Year: 1886

page_text: I, HENRY HARRIS LAKE, of the firm of Haseltine Lake and Co Patent Agents,
Southampton Buildings, in the County of Middlesex.do hereby declare the nature
of this invention to be as follows:-
This invention relates to electrical signalling apparatus chiefly designed for auto-
matically signalling the approach of trains towards level crossings.
During the passage of a train over a level crossing the barriers must be closed.
Heretofore this closing.has generally been effected by the barrier-guard or crossing
keeper at the times which are indicated in the working time-table with which he
is provided.
This practice has several inconveniences, the principal of which is that the
barrier-guard, taking into account the delays of the trains, frequently does not
close his barrier until he hears the train whistle, the result of which is that
accidents sometimes occur.
Various kinds of signalling apparatus have been tried, but none of these operate
in a safe and practical manner, and many of them are complicated and liable to
deteroriate or get out of order.
My invention comprises a system of automatic signalling apparatus which, by
any desirable signal, will intimate to the barrier-guard the approach of a train at a
determined distance from the crossing, thus enabling him to effect the closing of
the barriers at the proper time.
My improved apparatus is arranged to be operated by the passage of the train
itself, and to be stopped, if desired, only by the proper action of the barrier-guard.
A distinctive characteristic of this apparatus is that it is arranged to give warning
in case it becomes deranged or gets out of order, thereby providing absolute security
and fulfilling an essential condition in the construction of signalling apparatus.
My apparatus is composed essentially of two parts viz: an interrupter upon
which a constant, current whose passage is only interrupted automatically by the
arrival of the train, acts; and a relay arranged in connection with the interrupter
Price Sil

page_text: and causing the operation of the luminous, optical or acoustic signal which informs
the barrier-guard.
The action of the train to cause the interrupter to act can be effected through the
medium of any suitable apparatus, such as contacts, levers, or the like; but I prefer
that electric communication should be established between the two conductors of
the line by the passage of the train.
.
In order to make myself better understood, I have represented in the accom-
panying drawing, but by way of example only, an arrangement of apparatus
according to this invention, the signal which is used being supposed to be a bell.
As will be seen on referring to this drawing, the apparatus comprises :-
1st. An interrupter I placed beside the line (near the hedge for instance) upon a
suitable support; and
2nd. A relay R placed in the cabin or place of the barrier-guard, or at the
station, if it is the latter to which the approach of the train is to be signalled.
These two apparatuses are connected by two line wires L L' and actuated by the
same current from a battery P.
S is the bell signal operating under the action of the relay R, and B is a push
designed, as will be seen below, to return the apparatus to its original state after
the passage of each train.
I will describe the various parts of the apparatus at the same time as their mode
of action.
Under normal conditions, when no train is passing, the battery P sends a current
to the relay R through the binding screw 1; the screw v; the spring r¹ fixed upon
the pallet p but insulated therefrom through the medium of an ebonite plate e; the
wires E E¹; the electromagnet E³; and the junction plates, 2, connected by a
plug 21, to the line wire L.
The electro magnet E' being thus energized the armature p¹ remains against it
as long as this current passes.
Under these conditions the line wire L conducts the current to the interrupter I,
where it passes through the post, the spring r¹, the wire b, the rail O, the post ³,
the spring, the wire c, the electromagnet E³, and the rail C¹, and thence to the
2nd line wire L¹, thus completing the circuit.
The electromagnet E³ thus holds the armature p³ against it as long as the current
is not interrupted, because there will always be contact between 1 and r.
Supposing that a train passes over the rails the wheels keyed upon the axles of
the vehicles establish contact between the rails C and C¹.
The current then finding a conductor of less resistance than the electromagnet E³
of the interrupter passes through the axle of the train directly from the rail C to
the rail C¹ and thence to the wire L' without traversing the electromagnet E³.
This results in the demagnetization of the electromagnet E³. The spring r¹ then
leaves the screw v¹, thus forming a brake in the circuit. Consequently the
magnet E' of the relay is demagnetized, the armature p¹ retreats and its spring r
leaves the screw v' but at the same time its spring touches the screw 11.
