IMPROVEMENTS IN ELECTRIC SIGNALING AND CONTROLLING APPARATUS FOR TRAINS ON RAILWAYS
Year: 1880

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PROVISIONAL SPECIFICATION left by Gerard Wenzeslaus von Nawrocki
at the Office of the Commissioners of Patents on the 9th July 1880. A com-
munication by Theodor Balukiewicz, of the City of St. Petersburg, in the
Empire of Russia.
GERARD WENZESLAUS VON NAWROCKI, of the Firm of J. Brandt and G. W. v
Nawrocki, of 124, Leipzigerstrasse, Berlin, German Empire, Patent Agents
"IMPROVEMENTS IN ELECTRIC SIGNALING AND CONTROLLING APPARATUS FOR
TRAINS ON RAILWAYS." A communication by Theodor Balukiewicz, of the City
of St. Petersburg, in the Empire of Russia.
The electric current necessary for the working of signal and controlling apparatus
for railway trains is generally produced by a magnet, electric, or dynamo electric
machine, which is placed either in the guard's van, just behind the locomotive, or
is driven by one of its running axles in such a manner that the current is produced
during the running of the train, and by suitable circuits in the train and on the
line to and fro signals can be given between the officials themselves of the train,
between the passengers and officials, as well as from the train to the line and the
station for controlling the trains, and vice versa.
The machine for the production of the electric current is placed in the carriage
immediately behind the locomotive, and is worked by suitable transmissions from
one of the running axles. From the first cramp of the induction machine a
circuit 1 leads to one of the running axles and thence through the rails to the
earth; from the second cramp another circuit 2 leads to a cramp of the signal
(ringing) box in the guard's compartment. This cramp is in communication with
the twists of the electro magnet of the signal box, the wire leaving the magnet
being conducted to the contact screw and previously to a second cramp of the
signal box.
The armature of the electro magnet is connected with a third cramp, and when
at rest the connection between it and the contact screw will be broken, as the
armature will be drawn by the electric current of its magnet.
From the second and third cramps, circuits lead to the plates 2 and 3 of the com-
mutator, whilst from the plates 1 and 4, circuits 3 and 4 lead to the signal works
on the locomotive, and through the passenger carriagos which follow the guard's
van to the earth.
Means are provided at suitable places in the passenger carriages for breaking the
circuit 4; when this is done at any point the armature of the electro magnet will
be withdrawn and make contact with the contact screw, so that only the current
of the latter separates itself, and is conducted through the armature and second
cramp by circuit 3 to the earth, bringing into action the signal works on the
locomotive as well as that in the guard's compartment. This will continue until
the circuit 4 is re-established.

page_text: The induction machine is so arranged that it produces a permanent current in
the same direction whatever the movements of the train might be.
The arrangements required for the interruption of circuit 4 are as follows:―The
circuit 4 ends at one side in a cramp to which is fixed a bent spring carrying a
segment, which reposes when at rest on a second cramp from which the circuit 4 is
continued. The whole is enclosed by a case, in the cover of which are two holes,
one hole serving for admitting into the case a bolt placed on a lever or flap, which
bolt lifts the segment and thereby produces the interruption of circuit 4. The bolt
is so shaped as to catch behind the nose of the segment and hold it tight. On
turning an eccentric stud, by a suitable key introduced through the other opening
in the case, the bent spring can be lifted still higher, so that the nose of the bolt
-becomes-free-and-the.lever or flap can be lowered. A similar interrupter is fitted
in the circuit between the 3rd cramp and plate 2 in the guard's compartment.
The interruption of the circuit by this apparatus can also be done automatically
should the driver be informed by the line official to drive carefully or to stop.
For this purpose a bolt is fixed by a spring to a two armed lever, the bottom end
of which is provided with a roller. On the railway line at the place of danger is
fitted a hoop segment which lifts the lever, the train passes over it and so produces
the interruption of the current, and brings the signal works into action.
The hoop segment can be fitted by the train officials, and to fix exactly their
position they aro provided with feet, the length of which is so adjusted that when
the hoop segments accord with the position of the lever they will bear against the
feet of the rails.
--A modification of the automatic. translator consists in a bracket carried by the
axle boxes. In this bracket is mounted a lever which stands vertically in its
middle position, its top end taking into the forked end of a second lever, which
works on two levers acting on a spring rail. As the train runs over a hoop segment
one of these latter levers will be vibrated or thrown over by the action of the first
named hand levers, and acting on the springing rail lifts the same and holds it up,
the nose of the lever bearing against the rail until the latter is lifted higher by
the guard when it becomes liberated therefrom.
The springing rail is insulated and connected by a circuit with the third cramp
of the signal apparatus; it bears by means of a contact scrow on a metallic
insulated ring which is in conducting communication with the plate 2 of the
commutator.
By this arrangement the current will be interrupted by the train running over
a hoop segment and the signal works be thereby set in action. The guard can
effect the same at any moment by lifting the springing rail. Further, the signal
works will ring as soon as one part of the train detaches itself from the other. For
connecting the wires between the different carriages there are fitted in the ends of the
carriages small cases of non-conducting material which are provided with a cylindrical
boring or chamber in which a metallic box is placed, connected with the circuit
running through the carriage. This box contains a spring bolt. The communicating
wires between the different carriages are surrounded with insulating material, and
their ends provided with metal stoppers, which enter the metal boxes of the cases
and are kept tight therein by the spring bolt.
To the case is further fitted a hinged flap with a bolt or knob insulated from the
box, and in conducting communication with the metallic part of the carriage. At
the end of the train the bolt or knob will be lifted up into contact with the metal
stopper, whereby a continuation of the circuit 4 will be established by the carriage
and the rails to the earth. Similar hoop segments can also be used to give signals
to the lines and the stations for controlling the trains, and indicating where it is at
a certain moment; for this purpose the hoop segment will be insulated and con-
nected with the ordinary telegraph wires. These will be connected with the earth
at the station which receives the signals or controls the train, and at the other
station will be lifted up from the earth. The last carriage receives a sliding contact
which is in communication with the circuit 4 but insulated from the carriage, and

