An Improved Apparatus for Automatically Operating and Controlling Railway Signals.
Year: 1891

page_text: COMPLETE SPECIFICATION.
An Improved Apparatus for Automatically Operating and Controlling
Railway Signals.
I, GEORGE THOMAS COLLINGS of 35 Maindee Parade, Newport in the County
of Monmouthshire, Carpenter, 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 :-
to an
My invention relates to an improved method of, and means for automatically
operating and controlling railway signals, and is more particularly applicable for
use with such signals as are employed in connection with junctions, or converging
and diverging points, although the same may be arranged to operate any form of
signal apparatus whether home or distant. The objects of my said invention are,
Firstly to prevent the signals from being lowered to indicate "clear"
approaching train until the last vehicle of the passing train has cleared the points,
and Secondly-to prevent collisions and other accidents arising from the undue
return of trains, or parts of trains that have passed over the points and entered
upon the diverging track, or one of the diverging tracks when more than one is
provided operated by and from the same signal box, as by the action of the apparatus
herein described and shewn, the return of said train, or any part thereof would
automatically operate the signal or signals and place them at "danger" or "block"
to prevent the approach of other trains, and retain said signal or signals in that
position until the vehicle or vehicles fouling the points have been removed, and
this notwithstanding that the said signal or signals may have been put to "clear"
or "all right" by the signalman at the time of the passing of the train, and the
automatic apparatus further renders it a matter of impossibility for the signalman
at this or any other time to lower or place the signal or signals (if more than one be
operated by the same apparatus) at "clear," while the points are so blocked or
fouled or until the obstructing coach or coaches have been removed.
In order that my invention and the manner of its operation may be fully and
clearly understood I have appended hereunto three sheets of drawings, in which,
Fig. 1 is a front view of the apparatus forming the subject of my invention, in
the position it would assume when the signal was raised, or placed at "danger,”
indicating that the track was not clear.
Fig. 2 is a back or reverse view of Fig. 1.
Fig. 3 is a view of the inner side of a track rail to which is fitted a fouling bar
in a manner according to my invention, the position of which occurs at the time the
line is "blocked" and the signal at "danger."
Fig. 4 is a plan view of Figs. 1 and 3 as they would appear when pinced in position
upon the track.
Fig. 5 is the same as Fig. 1, but shewing the position the apparatus would be in
when the signal is down and the line "clear."
.
Fig. 6 is a similar view to Fig. 3 the position of which would occur when the
signal was down and the line clear.
Fig. 7 is another view of Fig. 1, shewing the position of the apparatus upon the
arrival of a train, or the spontaneous return of any part of same after passing the
points, and the line had been signalled "clear."
Figs. 8 and 9 are side elevation and plan respectively of the front sliding bar, and
Figs. 10 and 11 are similar views of the back sliding bar.
Figs. 12 and 13 are enlarged front and back views of the catch or pawl, and
Figs. 14 and 15 are the same as it would appear when viewed from the left to
right, and right to left respectively of Fig. 13.
Fig. 16 is an enlarged back view of Figs. 8 and 9 as they would appear when in

page_text: position upon the machine. This view is intended to more clearly describe the
manner in which the pawl Fig. 12 engages with both bars, and the position of the
slot in Fig. 14 relatively to the stud on the back of Fig. 9.
Fig. 17 is a diagram of a single track with two diverging lines indicating alter-
native positions for fouling bars and the probable position of the signal posts
governing both lines.
Similar letters of reference are used to indicate the same or like parts.
I wish it understood that, although in the following Specification I describe and
shew the application of my invention in connection with and operating one signal
only, I may by a suitable arrangement of rods and levers, or rods and cranks adapt
the same to operate in connection with any number of signals whether near or
distant, and with more than one fouling bar, and I may construct the parts of which
the same is composed of any suitable metal or combination of metals, or metals and
other substances suitable for the purpose without departing from the principle of
my invention.
In describing my said invention I will first deal with the mechanism shewn by
Figs. 1, 2, 4, 5 and 7 Sheets 1 and 2.