The current from the battery P¹ in a local circuit then passes through the wire x,
the terminal 7, the junction plates 8, 8 connected by the plug 9, the screw vll, the
spring, the block 101, and the terminal 10, to the bell S which is thus set in
action, the current thence passing to the battery P¹ through the wire x¹.
The barrier-guard or the employees of the station being thus informed of the
approach of the train, make the necessary arrangements.
It will be easily understood that as the train has interrupted the passage of the
current in the interrupter the parts cannot of themselves reassume their normal
position, so that the bell continues to ring even after the passage of the train.
To replace the parts in their original position and stop the bell, it is sufficient to
cause the current of the battery P to pass afresh in the line circuit, that is to say
to establish the communication between the battery P and the terminal of the
relay, in order to excite again the electromagnet E². This effect can be produced
by the passage of the train over another section C C of the line, represented on

page_text: the left of the drawing in dotted lines. The train on passing over this section
sends the current of the battery through the wire m and the rails, to the wire m¹
and the terminal 11.
I prefer to employ, however, for this operation a push knob B or any other'
suitable commutating device, placed at the disposal of the barrier-guard.
To re-establish the apparatus in its original state, the barrier-guard presses
slowly upon this knob B. The current of the battery P then passes through the
terminal 11 into the electromagnet E* of the relay (because at the interrupter the
spring came into contact with the post v after the post and spring 1 were
separated) thus closing the circuit L L. The electromagnet E' of the relay, is
thus magnetized, and the armature p is again attracted causing the spring 1 to
make contact with the screw and the spring 1 to leave the screw ull so that the
local circuit is broken and the bell stops.
At the interrupter I the current passes through the post v, the spring r, the
wire c the electro magnet E and the rail C¹ to the wire L¹. The electromagnet is,
thus magnetized and attracts the armature p³ causing it to return to position shown
in dotted lines. The main circuit being thus closed the electromagnet E of the
interrupter remains magnetized and the apparatus is held in its normal state ready
for operation by a passing train.
The proper operation of the system depends chiefly on the regulation of the
interrupter.
The interruption of the current during the disengagement of the armature from
the interrupter is, in fact, sufficient to cause an instantaneous demagnetization
of the electromagnet E' of the relay. Directly the post and spring rare
separated the constant current can pass in the circuit L L¹ only when pressing
upon the knob B.
The pallet p of the relay operates, when displaced, an obturator o, this obturator
uncovers a space upon which is indicated the number of the line upon which the
train is advancing.
For crossings not guarded during the night, it is necessary to render the
apparatus inoperative.
For this purpose it is sufficient to simply remove the metallic plug 21 connecting
the junction plates 2, 2, the constant current is then interrupted the armature of
the relay is detached, and the bell rings. The bell is stopped in its turn by
removing the junction plug 9 placed between the plates 8, 8.
The next morning the plug 9 is first replaced, the bell then commences to ring if
the apparatus is in proper order. The plug 2' is then put in place and lastly the
knob B is pressed. The current then passes through the magnet E' of the relay
and the parts are put in operative position, as herein before described.
The plugs 21 and 9 are retained by a small chain attached to the box of the
apparatus.
I have stated that the apparatus gives warning of itself when it is deranged.
In fact if any part of the wire breaks, there will be an interruption in the constant
current so that the electromagnets are no longer excited, and the bell operates.
The barrier-guard can easily find out whether this interruption of the current is
due to the passage of a train, for by pressing upon the knob B he will find he
cannot put the parts again into position for operation because the current cannot
pass and the bell continues to ring.
As stated above, the interruption of the current passing from the battery P to
the electro-magnet E³ of the interrupter can be effected by any other means than
the passage of the train over the rails C C¹. In this latter case, which is that
represented in the drawing, the rails need not be insulated, for the communication
through the earth is almost nought, and it is sufficient to so properly calculate the
electromagnet E³ that these communications through the earth cannot effect it.
However, if it is deemed advisable to wholly or in part insulate the two rails,
the rails and the fish-plates can be painted with several coats of paint.

page_text: The connecting wires can be fixed upon the rails by any means.
