Improved Apparatus for Signalling on and Stopping Railway Engines and Trams.
Year: 1898

page_text: Date of Application, 19th Aug., 1898-Accepted, 4th Feb., 1899
COMPLETE SPECIFICATION.
Improved Apparatus for Signalling on and Stopping Railway
Engines and Trams.
'I, OSKAR GOLDAMMER, of 10, Dessauerstrasse, Halle-on-the Saale, in the German
Empire, Railway Official, do hereby declare the nature of this invention and in
what manner the same is to be performed, to be particularly described and ascer-
tained in and by the following statement :-
This invention relates to apparatus for the prevention of accidents on railways.
The apparatus has a part which is arranged at the side of the driver. When the
official inspecting the line finds any irregularity which might endanger the train, he
places at a certain distance from the dangerous place a device which he carries with
him. This device actuates the signalling device on the passing train whereby a
danger steam whistle, sounding device or other signal may be sounded easily to be
distinguished from the ordinary steam whistle, and it also operates the pneumatic
brake. A special device locks the signalling mechanism so that it must be
disengaged by the driver before the danger signal can be silenced.
It follows that it will be impossible not to notice this signal, an omission which
often takes place when ordinary detonating signals are used, and that trains
provided with the ordinary pneumatic brake can be stopped automatically.
In order that this invention may be the better understood I now proceed to
describe the same reference being had to the accompanying drawings and to the
letters and figures marked thereon.
Figure 1 is a front view of the device or loop actuating the signalling device.
Figure 2 is a side view of the same.
Figure 3 illustrates a locomotive provided with the signalling device, the catch
lever being at rest.
Figure 4 is a detail of the catch lever in the operative position.
Figure 5 is a separate view of the application of the mechanism for locking the
danger signal.
A double lever a is arranged on the shoe c in suitable position on the front end of
the locomotive, for instance as shown in the drawings. The upper end of the double
lever a is connected at g with a connecting rod or wire connection h. The latter is
subjected to the pressure of a spring passes over guiding rollers and ends in an
angular lever k.
One end of the latter is connected by the draw bar m with steam
danger whistle n, which preferably sounds differently from the ordinary signal
whistle, so as to be easily distinguished therefrom. The lever a has an arm b which
engages through a draw bar with the handle f of the tape of a pneumatic brake.
When the lever a is caught by the loop o described hereinafter it moves from the
position shown in Figure 3 to that shown in Figure 4 and moves, by means of the
wire connection h, the angular lever which in turn operates the steam danger
whistle n or other sounding device by means of the draw bar m.
When the angular lever is operated, a piece ; subjected to spring pressure acts
against one end of the angular lever and prevents the return of the draw bar m
which actuates the whistle. The motion of the piece is limited by the stop l. In
consequence the danger signal sounds until the driver disengages the locking
device j.

page_text: The tape is operated simultaneously with the danger whistle n by means of the
arm of the lever a and the draw bar d so that the pneumatic brake is put into
action.
The lever a is operated by the loop o shown in Figures 1 and 2, or by a similar
device which rests on the head of the rail and is attached to the latter by a ribbon
or wire p of metal or other suitable material connected to the loop, which is fastened
round the rail. The attaching device must be such that the railway servant can
easily attach a loop o, carried by him, at the desired place.
When a train provided with the described apparatus runs against the loop o, the
latter catches the lever a and moves the same in such a manner that the before
mentioned signalling and braking operations are effected. When the lever a has
reached its final position it destroys the attachment of the loop o by reason of the
continued movement of the engine, the loop is thrown sideways so that it cannot
form an obstacle on the rail.
It is not absolutely necessary that the lever a operated by the loop o is provided
with the connecting rods for actuating the signalling and braking mechanism as
shown in the drawings; as other suitable and equivalent intermediate devices may
be used.
Having now particularly described and ascertained the nature of the said
invention and in what manner the same is to be performed, I declare that what I
claim is
1st. An automatic signalling and braking device for railway vehicles consisting
of a loop or similar device readily attachable to the rail and adapted to operate a
signalling device and pneumatic brake by means of lever carried on the vehicle and
engaged by the said loop substantially as described.
2nd. A signalling device as claimed in Claim 1 having a catching loop o which is
attached to the rail by a band p of metal or other suitable material connected to
it and closed in suitable manner, substantially as described.
3rd. A signalling device as claimed in Claim 1 having an arm or lever a arranged
on the engine, the lower end of such lever being adapted to be caught by a loop
situated on the rail in order to operate by the other end of the lever and suitable
intermediate means a steam danger whistle or sounding device, the signal being
made continuous by a locking device, substantially as described.
Dated this 19th day of August 1898.
FELL & JAMES,
Agents for the Applicant.