ELECTRIC RAILWAY SIGNALS
Year: 1884

page_text: I, WILLIAM VOGEL of Chicago, in the County of Cook, State of Illinois,
Manufacturer, do hereby declare the nature of my invention for ELECTRIC RAILWAY
SIGNALS, and in what manner the same is to be perforined, to be particularly
described and ascertained in and by the following statement :-
My invention relates to an improvement in electric railway signals; and it
consists in
First: The combination of contacts placed along the road, and connected to
batteries at the station, and other contacts connected to a telephone, or other
electrically operated device at the station, and used in connection with the batteries,
contacts on the locomotive; an electrically operated power mechanism, and a
telephone, or other electric device on the locomotive; and the wires which extend
from the station and connect with the contacts along the track.
Second: The combination of the strong battery, the weak battery, switches,
telephone, an alarm bell, with the conducting wires, the two pair of contacts placod
along the road, contacts on the locomotive, and the telephone, switch, and aların
bell on the locomotive.
Third: In the combination of the electro-magnet, armature, train of wheels, and
a mechanism for blowing the whistle, all of which will be more fully described
hereinafter.
The object of my invention is not only to blow the whistle of all of the
locomotives which are approaching a misplaced switch, and thus give notice of
danger, but to enable telephonic messages to be sent back and forth between two
or more locomotives, and between a locomotive and the station.
Fig 1 is a plan view of the track and its attachments, showing also the electric
apparatus in the office or station, and connected to the track.
Fig 2 is a vertical cross section showing the mechanism for operating the whistle,
the telephone, the switch, and the connection with the short rails.
Fig 3, 4, 5 and 6, are detail views.
Fig 7 shows a modification.
Fig 8 is an enlarged detail view of the switch and its connection when used in
connection with the side tracks.
Fig 9 shows the telephone circuit.
Fig 10 shows the connection with the locomotive and the short rails which are
placed between the rails of the main track, as shown in Fig 7.
Fig 11 shows the circuit between the alarm bell on the locomotive and the
station.
Fig 12 shows the circuit of the alarm bell from the station to the locomotive,
or for blowing the whistle upon the locomotive from the station.
Fig" 13 and 14 are side and plan views of the switch circuit.

page_text: A, represents the main track, and B, C, D, side tracks connected thereto, by
switches of the usual construction. Placed along the sides of both the main and
sile tracks are short rails or contacts E, which are raised above the level of tho
track rails so that the spring contacts on the locomotives or cars, will roadily strike
them as they are being passed, and thus convey the electric currunt to the
mechanism for sounding the whistle or other alarm, and to enable telophonic
messages to be sent back and forth between the station and the locomotive. Ench
of the short rails or contacts E, is connected by a wire F, with one of the three
telegraph wires G, which are strung along both the main and side tracks upon
poles in the usual manner. These contacts E, are arranged in pairs along both the
main and side tracks, and to each pair is connected two wires C, according as the
contacts are intended for blowing the whistle or sounding an alarm on tho
locomotive, or are intended for telephonic communication between the locomotive
and the station, or between two locomotives on the track. The contacts E, along
the side tracks B, C, D, are not connected to the three wires G, but are connected
to the switch batterica by soparate wires, for the reason that tho whistle or other
alarin on the locomotive, is only to be sounded when the, switch is misplaced for
those trains moving along these side tracks. The three telegraph wires G, which
extend along the side track B, and also along the side tracks C, D, are each
connected to a separate one of the three wires which extend along the main track,
ns shown. The two outside ones of the wires C, are connected by means of 'the
wires H, with the alarm I, switches J, and telephone K, and the central wire by
the wire L, with one of the poles of the battery M, which is powerful enough for
all purposes desired. Each battery M, is connected by the wire N, to its opposite
pole with the central switch J, there being one switch for each of the wires C.