The arrange
ments which I prefer to employ in order to obtain a good contact consist in
soldering upon the foot of the rail, previously cleaned, a plate of copper having
two projections to which the conducting wires are united. The connections can be
protected by an insulating coating, and the whole can be covered by a shield of
thin sheet metal or simply by a thick layer of paint.
Figure 2 shows a modification in the arrangement of the interrupter.
The armature p has only two springs r and ³, and in the position represented
in full lines, that is, the operative position, the current passes from the positive
pole through the post v, the spring r, the wire d, the electromagnet E, the
wire and the rail C, to the negative pole
C,
of the battery.
-
When a train passes, the current passes through the post v¹, the post v³, and the
rail C cutting out the magnet E.
The armature p then separates from the electro-magnet E, so that the spring r
comes into contact with the terminal v. The current in this new position of the
armature (indicated in dotted lines) passes from the positive pole + to the post v,
the spring r, the wire d, the electro-magnet E, the wire c, and the rail C, to the
negative pole so that the apparatus is disengaged.
This arrangement comprises an adjustable counterweight f which aids the
armature to separate from the electromagnet and facilitates its movements.
It is evident from the preceding examples that a constant current normally
traverses the interrupter, and that this current discontinues to traverse it a
moment only when the passage of the train produces a derivation which prevents
it from passing through the electromagnet.
Starting from this principle, it is easy to understand that I can vary the
construction of the apparatus without departing from the nature of the invention.
Dated this 6th day of August 1886
HASELTINE, LAKE & Co.,
Agents for the Applicant.

page_text: Improvements in Electrical Signalling Apparatus for Railway
Purposes.
I, HENRY HARRIS LAKE, of the firm of Haseltine, Lake & Co, Patent Agents,
Southampton Buildings, in the County of Middlesex, do hereby declare the nature
of my 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 electrical signalling apparatus chiefly designed for
automatically signalling the approach of trains towards level crossings.
During the passage of a train over a level crossing the barriers must be closed.
Heretofore this closing has generally been effected by the barrier-guard or crossing-
keeper, at the times which are indicated in the working time-table with which he
is provided.
This practice has several inconveniences, the principal of which is that the
barrier-guard taking into account the delays of the trains, frequently does not
close his barrier until he hears the train whistle, the result of which is that
accidents sometimes occur.
Various kinds of signalling apparatus have been tried, but none of these operate
in a safe and practical manner, and many of them are complicated and liable to.
deteriorate or get out of order.
My invention comprises a system of automatic signalling apparatus which, by
any desirable signal, will intimate to the barrier-guard the approach of a train at a
determined distance from the crossing, thus enabling him to effect the closing of
the barriers at the proper time.
My improved apparatus is arranged to be operated by the passage of the train
itself, and to be stopped, if desired, only by the proper action of the barrier-guard...
A distinctive characteristic of this apparatus is that it is arranged to give
warning in case it becomes inoperative or gets out of order, thereby providing.
absolute security and fulfilling an essential condition in the construction of
signalling apparatus.
My apparatus is composed essentially of two parts viz: an interrupter upon.
which a constant current whose passage is only interrupted automatically by the
arrival of the train, acts; and a relay.arranged in connection with the interrupter
and causing the operation of the luminous, optical or acoustic signal which informs
the barrier-guard.
The action of the train to cause the interrupter to act can be effected through
the medium of any suitable apparatus such as contacts, levers or the like, but
I prefer that electric communication should be established between the two
conductors of the line by the passage of the train.
In order to make myself better understood, I have represented in the accom-
panying drawing, but by way of example only, an arrangement of apparatus
according to this invention, the signal which is used being supposed to be a bell.
As will be seen on referring to this drawing, the apparatus comprises:
.
1st. An interrupter I placed beside the line (near the hedge for instance) upon
suitable support

page_text: 2nd. A relay R placed in the cabin or place of the barrier-guard, or at the
station if it is the latter to which the approach of the train is to be signalled.
These two apparatuses are connected by two line wires L L¹ and actuated by
the same current from a battery P.
