness for repeated action. These devices not being indispensable, they are
not shown on the drawings as they may be carried out in a variety of ways.
If the audible signal consists of an electric bell or other electric device, the
lever E or equivalent appliance instead of working a valve or cock would be made
to work an electrical interrupter or contact appliance so as to cause an electric
circuit comprising the signalling apparatus and a battery, to be broken so long as
the lever E remained in its ordinary vertical position, while when it was actuated
by the obstacle A it would close the circuit and actuate the signal.
Also, a bell or gong might be employed, which the lever E would be made to
strike either directly or indirectly when moved into the angular position.
Fig. 3 shews a construction of obstacle A, which is permanently fixed to the
rail and is arranged to be brought into and moved out of the operative position
at will.
The arm A which carries the stop a is pivotted at m on a bracket M which is
fixed to the rail or other part of the permanent way; an arm fixed to or formed
in one with the arin A is hinge-jointed to a rod which is controlled by any
suitable device, such as a tumbling lever, like those used for working the points, or
it may be worked from a distance by any known mechanical electric or hydraulic
apparatus such as are used for working points and signals from a distance. This
construction is more suited for fixed installations, and may with advantage be
connected to the ordinary signal discs or semaphores, so as to be worked in com-
bination therewith, thus affording a double signal actuated by a single lever and

page_text: giving great security in foggy weather by preventing all risk through carelessness
while requiring no additional attendance.
It will be readily understood that the above described apparatus may, instead of
actuating a signal or in combination therewith, be made to actuate directly the
brakes of the passing train. This action may be readily carried out with trains
having continuous fluid pressure brake apparatus.
In this case it suffices to combine the lever E with a valve on the fluid pressure
train pipe, connected to the brakes, so that when the lever is moved out of the
perpendicular in coming in contact with the obstacle on the line, it will open the
valve so as to cause the brakes to be applied. The valve D might well be applied
to this purpose by suitably arranging the pipes F G in communication with the
brake apparatus and the reservoirs for compressed or rarified air.
The above described mode of signalling may be applied with all systems of
working adopted on railways whether the block system, or otherwise, and whether
with a single or double line of rails. Thus for example if P and Q at Fig. 4 be
two successive stations on a railway and p and q the two nearest signalling stations
thereto, then on sending a train from P to Q a signal is at the same time sent both
to the station and to the signal box g to lower the stop of the above described
signalling apparatus.
The station Qin replying would then at the same time signal to the signal box
at p to lower its stop also. Thus it will be seen that the line would only be opened
by the joint action of the two stations. If each signal station closes the line by
means of the stop after the passage of each train until further order, the line will
be blocked and all danger avoided.
Having now particularly described and ascertained the nature of this inven-.
tion and in what manner the same is to be performed, I declare that what I
claim is :-
In combination with the rolling stock of railways, the use of apparatus constructed
and operating substantially as herein described with reference to the drawings,
whereby when part of such apparatus is brought in contact with a fixed or moveable
device forming an obstacle on the permanent way, an audible or visible signal is
given on the train or the continuous brakes thereof are actuated.
Dated this 24th day of January 1893.
ABEL & IMRAY,
Agents for the Applicant.