One of the switches J, is connected to the alarmn I, and connected to each alarm
switch with battery O, which is just strong enough to operate the alarm, and no
more. A current is only sent through this battery by the engineer of the
locomotive when he wishes to communicate with the operator at the station. One
pole of the weak battery is connected by the wire P, with this same wire which
connects with the telephone. Near or opposite each railway switch is placed, a
battery Q one pole of which connects directly with the wire R, and the other polo
is connected by means of the wire S, with the movable spring contact T, which is
moved by the non-conducting rod U, by moans of which the switch rails are moved,
The second contact T, is connected to the wire U. Theso wires. R, and 0,
connect directly with the contacts E³, along the side tracks, and when the contact
points T, and T are forced together the whole power of the battery is turned on
tho side rails or contacts E, for the purpose of sounding an alarm on the locomotive,
and thus potifying the engineer that the switch is open. This switch rod is
pivoted, when used in connection with more than one side track, so that when
turned in one direction it will operate the contacts, as shown in Fig 8. When the
rod is in a line with both pair of contacts, as shown in solid lines, the switch is
right for the main, track, but wrong for both of the side, tracks, and hence buth
pair of contacts are forced together so as to turn the current on botli sets of
contacts E, ready to notify every train which passes along these. side tracks, C, D,
towards the switch, that the switch is misplaced. When the switch rails are made
to connect with either one of the side tracks, the movement of the rod forces
ond set of spring contacts together so as to send the current over the othor
side of the track and over the main track on the other side of the switch,
if trains are to run in both directions along the tracks A. No contacts are
shown on the other side of the switch on the main track beyond its junction
with each of the side tracks C, and D, but they will be placed at this point
when trains are run in both directions. Stiould contacts be used at this point as
shown by dotted lines, a third pair of contacts will be necessary at the switch,
and the switch rod will be provided with an arm for operating them. A non-
conducting rod is used so that it will not act as a conductor and short circuit the
current. In connection with each railway switch there will be two pair of

page_text: contacts, so as to insure connection in case the current cannot pass through one
pair, but a single pair only can be used in connection with each switch. Where
there are a number of side tracks connecting with the main track, there will be a
pair of contacts for each side track, so that when the switch is made to connect
with one of the side tracks, the current through the battery is left open for that
side track, so that trains advancing along those side tracks will not be signalled.
but the current will be closed for each of the other tracks so as to warn trains
approaching the switch from any direction along those tracks for which the switch
is misplaced. Trains are only warned upon those tracks for which the switch is.
misplaced, and hence trains moving on those tracks for which the switch is all
right, pass freely through without being signalled.
Secured to each locomotive on opposite sides, either in front of all of the wheels,
or between any pair of them, are the spring contacts V, which are made to make
electrical connection with the short, rails E, as, they are being passed by the train.
These contacts V, are spring actuated so as to always insure their striking against
the inner sides of the rails E, under any circumstances. To the inner end of one of
these contacts is secured a wire W, which connects with the switch X, and to the
other is connected the wire Y, which connects both with the telephone Z, and the
electro-magnet A'. In between the two wires W, Y, is placed the alarm bell A³,
and switch A, which bell and switch are connected to the wires W, Y, by the
wire A: This magnet A¹, and the switch X, are also connected to the wire B¹.
Telephonic communication is freely had between the station and the locomotive, or
between two locomotives, when the locomotive or locomotives are stopped between
two of the short rails E, at E³, N³, N³, on the main and side tracks, so that
connection is made through the contacts V, but not otherwise. Certain ones of the
side rails E, only, are connected with the telephone circuits, and of course when
communication is to be had from the telephone at the station, or any telephono
along the track, the locomotives must stop between those side rails E, which are
connected with the telephone wires.
The armature C, is pivoted above the magnet, and held in a raised position,
when free to move, by means of the spring D'. Secured to this armature, is a
hook, or catch E, which catches over the outer free end of the pivoted lever F¹.