S is the bell-signal operating under the action of the relay R, and B is a push
designed, as will be seen below, to return the apparatus to its original state after
the passage of each train.
I will describe the various parts of the apparatus at the same time as their mode
of action.
Under normal conditions when no train is passing, the battery P sends a current
to the relay R through the binding sorew 1, the screw vl, the spring r¹ fixed upon
the pallet p but insulated therefrom through the medium of an ebonite plate e, the.
wires E E, the electromagnet E³, and the junction plates 2 (connected by a plug 2¹)
to the line-wire L.
The electromagnet E³ being thus energized, the armature p¹ remains against it
as long as this current passes.
Under these conditions the line wire L conducts the current to the interrupter I
where it passes through the post, the spring r¹, the wire b, the rail C, the post v³,
the spring, the wire c, the electromagnet E³ and the rail C and thence to the
line wire L', thus completing the circuit.
The electromagnet E³ thus holds the armature p³ against it as long as the current
is not interrupted, because there will always be contact between v¹ and r¹.
Supposing that a train passes over the rails, the wheels keyed upon the axles of
the vehicles establish electrical communication between the rails C and C¹. The
current then finding a conductor of less resistance than the electromagnet E³ of the
interrupter, passes through the axle of the train directly from the rail C, to the
rail C and thence to the wire L' without traversing the electromagnet E³. This
results in the demagnetization of the electromagnet E³. The spring then leaves
the screw ¹, thus forming a break in the circuit. Consequently the magnet E* of
the relay is demagnetized, the armature p¹ retreats and its spring leaves the
screw but at the same time its spring 1 touches the screw
The current from the battery P¹ in a local circuit then passes through the wire x,
the terminal 7, the junction plates 8, 8 (connected by the plug 9), the screw all,
the spring 11, the block 10¹ and the terminal 10 to the bell S, which is thus set
in action, the current thence passing to the battery P¹ through the wire xl.
The barrier-guard or one of the employees of the station being thus informed of
the approach of the train, makes the necessary arrangements.
It will be easily understood that, as the train has interrupted the passage of the
current in the interrupter, the parts cannot of themselves re-assume their normal
position, so that the bell continues to ring even after the passage of the train.
To replace the parts in their original position and stop the bell, it is sufficient to
cause the current of the battery P to pass afresh in the line circuit, that is to say,
to establish the communication between the battery P and the terminal of the
relay, in order to excite again the electromagnet E³ This effect can be produced
by the passage of the train over another section C³ C of the line, represented on
the left of the drawing in dotted lines. The train, on passing over this section,
sends the current of the battery through the wire m and the rails, to the wire m¹
and the terminal 11.
I prefer to employ, however, for this operation a push knob B´or any other
suitable commutating device, placed at the disposal of the barrier-guard.
To re-establish the apparatus in its original state, the barrier-guard presses
slowly upon this knob B. The current of the battery P, then passes through the
terminal 11 into the electromagnet E' of the relay (because at the interrupter the
spring came into contact with the post after the post and spring 7 were
separated) thus closing the circuit L L'. The electromagnet E' of the relay is
thus magnetized, and the armature p¹ is again attracted causing the spring 1 to

page_text: make contact with the screw v', and the spring to leave the screw vll, so that
the local circuit is broken and the bell stops.
At the interrupter I the current passes through the post v, the spring r, the
wire C, the electromagnet E³ and the rail C₁ to the wire L. The electromagnet is
thus magnetized and attracts the armature p¹³ causing it to return to the position
shown in dotted lines. The main circuit being thus closed, the electromagnet E³
of the interrupter remains magnetized and the apparatus is held in its normal
state ready for operation by a passing train.
The proper operation of the system depends chiefly on the regulation of the
interrupter.
The interruption of the current during the disengagement of the armature from
the interrupter is, in fact, sufficient to cause an instantaneous demagnetization
of the electromagnet E' of the relay. Directly the post v and spring rare
separated, the constant current can pass in the circuit L L¹ only when pressing-
upon the knob B.
The pallet p of the relay operates, when displaced, an obturator o, this obturator
uncovers a space upon which is indicated the number of the line upon which the
train is advancing.
