Improved Block System on Electric Railways, and Apparatus therefor.
Year: 1894

page_text: Date of Application, 25th June, 1894
Complete Specification Left, 12th Mar., 1895-Accepted, 13th Apr., 1895
PROVISIONAL SPECIFICATION.
Improved Block System on Electric Railways, and Apparatus
therefor.
I, EUGEN LANGEN, of Werthstrasse No. 14, Cologne, in the Empire of
Germany, Manufacturer, do hereby declare the nature of this invention to be as
follows:-
:-
My invention relates to an improved block system on electric railways and
apparatus therefor, which consists mainly in providing along the line a contact
conductor divided into block sections which are connected to the main con-
ductor for supplying current to the vehicles through switches that are automatically
actuated by a vehicle on a section in such manner that the preceding section which
the vehicle has just left is thereby thrown out of circuit, so that any vehicle
entering such section will not receive current and will consequently remain
stationary, while when the first named vehicle leaves its section, it automatically
puts the preceding section in circuit again so that the vehicle thereon can
proceed.
There is furthermore provided an auxiliary conductor divided into sections
corresponding to those of the contact conductor and so arranged in combination
with switches that when a section of the contact conductor is thrown out of circuit,
the corresponding section of the auxiliary conductor is put in circuit and is thereby
made to excite an electro-magnetic device that brings the switch of the preceding
section back into its original position.
In carrying out this invention, two different arrangements may be employed.
In the one arrangement, both ends of each block section of the contact conductor
are provided with contacts and the two contiguous ends of two block sections are
so arranged in connection with a switch, connected at one end to a branch of the
continuous main conductor, that such switch can be brought in contact with either
the one or the other block section. The electro magnet dovice is placed in close
contiguity to this switch so that when excited, it will move the switch from the one
position into the other. When a vehicle passes from one block section to the other,
it moves the switch from the block section of the conductor it has just left on to
the section which it is entering, thus cutting the former out of circuit and putting
the latter in circuit, this being also put in circuit at its other end. At the same
time, the switch, in being moved over as described, also makes contact with a
contact of an auxiliary conductor section, putting this in circuit and thereby
exciting the electro magnet of the block section preceding the one it has just left,
EO that this electro magnet, in attracting the switch of that section, puts it into
circuit again.
The second arrangement only differs from that above described in that each block
section of the contact conductor only has a contact at one of its ends, so that, when
the switch is moved over as above described, it cuts the last section out of circuit,
but does not make contact with the following section, this being only supplied with
current through the switch at its forward end.
an
In both the above arrangements the vehicles are also provided with a contact
device making contact with the auxiliary conductor, and connected to
electrically operated brake of any known construction, and to an alarm
Bignal. Thus if a vehicle should enter a block section that has been cut

page_text: out of circuit, with an impetus that might carry it over that section and on
to the next, even without receiving current, the auxiliary conductor of the
section, which, as before explained, is put in circuit at that time, will supply
current to the electric brake so as to stop the vehicle, and will at the same time
sound the alarm signal.
The auxiliary circuit may also be provided with signalling apparatus at the several
block stations, serving to convey to the guard or driver of a vehicle signals through
such conductor for either stopping or starting.
With electric railways in towns in which the stations may occur at short
intervals, the division of the block sections can be so arranged that a carriage
waiting at a station remains without current and is thus prevented from starting so
long as the preceding carriage is still on the next section or station, so that even
without the automatic brake appliance, and with any conditions of level, there
would always be perfect security against collisions.
Dated this 25th day of June 1894.
ABEL & IMRAT,
Agents for the Applicant.
Improved Block System on Electric Railways, and Apparatus
therefor.
1, EUGEN LANGEN, of Werthstrasse No. 14, Cologne, in the Empire of
Germany, Manufacturer, 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 :-
My invention relates to an improved block system on electric railways and
apparatus therefor, which consists mainly in providing along the line a contact
conductor divided into block sections which are connected to the main conductor
for supplying current to the vehicles through switches that are automatically actuated
by a vehicle on a section in such manner that the preceding section which the
vehicle has just left is thereby thrown out of circuit, so that any vehicle entering
such section will not receive current and will consequently remain stationary, while
when the first named vehicle leaves its section, it automatically puts the preceding
section in circuit again so that the vehicle thereon can proceed.
There is furthermore provided an auxiliary conductor divided into sections
corresponding to those of the contact conductor and so arranged in combination
with switches that when a section of the contact conductor is thrown out of circuit,
the corresponding section of the auxiliary conductor is put in circuit and is thereby
made to excite an electromagnetic device that brings the switch of the preceding
section back into its original position.
In Figs. 1 and 2 of the accompanying drawings are shewn diagrammatically two
arrangements for carrying out my said invention.
In both figs. 1. indicates the main conductor of the line for supplying electrical
energy to the motors on the trains; F is the iron structure or rails of the line
and &c. the separate electrical contact conductors of the several block
sections A-B, B-C, C-D, &c.
The contact conductors are not permanently connected to the main conductor,
but they are put in conducting connection therewith in Fig. 1 by means of
reversing switches ' &c. and in Fig. 2 by means of cutting out
switches ³u' &c.
From the separate contact conductors, for examplo from the conductor the
electric current passes through the contact roller R to the carriage motor M, from
which it passes to the rails and thence back to the current generator. The usual