When this lever is free to move, it is raised upward by its spring G¹, for the
purpose of withdrawing its detent from contact with the ratchet wheel H¹. On
the shaft of this wheel H¹, is a pinion I, which meshes with the spur wheel J'.
On the shaft of the spur wheel is secured the pinion K', which meshes with the
toothed segment lever L', which has the spring M³, connected to it for the purpose
of bearing the lever downward when it is free to move, and thus setting the whole
train of wheels in motion. The opposite end of the lever is connected to a rod, lever,
or other device for operating the steam whistle of the locomotive, or any other
suitable mechanism for calling to the engineers attention that the switch towards
which the train is moving is misplaced. The free end of this lever L', is made to
operate the whistle by pressing upward upon the whistle lever, or which can be
made to pull a wire or string to operate the steam cock in the steam pipe which
supplies the steam to the whistle. I do not limit myself to any details of
construction in this respect. By means of this power mechanism for operating the
whistle, the whistle is made to blow until made to stop by the engineer, and hence
there is no possibility of the alarm not being heard. Where an ordinary alarm
bell is used, the bell only sounds while the contacts are together, and as this is
only momentary, the alarm is not apt to be heard by the engineer owing to the
great noise of the train in motion, and hence the train will not be stopped in time.
This power mechanism need not be constructed exactly as here shown, for any
spring actuated mechanism which will force the whistle open, and hold it so, will
operate equally as well, but a power mechanism which is operated electrically
should be used. When the switch is in its proper position no effect is produced on
the electro-magnet H', as a locomotive moves by those short rails E, which are
connected both to the battery at the switch, and with the battery M, in the

page_text: station, unless the operator at the station, wishes to communicate with the engineer.
The whistle on the locomotive is never blown from the switch battery Q, unless.
the switch is misplaced for those trains moving along the side tracks towards the
minin track A, when; the movement of the switch rod U, forces the contacts T-
and T, together, and the current from the battery Q, is. turned on those wires
connected with the short rails E. The circuit. is completed when the locomotive
passes between those short rails, and connection is at once made from the contacts V,
with the electro, inngnet A', and the armature is drawn downward so as to releaso
the spring netunted lever F", from the catch E. This spring M', starts the lover L',
into motion, and sounds the whistle on the locomotive so as to call the engineers
attention to the fact that the switch is misplaced, and that there is danger on
nahead.
1
In case a train is advancing along, the track A, in the direction of the switch,
from the bottom of the drawing and the operator at the station wishes to stop it,
he puts his plug in the switch to the right, and thus completes the circuit betwoen
the weak battery O, and the side rails E, at F. As soon as tho train reaches the
side rails at F, a circuit is passed through the apparatus on the locomotive, but the
current is not strong enough to opernto the whistle, to attract the engineers
attention. The current does, however, ring the bell I, in the station so as to let
the operator know when the train reaches the point F. The operator then pulls
the plug from the switch to the right, and puts the plug in the central switch so
as to complete the circuit between the battery M, and tho side rails at F. When
the train renches the point F, the whistle is blown so as to notify the engineer to
stop at Fo, as the operator wishes to communicate with him. When the whistle is
blown, the engineor takes his plug out of the hole in the switch that connects with
the whistle circuit, and puts it in a hole in the switch which connects with the
telephone. When the locomotive stops between the rails E, and F, the engineer
communicates with the operator through the telephone. Telephonic communication
can be freely had between the locomotive and the station, at the points E, on the
side tracks, and F³, F, F, F, on the main track. When the two locomotives are
on the main track between the side rails at F, and F, or F7, and F; or 1, and F.
or the side rails E, on the side track B, and F, or F, or F, or at F, on the main
track, and E, on either one of the side tracks C, and D, the engineers can telephone
freely back and forth between the locomotives. When no plugs are placed in any
of the switches J, at the station, no communications can, bo had between the
engineers upon tlie locomotives and the stations, because the circuits are all.
cut out.