For crossings not guarded during the night, it is necessary to render the
apparatus inoperative.
For this purpose, it is sufficient to simply remove the metallic plug 2¹ connecting
the junction plates 2, 2, the constant current is then interrupted, the armature of
the relay is detached and the bell rings. The bell is stopped in its turn by
removing the junction plug 9 placed between the plates 8, 8.
The next morning the plug 9 is first replaced, the bell then commences to ring if
the apparatus is in proper order. The plug 2¹ is then put in place and lastly the
knob B is pressed. The current then passes through the magnet E of the relay
and the parts are put in operative position as herein before described.
The plugs 21 and 9 are retained by a small chain attached to the case of the
apparatus.
I have stated that the apparatus gives warning of itself when it is deranged.
In fact, if any part of the wire breaks, there will be an interruption in the constant
current, so that the electromagnets are no longer excited, and the bell operates.
The barrier-guard can easily find out whether this interruption of the current is
due to the passage of a train, for, by pressing upon the knob B, he will find he
cannot put the parts again into position for operation because the current cannot
pass and the bell continues to ring.
As stated above the interruption of the current passing from the battery P
through the electro-magnet Es of the interrupter, can be effected by any other
means than the passage of the train over the rails C, C. In this latter case, which
is that represented in the drawing, the rails need not be insulated, for the com-
munication through the earth is almost nil, and it is sufficient to so properly
calculate the electromagnet E³ that these communications through the earth cannot
affect it.
However, if it is deemed advisable to wholly or in part insulate the two rails,
the rails and the fish-plates can be painted with several coats of paint.
The connecting wires can be fixed upon the rails by any means.
The arrange-
ment which I prefer to employ in order to obtain a good contact consists in
soldering upon the foot of the rail, previously cleaned, a plate of copper, having
two projections to which the conducting wires are united. The connections can be
protected by an insulating coating, and the whole can be covered by a shield of
thin sheet metal or simply by a thick layer of paint.
Figure 2 shows a modification in the arrangement of the interrupter.
The armature p has only two springs r and r¹, and in the position represented
in full lines, that is the operative position, the current passes from the positive
pole through the post v¹, the spring r, the wire d, the electromagnet E, the wire o
and the rail C to the negative pole of the battery.
-

page_text: When a train passes, the current passes through the post v², the post ª and the
rail C, cutting out the magnet E.
The armature p then separates from the electromagnet E so that the spring r
comes into contact with the terminal v. The current in this new position of the
armature (indicated in dotted lines) passes from the positive pole + to the post v,
the spring r, the wire d, the electromagnet E, the wire c and the rail C" to the
negative pole -, so that the apparatus is disengaged.
This arrangement comprises an adjustable counterweight ƒ which aids the
armature to separate from the electromagnet and facilitates its movements.
It is evident from the preceding examples that a constant current normally
traverses the interrupter, and that this current discontinues to traverse it a
moment only when the passage of the train produces a derivation which prevents
it from passing through the electromagnet. It will be also noticed that with this
-arrangement only one of the rails is in the normal circuit of the battery.
Starting from this principle, it is easy to understand that I can vary the
construction of the apparatus without departing from the nature of this invention.
Having now particularly described and ascertained the nature of the said
invention, and in what manner the same is to be performed as communicated
to me by my foreign Correspondent I declare that what I claim is ;-
First. In apparatus for automatically signalling the approach of trains, the
combination of a relay arranged to close a local circuit to operate a signal, with an
interrupter having an electromagnet the armature of which is adapted to interrupt,
in the relay, the passage of the current of a constant battery, the said interrupter
being operated by closing a circuit of less resistance than that including its electro-
magnet, which closing is effected by the passage of a train.
Second. The arrangement of the apparatus in such a manner that one of the
two rails is brought into circuit only when the interrupter is operated thereby
simplifying the apparatus and rendering it less delicate.
Third. The improved apparatus consisting of the parts constructed and combined
substantially as described with reference to the accompanying drawing and
operating as set forth.
Dated this 23rd day of August 1886
HASELTINE, LAKE & Co.,
Agents for the Applicant.