I provide a vertical plate A having a back bottom flange a with projecting
lugs a' a¹¹ with a bolt hole in each. Upon the front face of A I fasten by bolts
screws or the like three guide plates b, 6, 6", through which slide horizontally, two
plates B and C. The former of which B (Figs. 8 and 9 Sheet 3) is outermost and
has upon ite upper edge a partly circular projection c, the thickness of which equals
that of B, and C, combined, and under which C may slide freely. The back
plate C, is provided with a longitudinal slot d, and upon the back of B is a stud e,
which passes freely through d, and a slot f, in the back of A, and is connected by
a link or the like to the upper arm 7 of a T shaped counterbalanced weight D, the
lower arm of which is pivotted at ½ on A. The leverage afforded by D, tends to
keep the plate B as far to the left of Fig. 1, as the stop i on the back of A will
permit. Upon the front face of the projection c, is pivotted a semicircular or other
shaped weighted diso E, upon the back of which is a projection ; which engages
with slots in B, and k¹ in C, when B and C are in the position shewn by
Figs. 1, 2 and 4 Sheet 1 and Fig. 16 Sheet 3, and is retained therein by its own
gravity only.
The
Through a circular hole in the plate A, and the flange a, bored or otherwise
formed transversely with the plane of A, passes a rod or shaft F, journalled between
a pair of suitable plates and bolted or otherwise fixed to and upon the upper
and lower surfaces of the flange a and carries upon its end at the back of A a
counterbalance lever G. Upon F, immediately in, front of A, is mounted a
specially constructed cam H. This part of F is preferably rectangular in cross
section, and H may have a square hole formed therein corresponding to F, so that H
may be driven thereon as in the drawings and be retained by a screw or the like,
or for the convenience of removal if needed, H may be provided with a side slot in
lieu of the square hole, or any other suitable device by which H may be rigidly
retained upon F, so that the slightest movement of the one imparts a like movement
to the other, the importance of this will be hereafter better understood.
cam H is provided at its upper end with a nearly right angled slot m, which engages
a stud m³ on the face of B. A foot is formed upon H, to which is pivotted a link,
similarly connected to a vertical bolt n, which slides within a suitable guide fixed
by screws or the like to the plate A. A horizontal guide plate H' screwed or
otherwise fixed upon A, guides and limits the oscillatory travel of H. The leverage
of the counterbalance weight G, tends through the rod or shaft F, to force the
upper end of H, to the right of Fig. 1. The plate A is provided upon its front face
with brackets or knees, or their equivalents A', and A", by means of which and the
lugs a' a", A may be bolted to a timber bed, or to sleepers as in Figs. 1, 2, 4, 5
and 7 (Sheets 1 and 2). I will now proceed to describe the mechanism shewn by
Figs. 3 and 6 (Sheets 1 and 2).
The fouling bar J is of the ordinary type and may be mounted upon the track

page_text: rail K in the usual way, but I prefer to mount this in the manner shewn by the
drawings. To the rail K, I bolt or otherwise fix a suitable number of brackets L,
to each of which is pivotted one end of an arm o, the opposite ends of these being
pivotted to J, a suitable stop p upon each of the brackets L, regulates the extent
of the fall of o to prevent rupture. I also mount upon K, by similar means, a
bracket M, which receives and bears the end of F, opposite to, and extending from,
the front of the plate A, previously mentioned. Upon the rod F, close to M, I
mount an adjustable lever arm N, connected by a pivotted rod or arm P to the
fouling bar J.
The track rail K being, (according to the system illustrated) situated opposite to
the front of the apparatus represented by Fig. 1, and the rod F extending from one
to the other as in Fig. 4 Sheet 1, it follows that any movementlof H, would impart
through Fa corresponding movement to the lever N, therefore, referring to
Figs. 1 and 3 Sheet 1 and supposing these to be facing each other as in Fig. 4, it
will be understood that if H be moved in the direction of the arrow thereunder in
Fig. 1, it would, through F, impart a like movement to N, in the direction of the
arrow thereunder in Fig. 3, which would raise the fouling bar J. Therefore, given
that Figs. 1 and 3 are in position as described, a wire R, would connect the sliding
bar C, with the signal arm S, the counterbalance weight of S always keeping the
signal raised or at danger unless opposed by a superior force, so that if a rupture
occurs in R, 80 as to render the apparatus inoperative, the signal would be
automatically raised and block the line. A similar wire T, on B, connects the
apparatus with the lever V at the signal box, and the manner of operation is
as follows.