In Fig 7, is shown a modification. Instead of the two side rails E, thero may.
be one short pieco 4" placed between the rails of the main track, and just
opposite this piece A", is the short pieces B", on the main track which may or
may not be disconnected from tho other parts of the main track. There is
no necessity for making the parts B; separate from the main track, as the
unbroken track answers just as well. Both of these parts A, B,are connected
by means of the wires C, with the telephone wire D, which connects with the
telephone and battery C, in the station. In suitable relation to the
battery C, and the wires D", is placed a switch II", by means of which the
whistle can be blown from the station. The telephono F, is connected to one
of the wires D, and by a third wire I", with the short pieces A", which aro
placed between the tracks. In connection with this wire I, will bo used a
suitable switch. J", for the purpose of cutting out the telephono when the whistle
is to be blown. When the focomotivo is stopped, so that the contact V, bears
against the short pieces A", the current passes from the short. pieces of the
track B, through the wheels, and over the frame of; the telephone, and then down
from the pieco A", back to the station forming a complete telephone circuit.
When the rails A", are used, a different form of contact is necessary, as shown in
Fig 10, but with this exception the operation of the circuits aro just the same.
In Fio is shown the telephone circuit boluzean the Ironmative and the station

page_text: or between two locomotives. The locomotive is of course standing between, or at
the short rails which are connected with the telephone circuit. When a telephone
circuit is to be establislied between the locomotive and the station, the operator at
the station places his plug in the left hand switch J. When a telephone circuit
is to be established between two locomotives, the engineers must place their plugs
in the proper holes in the switch X In Fig 11, is shown the circuit between the
switch and the locomotive, and the alarm bell in the station. In Fig 12 is shown
the circuit between the alarm bell, or the apparatus for blowing the whistle and
the station. Both the side rails E, and the central rail A¹, being shown.
Fig 13 and 14, show switch circuits. When the switch is misplaced, and the
contacts T, and T, are forced together, a circuit is passed from one pole of the
battery Q, through the wire-S, contacts T, and T¹, wire U', central wire G, wire F,
to one of the side rails E, up through the locomotive, through the wire Y, and tlio
apparatus which blows the whistle, back through the wire B¹, the switch X,
wire W, the contact upon the locomotive, and the short. rails E, to the wire F,
and the wires G, R, to the other pole of the battery. The circuits from each
station are entirely separate and distinct, so as not to interfere with each other,
as shown in Fig 1. From either station the operator can signal every train
approaching the switch upon the side tracks, and upon the main track beyond
the switch, provided a third set of contacts is used and connected to the wires G,
as shown, along the main track in Fig 1.
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 :-
1. The combination of a contact or contacts, placed along the track, connecting
wires, switch battery, with other contacts which are placed along the track, and
connected to the telephone, or other electrically operated signalling device.;
contacts ou the locomotive, an electrically operated mechanism for blowing the
whistle or sounding an alarm, and a second electrically operated device for
sending or receiving messages or signals, to or from the station, substantially
as shown.
2. The combination of a contact or contacts, placed along the track, and
connected to the battery in the station; contacts on the locomotive, an electrically
operated mechanism for sounding an alarm, or blowing the whistle, and a second
electrically operated signalling device; with a second contact, or
a pair of
contacts also placed along the track and connected to the telephone or other
electrically operated device both at the station, and on the locomotive, substantially
as described.
3. The combination of the strong battery M, weak battery O, switches, telephone,
or other electrically operated signalling device; with contacts, wires J, two contacts,
or sets of contacts placed along the road, contacts on the locomotive, and suitable
electrically operated mechanisms on the locomotive, substantially as set forth.
4. The combination of the locomotive, with the electro-magnet A', armature. C¹,
provided with hook E', a train of wheels, and the spring actuated lever which is
connected to the whistle, or other alarm, substantially as set forth.
5 114 BRAL
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