Improvements in and relating to Means for Indicating the Position of Railway Points or Switches to Engine Drivers.
Year: 1899

page_text: Date of Application, 16th Sept., 1899-Accepted, 25th Nov., 1899
Improvements in and relating to Means for Indicating the Position of
Railway Points or Switches to Engine Drivers.
We, LOUIS DREYFUS, Merchant, of 73, Kaiserstrasse, Frankfort a/Main, and
HERMAN STADELMANN, Junior, Merchant, of 26, Ackerwandstrasse, Apolda, Ger-
many, 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 present invention concerns a safety check arrangement which will inform
the engine driver, when unable to see the signals clearly, more especially in
rainy or foggy weather, at a sufficient distance ahead of the junction, whether
the switch-points to be passed are correctly set, and this check is a double-acting
one, namely, by electric and by mechanical means, so that in the event of failure
of one of the two arrangements the other will be brought into action, thus afford-
ing absolute safety, under all circumstances, against any accidents arising from
wrongly set switch-points.
The annexed drawing shows one form of execution of the novel mechanical
and electrical double switch-point safety check, in Figures 1 to 3.
Fig. 1 shows, in elevation, the arrangement fitted to the locomotive.
Fig. 2 is a plan of the appliance fitted to the rail-track, or the switch-point
arrangement.
Fig. 3 is a modification.
Figures 4 and 5 illustrate another form of execution..
The arrangement is as follows:-
In a suitable part of the locomotive, well in sight of the engine driver, there
is an arrangement fitted with as many numbered flaps or indicators A, as there are
rail-tracks or switch-points which may be passed by the engine-driver; in the
example of execution shown in the drawing these are three in number.
↑
The numbers of these indicators A, correspond exactly with the switch-points B,
which on being set will act upon wedge-shaped catches, D, fitted to the rails at
a suitable distance in front of the switch-points B, and connected with the switch-
points by means of draw-rods or wire pulls (preferably to be laid underground) C.
These catches D, are mounted on square spindles or pivots V, placed at right
angles to the rail-track S, and are as a rule held fast in a certain position by
means of springs F.
The catch D, belonging to track 1, is coupled with the catch D, belonging to
track 2, while the further catches are each fitted on a separate pivot or spindle,
so that they can be shifted longitudinally on the latter, and held in position
by a spring (see Fig. 2).
The locomotive is fitted underneath with "bell-crank" levers W, which can
turn, but cannot be shifted laterally, on a transverse axis or spindle Q. These
levers carry, on their arms projecting downwards w, a gliding contact roller R,
the arms themselves forming each an upward-bent flat spring w¹.
These springs w¹, or levers W, are connected by an electric circuit with electro-
magnets G, and, from these, with one pole of the battery P. The other pole of

page_text: the battery is connected with knobs or their supports T. If now the toggle
lever arm w with the roller R, or the spring w¹, is moved in the direction indi-
cated by arrow I, (which movement will be caused by the roller R, or the arm w,
coming into contact with the respective catch D, while the train is in motion)
an electric circuit will be made and the electro-magnet G, will be brought into
action.
The armatures of the electro-magnets G, from the locking bolts of the indi-
cator flaps A, which as soon as the bolts are withdrawn will turn under the influ-
ence of their spring hinges t.
These bolts which are constantly held in a locked position by spring u may
also be released by mechanical means, through being connected by draw-rods
or wire pulls Z, with the horizontal arms w², of the levers W, (see Fig. 1).
But the arrangement may also be made so that separate indicators A, are pro-
vided for the mechanical and the electrical arrangement respectively (see Fig. 3).
If now the moveable arms w of the angle-levers W projecting downward under
the engine, strike during the run of the train against the respective catches 1),
the corresponding indicator flaps A (in the example shown in drawing the indi-
cator 1, see Fig. 2) will turn, thus informing the engine-driver exactly what
points are set and whether they are set correctly. If a wrong indicator flap A,
springs up, indicating a false position of the switch-points, the engine-driver
will have sufficient time to stop the train, as this will take place about 1000
metres ahead of the junction.
The arrangement may also be made so that the same process is repeated again
about 50 metres in front of the junction, thus ensuring a four-fold check.
In order to ensure that the same effect shall be produced if the engine runs
backward, the toggle-levers W, are provided with arms w³, projecting backwards
(and which may be fitted with spring arrangement) and which like the arms w²,
are connected by rod or wire pulls Z, with the bolts a and, like the arms w, serve
at the same time as electric contacts (Fig. 1).
As will be seen from the description the new switch-point double safety check
can be arranged for any number of switch-points.
In place of the bolt-locking arrangement for the indicators A, any other lock-
ing arrangement released by an impact may be applied.
Of course, in place of the numbers on the indicator flaps A, signal signs, or
any other marks or indications, may be used.
As in the case of the form of execution just described, it might happen that
the catch arrangements D, on the track might be blocked by ice or frost, or
that in consequence of structural or other obstacles and difficulties it might be
impossible to fit them up on the track or between the rails, the arrangement
might also be made in the form of execution illustrated by Figs. 4 and 5, so
that the catches or contact pieces D, are placed overhead, the corresponding
contact levers on the engine being arranged not underneath, but over the loco-
motive, that is projecting upwards; of course, in making this arrangement care
must be taken to prevent these contact arrangements projecting beyond the
prescribed carriage-gauge, or inside it to an excessive degree, lest other parts of
the passing train should be damaged thereby.
As will be seen from Figs. 4 and 5 in this form of execution, the locomotive
contacts are fitted to a frame H, arranged on the locomotive while the track
contacts or catches D¹, are suspended, in a manner similar to that described in
connection with the first form of execution, on a pillar bracket y. Of course
the contact arrangements may also be fitted laterally, in which case ordinary
posts or pillars will serve to carry the track contacts or catches D¹.
Having now particularly described and ascertained the nature of our said
invention, and in what manner the same is to be performed, we declare that what
we claim is:-
1. Mechanical and electrical switch-point double safety chook arrancament for

page_text: engine drivers, characterised by spring catches or contact pieces arranged, with
liberty to shift laterally on their axis, at a sufficient distance from the switch-
points between the rails, and acted up from the switch-points by mechanical
means, and against which levers arranged on the locomotive will strike, these
levers releasing, by mechanical pull arrangements and at the same time by an
electric current, certain locking arrangements, thus causing numbered indicators
or flaps to spring up which bear numbers or designations corresponding to the
switch-points about to be entered.
2. A form of execution of the mechanical and electrical switch-point double
safety check arrangement for engine drivers claimed for under 1, characterised
by having the track contacts or catches B, Fig. 1, arranged, not between the
rails but overhead or laterally of the locomotive, the contacts on the locomotive
being arranged accordingly, not underneath, but so as to project upwards or
laterally, for the purpose of avoiding any obstruction which might arise through
the catches D), being blocked by frost or through any structural or other obstacles.
Dated this 16th day of September 1899.
J.. E. EVANS-JACKSON & Co.,
Agents for the Applicants.