page_text: position of the switches is that shewn at A B D and E. When the carriage enters
a block section for instance C-B it throws by means of a suitable mechanical
device the reversing switch of Fig. 1 to the left hand or u of Fig. 2 to the right
hand. According to the arrangement of Fig. 1 the contact conductor now
receives current through the two switches u³ and u', while in Fig. 2 the current to
the contact conductor still only flows through the switch u³. This is the only
difference between the two arrangements of Figs. 1 and 2.
By the throwing over of the switch u' not only is the conductor thrown out of
circuit, but a contact is simultaneously made at c Figs. 1 and 2, so that the
conductor m' is now supplied with current.
By this means the electro magnetic device at is actuated whereby the switch u
which was previously in the position shewn at u' is drawn back into its original
position.
The contact conductor is now, in both arrangements, without current while
conductor m' receives current. This condition remains until the carriage has
passed the block station B and throws over the switch u³. The above described
action is now repeated.
The contact is made, the conductor m³ receives current, the switch is drawn
back again, the contact conductor is put in circuit again and the two conductors ³
and mare cut out.
Each contact conductor (for example 1) therefore remains without current se
long as the following block section (B-C) is occupied by a carriage. During the
same time the corresponding conductor m which is usually without current, receives
current.
The construction of the switches u in Fig. 1 is such that the mechanical reversal
of the same by a passing train can only be effected when the corresponding electro-
magnetic device a is without current.
If now, while section B-C is still occupied by a carriage, a second carriage
passes beyond block station D on to the section C-D, it will not receive any
current, and consequently, if the section is of sufficient length and has suitable
conditions of levels, it will come to a standstill, and can only start again after the
carriage in front has passed beyond the block station B, so that the occurrence of
a collision is impossible.
In the arrangement shewn at Fig. 2 the action is as follows:
:-
Assuming that a carriage is leaving section D-C and passing on to section C-B
it moves switch from the position shewn at D into the position shewn at C,
whereby the conductor section is put out of connection with the main conductor L,
while contact is made at e' whereby the electromagnet conductor section m is put in
connection with L, thereby exciting electromagnet a' and causing it to bring
switch over from contact to the position shewn in which it puts the conductor
section in connection with the main conductor L again.
If now while the carriage is running on section C-B, a carriage should pass
beyond station D on to section D-C, it will not receive any current from and
consequently it will come to a stand still.
As soon as the carriage on section C-B arrives at B3, and passes on to
section B-A it effects the reversal of switch ³, thereby disconnecting from L
and connecting m³ with L. Electromagnet a³ will now effect the reversal of
switch again, thereby putting conductor section in circuit again, so that the
carriage on section C-D can now proceed again.
If the length or condition of levels of the several block-sections are not such as
to insure that a carriage entering the same with a certain impetus must come to a
standstill upon it, there must be provided on the carriage, in addition to the
roller R running on the conductor 1, a second contact roller r which runs on the
conductor m.
By means of this contact roller, the carriage only receives current if it is upon
a section the contiguous section of which is occupied by a carriage.
If now the contact roller r be combined with an alarm signal and an automatic