page_text: which slides permanently over the rails, but is lifted by a hoop segment and leaves
tho rail when the train has passed the cortain places. At this moment the current
will not be conducted through the rails to the earth, but through the hoop segment,
along the ordinary telegraph wires to the station, and thence to the earth. At the
station is fitted to the existing Morse apparatus (the ordinary telegraph wires
being in connection with the electric magnet of the writing apparatus) a second
electric magnet, which has for its object to transport the paper of the apparatus
backwards. For this purpose the second hand of some station clock is formed with
cross arms, the downwardly pointed and platina coated ends of which dip from
time to time into mercury basins, which are in connection with the electric magnot
of the Morse apparatus, the second hand being also connected with this apparatus.
By this arrangement the current coming from the battery will be closed every
second, and the armature of the electric inagnet attracted. This armature is fixed
in a lever hinged to a spindle which carries on one side of the lever a forked arın
and on the other side a second arm. The forked arm is formed at its forked end
with two lugs or projections against which bears a crank or wheel pin, so arranged
that at each swinging of the forked arm, influenced by the electric maguet, one of
the lugs or projections is moved so as to liberate the crank or wheel pin, and tho
crank or wheel is free to make half a revolution, which movement is transferred by
suitable wheel gear to the rollers which draw on the paper.
If desired the Morse apparatus may be worked directly by clock work, so that
the paper moves itself permanently. The second arm on the spindle works over a
hollow axle with the color marker which surrounds the axle of the effective color
marker of the Morse apparatus. By this means a stroke on the paper strip is
produced each second by the color marker, whilst at the same time the electro
magnet will each time mark a stroke on the paper strip when the train passes
over one of the insulated contact hoop segments. The speed of the train is thereby
controlled in the most effectual manner.
If desired to telegraph with the Morse apparatus it is sufficient to remove the
crank axle by drawing out the head or end thereof, and so dispense with this part
of the apparatus. The insulated contact hoop segments can also be used to give
signals to the line, especially block signals.
The arrangement at the Morse apparatus can also be made useful for galvanic
currents if there is no induction machine, the hoop seginent being then replaced by
an arrangement in which the wheel of the first carriage lowers a lever which closes
the circuit and gives the signal at the station. This lever can be retained in that
position by a suitable stopping device so that the contact will be kept on until the
signal man liberates it; or the stopping device can be dispensed with, in which case
there will appear as many dots on the paper strips as tho train has wheels, provided
that the train runs slowly enough. With the above described Morse apparatus is
further connected a ringing arrangement, which rings when the train passes a hoop
segment or lever (as the case may be). If the apparatus at the station is
connected also with the earth the ringing apparatus will also ring there, and advise
the official that a train is on the road between the two stations.
If the insulated contact hoop segments are lengthened in such a manner that
they will be touched for some time by the sliding contact, it is possible to telegraph
during that time from the train to the station or the line, and vice versa.
Another arrangement of induction machine may be worked directly by a revolving
spindle, the motion of which is caused by a friction wheel pressed by a strong
spring against the running wheel of the carriage, and so turned by the latter.