Improvements in Railway Signalling Devices.
Year: 1899

page_text: Date of Application, 23rd June, 1899-Accepted, 5th Aug., 1899
COMPLETE SPECIFICATION.
Improvements in Railway Signalling Devices.
I, KARL MARTIN, of No. 10, Guttenberg Strasse, in the Town of St. Johann-
on-the-Saar, in the Rhine Province, in the German Empire, Electrical Engineer,
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:―
The signals given from the station to the engine driver of a railway train
are often unobserved in bad weather owing to fogs, snow storms and the like,
and in passing round curves or through tunnels, are likewise not always remarked
in time.
Numerous systems of interlocking and other signals have been employed by
means of which, at a certain distance from the semaphore, the driver receives a
danger signal, or the train automatically is brought to a standstill. All these
systems, however, are more or less defective, inasmuch as they are liable to be
influenced by the weather and so become unreliable.
"
The present invention has reference to a magnetic apparatus which when set
to signal danger" operates a contact device carried on the engine of the passing
train, whereby an electric circuit is closed and a danger signal given to the
driver.
"
The arrangement consists in the provision of a magnet at the side of the
track, which, when the signal shows danger" stands above the level of the
rails and in this position attracts an armature attached to a steel diaphragm. The
latter is thus caused to disengage a lever, which under spring pressure thereupon
engages between two electrical spring contacts.
The accompanying drawings show one manner in which the invention may
be carried into effect.
Fig. 1 is a front view, partly in section, of the apparatus with magnet in
position to operate, the signal standing at danger."
+6
Fig. 2 is a side elevation of the magnet and supporting parts.
Fig. 3 shows the position of the magnet, corresponding to Fig 1, when the
signal stands at "line clear."
Fig. 4 is a horizontal section of Fig. 1, taken just above the levers
Fig. 5 is a plan view of the same, and
.
Fig. 6 is a detail front view of the magnet.
Fig. 7 shows in side view the contact device operated by the magnets.
Fig. 7 is a plan view of the same
Fig. 8 is a vertical and
Fig. 8. a horizontal section through the same, partly broken awav

page_text: Fig. 9 is a side view of the contact device with the iron armature and metal
diaphragm removed, and
Fig. 9 is a horizontal section through the apparatus, the flat spring being
shown in edge view.
Fig. 10 shows the general arrangement of the apparatus on the locomotive in
side elevation.
Fig. 11 is a plan view, partly in section, likewise showing the general
arrangement.
The magnetic actuating apparatus consists of a magnet F (Fig. 1) and of two
levers Fand F2 turning on axes 13 F+. At the other ends of the levers F and Fa
a counterweight F is provided.
The magnet F is composed of laminated horse-shoe magnets. Four plates are
arranged to form a magnet, and five such horse-shoe magnets are united to form
the compound magnet F (Fig. 6). In order to protect it against the rays of the
sun, the magnet is provided with a layer of wood or cork on its surface.
By means of a draw wire in connection with the semaphore, (Figs. 1 and 3)
the magnets, which are located at the side of the track can be brought into the
desired position.
When the magnets are in the "danger" position (Fig. 1) they stand above
the level of the rails and can thus attract the iron armature of a contact device
(Figs 7-11) of a passing train, so closing an electric circuit containing an
alarm signal located on the engine.
If, on the other hand, the magnets are drawn down into the "line clear"
position (Fig. 3) they are then on a level with the head of the rail, so that a
passing train receives no signal.
Should the draw wire break, through any cause, the magnets are automatically
set at danger by the weight F³.
The contact device (Figs. 7-11) operated by the magnets is, as Fig. 10 shows,
secured to the engine. It consists of a casing G (Fig. 7) containing a flat
spring G, and comprises further a spring contact G2 (Figs. 8^ and 8") and a
steel diaphragm G³ (Fig. 7") located outside the casing and carrying the iron
armature G*.
If this contact device, when the magnet is in the "danger" position, is carried
by a passing train, the armature G4 will be slightly attracted, and the bolt G³
accordingly frees the lever G, turning on its fulcrum G8. By this means the
expanded spiral spring G7 comes into operation, and the upper end of the lever G
is drawn between the contact springs G², whereby an electric circuit, containing
an alarm signal located on the engine, is closed.
When the contact device is carried past the magnets, so that the armature is
no longer attracted by them, the steel diaphragm G is again drawn back into a
straight position by the flat spring G₁ (Fig. 9"). The iron armature G4 and
bolt G are thus caused to again return to their normal position.
In this position the latter presses against the lower end of the lever G6, thus
expanding the spiral spring G7 and breaking the contact at G².
A tube G (Fig. 7^) serves to conduct the circuit wires to the engine.
If the signal is to be arranged so as to operate also when the engine runs
backwards, a contact device must be arranged at both sides.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:
An apparatus for operating a signal on a travelling locomotive, consisting of
a permanent magnet mounted on a double lever system beneath the track, in
normal ("danger"). position projecting above the level of the rails under the
influence of a counterweight, and capable of being drawn down to the level of the
track by a draw line or chain actuated from a distance; in combination with a
contact device secured to the locomotive, consisting of a case provided with a

page_text: metal diaphragm carrying an armature, which is attracted by the said magnet
when in the "danger" position against the action of a spring, whereby a lever is
set free and caused to complete an electric circuit carrying an alarm located on the
locomotive, all substantially as herein before described.
Dad : 02nd dow of Tune 1800
BOULT & WADE,
Agents for the Applicant.