page_text: brake
the carriage can be effectually brought to a standstill even on an incline,
in the event of its entering with a certain momentum a block section which is cut
out of circuit.
The auxiliary conductors m can, in addition, be provided with signalling devices Z
situated at the several block stations and serving to convey to the guard or driver
of a carriage signals for stopping or starting.
The switches and electromagnets a are of course capable of being arranged in
a variety of ways for carrying out the above described operations; by way of
example I have shewn two arrangements at Figs. 3 and 4, Fig. 3 being adapted for
the system at Fig. 1, and Fig. 4 for that at Fig. 2.
These figures illustrate the switch apparatus at station B in each case.
Within a closed box II Fig. 3 is the pivotted insulated reversing switch con-
nected at its pivot by a wire to the main conductor 1, suitably mounted in an
insulated manner underground. The switch u has a tail o carrying the armature
of an electromagnet a' also fixed in the box H, and having one end of its winding
connected to the return conductor F mounted in an insulated manner between the
rails of the railway, while the other end of the winding is connected by a wire m²
to the contact of the next station (A Fig. 1). The switch in turning on its
pivot, slides upon two bars p♪ of insulating material fixed in the box H, the bar p
having two contact plates, connected by wires respectively with the rail
sections of the line, these rail sections being insulated from each other at r, and
carried in an insulated manner on the permanent way, so that they serve as the
sectional contact conductors / Fig. 1 with which the wheel t of the vehicle T (shewn
in dotted lines) makes contact so as to convey the current in noy suitable known
manner to the motor on the vehicle, the return conductor from which makes contact
in any suitable manner with the main return conductor F. The bar p' carries a
contact plate which is connected by a wire m' with the one end of the winding of
the electromagnet a of the station Fig. 1.
The reversing switch a projects through a slot in the box H at such a level as
to be about level with the rails, and the carriage has a downward projecting arm ',
which, when the wheel t arrives at the end of the rail, comes in contact with the
end of the reversing switch, and moves it over from the position shewn in full lines,
in which it establishes the connection between the main conductor L and the rail
section, into the position shewn in dotted lines in which it breaks the connection
between 1 and F, establishes the connection between 1. and P2, and also establishes
the connection between 1 and the contact and m leading to the winding of
electromagnet a of station C, so as to cause this to attract the armature of
switch at that station, and thus put the rail section in connection with L
again.
In like manner, when the carriage actuates the reversing switch of station A,
the electromagnet af is put in action so as to attract the tail o of switch a² and
thereby bring this back into the position making contact with q³ and P.
The construction shewn at Fig. 4 is substantially the same as that above
described, the only difference being that there is only one bar of insulating
material, having the two contacts connected with rail section P, and eª connected
by wire with electro magnet a of station C; also, instead of the arm being
the contact switch, its tail o constitutes the same, so that when in the position shewn
in full lines the switch makes contact between 1 and the rail section P, while when
moved over to the dotted position by the arm of the carriage T, it breaks that
connection, and connects the electromagnet a³ with the main conductor 1, the action
being as already described with reference to Fig. 2.
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
1. In a block system for electric railways, the combination of a continuous main
conductor, such as L, a contact conductor such as P P &c. divided into block

page_text: sections, an auxiliary conductor such as m² m² &c. also divided into block sections,
switches such as uu &c. operated by the passing vehicles and adapted to put the
sectional conductors into and out of contact with the main conductor, and electro
magnets such as a¹ a³ &c. connected with the auxiliary conductor sections con-
trolling the said switches, the said parts being arranged and operating in such
manner that as a vehicle passes from one block section on to the next, it actuates a
switch so as to throw the section of the contact conductor it has just left, out of
circuit, and at the same time to throw the corresponding section of the auxiliary
conductor into circuit, whereby the electro-magnet of such section is made to
bring the switch of the section preceding the one above referred to, back into its
original position, thus putting this section into circuit again, substantially as
described.
2. In combination with an electric railway operated by a contact conductor such
as and an auxiliary conductor such as m, both divided into separate block sections,
a vehicle having an electrically operated brake and signalling apparatus, and a
contact device connected therewith and making contact with the auxiliary conductor
sections, so that when the section along which the vehicle is passing receives
current, the electric brake and signal of such vehicle will be operated, substantially
as described.
3. In a block system for electric railways, the combination of main conductor L,
sectional conductors / m, switches u and electromagnets a, arranged and operating
substantially as described with reference to Fig. 1 of the accompanying drawings.
4. In a block system for electric railways the combination of main conductor L
sectional conductors and m, switches u and electromagnets a arranged and
operating substantially as described with reference to Fig. 2 of the accompanying
drawings.
Dated this 12th day of March 1895
ABEL & IMRAY,
Agents for the Applicant.