Presuming the line is blocked and the signal raised, the apparatus, signal S and
lever V, would assume the positions shewn by Figs. 1 and 3; but when the signalman
wishes to signal the line clear, he would move V into the position shewn by
Fig. 5 (Sheet 2), which would pull the slide B, and this being coupled to the
slide C, by the reason of j on E engaging with the slots on B, and on C, it
follows that, B and C would move together, and C would by the wire R lower the
signal S, at the same time the stud e on B would raise the counterbalance lever D,
and G being in excess of the weight of the fouling bar J, would partly revolve the
rod F, this being permitted by the removal of the stud m with the movement of B,
which has up till now being holding H by the agency of D, therefore, H being thus
freed would oscillate to the right of Fig. 1, and the apparatus shewn by Fig. 1
would now be positioned as shewn by Fig. 5 (Sheet 2). The movement thus given
to F, would impart through N a like movement to the fouling bar J, and raise this
as shewn by Fig. 6 (Sheet 2). But upon the arrival of a train, the flange of the
track wheels thereof (W Fig. 6 Sheet 2) would ride upon J, and J be depressed by
the weight thereof, which through p, and N would force F in the direction of the
arrow thereunder (Fig. 6 Sheet 1) and consequently operate H in the direction of
the arrow thereunder (Fig. 7 Sheet 2) and raise the lever G. The movement thus
given to H would cause the upper end thereof to collide with the disc E, and so
force it out of the slots k and 4, and C being thus released the counter weight of S
would cause C to slide out, and so place the signal at danger, the slot d in C
being provided to permit this. The apparatus now appearing as in Fig. 7 and in
order that C may not be slid too far, a stop C' is provided upon the end thereof for
this purpose, as shewn in Fig 4 Sheet 1, and Fig. 11 Sheet 3.
The movement given to H as last described raises the bolt n, in front of a stop
on B and so prevents the return of B following C, and no power vested in the
signalman would enable him to lower the signal while any part of the train remained
upon J, but as soon as the last coach leaves J, the same would be again raised by
the agency of G, which would again move H so as to lower the bolt n, and clear x,
the signalman could then push over V, to the position thereof in Fig. 1, and C would
slide back by the agency of D, until arrested by the stop i, the slots k and k¹ would
then again be together, and j upon E fall thereinto, so that the signalman could again
lower the signal to give "line clear," as before.

page_text: From the foregoing description of the 'manner in which a coach depresses J, and
automatically raises the signal, it will be understood that if for any reason (such for
instance as the breaking of a coupling) any part of the departed train should return
to the points, the same operation would recur as soon as a coach reached J, and so
the line would be automatically blocked although the return of said coach or coaches
might be unknown to the signalman.
I have before mentioned that by a proper distribution and adjustment of cranks
and levers the apparatus described may be arranged to operate signals other than
the home signal, and the rod F can be extended to any length so as to be operated
by a train upon a distant track. As an example I will refer to Fig. 17 Sheet 3,
which represents a single track with two divergencies X, and Z. An apparatus No. 1
could be located anywhere along the track X which could be arranged to operate
distant signals on the track Z, or if shunting from X to Z to operate signals on the
main track. The same might be arranged by apparatus No. 2 anywhere along Z
to operate X or the main track, or in the position of No. 3 on the main track to
operate signals along Z if the vehicles were intended for the track X, or vice versa.
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
1st. In an improved apparatus for automatically controlling railway signals, the
mechanism herein described, connected, combined, and extended in any desired
manner, and operating substantially as and for the purposes specified, and shewn by
the appended drawings.
2nd. In an improved apparatus for automatically operating and controlling
railway signals the construction and use of a plate A, with sliding bars B, and C,
operating conjointly in one direction by the agency of a weighted disc E, engaging
with slots k and in B and C, for lowering the signal S, against a counterbalance
lever D, as shewn at Fig. 5. The arrangement of the cam H, with slot m engaging
a stud m' on C, and mounted by any suitable means upon a transverse rod F,
carrying a counterbalance weight G, and connected by suitable levers N and p, to
operate a near or distant fouling bar J, mounted upon a rail K in the manner
shewn by Figs. 3 and 6. The method of and the means employed for automatically
raising and locking the signal S, against the influence of the signal operator, by the
depression of J, by the weight of the fouling vehicle, operating F, and causing H to
tilt E, and disengage C, from B, and simultaneously locking B by the bolt n
engaging with as in Fig. 7, the whole combined and operating substantially as
and for the purposes herein described and shewn by the accompanying drawings.
Dated this 23rd day of October 1891.
GEO. THOS. HYDE,
4, Moorfields, Fore Street, London, E.C., Agent for the Applicant.