improvements in Electrical Signaling and Recording Apparatus Applicable for Use on Railways.
Year: 1885

page_text: improvements in Electrical Signaling and Recording Apparatus
Applicable for Use on Railways.
I, JAMES ENRIGHT of No 202 Holland Road Kensington in the County of
Middlesex Electrician do hereby declare the nature of my invention for "IMPROVE-
.
MENTS IN ELECTRICAL SIGNALLING AND RECORDING APPARATUS APPLICABLE FOR
USE ON RAILWAYS to be as follows:-
>>
This Invention has for its object improvements in electrical signalling and
recording apparatus applicable for use on railways.
The objects which I have in view are the transmission to railway trains of the
signals necessary to regulate their movements and to ensure a record of such
signals.
Arrangements described in the specifications of former Patents granted to me
are directed to the same object but it is an especial feature of my present invention
that the stop or "danger" signal shall be given to the train by disconnecting the
station battery from the line wire whilst the safety signal is given by the passage
of the current in the line wire. I still employ insulated contact posts along the
line of railway and a line wire connecting such insulated contact posts with
a station where a battery and a recording instrument are provided. Also I furnish
upon the trains parts which establish contact with these insulated posts as the
train passes them. I also provide a train indicator within view of the engine
driver and which by the means above described is coupled with the battery at the
station. The train indicator may conveniently have an arm which when horizontal
implies "stop" or "danger" and which falls to an inclined position to indicate
that the driver may safely proceed.
Heretofore I have caused the train indicator to be operated directly by the
current which it receives through the line wire from the station. Now I so arrange
that the direct action is produced by means of a battery upon the train whilst
I employ the line current to prevent the action of the local battery so that the
semaphore arm of the indicator is raised only when the current from the line fails
to be received when the train passes a contact post.
The operative part of the indicator preferably an electro magnet is provided
with two coils one of which is in the line circuit and the other in the circuit of the
local battery.

page_text: .
A. contact maker or contact makers on the train close these circuits simultane-
ously as the train passes a post. When the local current passes in its coil and is
unopposed by a current passing from the line in the other coil the indicator arm
is raised to the "stop" or "danger" position. There is a latch which when the
signal arm has been raised retains it. I arrange also that the arm when raised
shall close another local battery circuit in which is a trembling bell to give audible
notice of the danger signal having been made. This bell may be arranged to
sound during the whole time that the signal is on or it may be taken off automa-
tically after a given time-or the sounding part may be stopped by the driver-
the semaphore still remaining at danger until it taken off by the signalman at
station.
In connection with the latch there is a magnet and armature in the line circuit
which effects the liberation of the indicator arm and allows it to fall to the
"safety" or "go on " position when a current is again received through the line
circuit the action of the apparatus is then as follows:-
If the signalman at the station desires to transmit a stop signal to the train he
does so by removing his battery from the line contact whilst allowing its circuit
to remain closed through the recorder which thus preserves a record of the trans-
action. The train on arriving at a contact post now receives no current from the
line but the circuit of its local battery is closed on passing the post. The arm
of the train indicator is consequently raised to the " stop or "danger" position
and is there latched and it does not fall again when the train has passed the post.
The bell now commences to ring and it will continue to do so either for a prescribed
time or so long as the signal remains against the train. The train under these
circumstances moves slowly on to the next contact post and there stands.
A sepa-
rate indicator placed in the local battery circuit shows the driver when he is in
position. When now the operator at the station desires to take off the stop
signal he will put his battery again on to the line wire and as the train is on the
contact post the current will at once pass from the station battery through the coils
of the electro magnet which liberates the latch and the arm of the train indicator
being thus set free the signal arm will fall thus showing to the driver that he is at
liberty to proceed.
I use in closing the circuits as described an insulated and an uninsulated contact
post in conjunction with the rail. The contact bar which rubs the insulated post
should be somewhat longer than that which rubs the uninsulated post.
As described in my former specification each contact established by the train at
a contact post whilst the station battery is on produces a mark on the record sheet
of the recorder.
If contact posts be put down at every train's length then a continuous current
passes through the train. This current may keep the semaphore at safety-and
when the current is broken it will fall to the position of danger. This is another
method of effecting the object in view but not a preferable one.
1
0

page_text: Applicable for Use on Railways.
I JAMES ENRIGHT of N° 202 Holland Road Kensington in the County of
Middlesex Electrician do hereby declare the nature of this invention and in what
imanner the same is to be performed to be particularly described and ascertained
in and by the following statement:―
This invention has for its object improvements in electrical signalling and
recording apparatus applicable for use on railways.
The objects which I have in view are the transmission to railway trains of the
signals necessary to regulate their movements and to insure a record of such
signals.
"
Arrangements described in the specifications of former Patents granted to me
are directed to the same object but it is an especial feature of my present invention
that the stop or danger" signal shall be given to the train by disconnecting the
station battery from the line wire, whilst the safety signal is given by the passage
of the current in the line wire. I still employ insulated contact posts along the
line of railway and a line wire connecting such insulated contact posts with a
Station where a battery and a recording instrument are provided Also I furnish
upon the trains parts which establish contact with these insulated posts as the train
passes them. I also provide a train indicator within view of the Engine driver
and which by the means above described is coupled with the battery at the
Station.
"1
The train indicator may conveniently have an arm which when horizontal implies
"stop
or "danger" and which falls to an inclined position to indicate that the
driver may safely proceed.
Heretofore I have caused the train indicator to be operated directly by the
current which it receives through the line wire from the Station. Now I so
arrange that the direct action is produced by means of a battery upon the train
whilst I employ the line current to prevent the action of the local battery so that
the semaphore arm of the indicator is raised only when the current from the line
fails to be received when the train passes a contact post.
The operative part of the indicator is provided with two coils one of which is in
the line circuit, and the other in the circuit of the local battery.
A contact maker or contact makers on the train close these circuits simultane-
ously as the train passes a post. When the local current passes in its coil and is
unopposed by a current passing from the line in the other coil the indicator arm
is raised to the "stop" or "danger" position. There is a latch which when the
signal arm has been raised retains it. I arrange also that the arm when raised
shall close another local battery circuit in which is a trembling bell to give audible
notice of the danger signal having been made This bell may be arranged to sound
during the whole time that the signal is on, or it may be taken off automatically
after a given time or the sounding part may be stopped by the driver-the sema-
phore still remaining at danger until it is taken off by the signalman at Station.

page_text: In connection with the latch there is a magnet and armature in the line circuit
which effects the liberation of the indicator arm and allows it to fall to the
"safety or "go on " position when a current is again received through the line
circuit The action of the apparatus is then as follows.
"
If the signalinan at the Station desires to transmit a stop signal to the train he
does so by removing his battery from the line contact whilst allowing its circuit
to remain closed through the recorder which thus preserves a record of the trans-
action The train on arriving at a contact post now receives no current from
the line but the circuit of its local battery is closed on passing the post. The arm
of the train indicator is consequently raised to the "stop or "danger" position
and is there latched, and it does not fall again when the train has passed the
post. The bell now commences to ring and it will continue to do so either for a pre-
scribed time or so long as the signal remains against the train. The train under these
circumstances moves slowly on to the next contact post and there stands.
A. sepa-
rate indicator placed in the local battery circuit shows the driver when he is in
position When now the operator at the Station desires to take off the stop signal
he will put his battery again on to the line wire, and as the train is on the contact
post, the current will at once pass from the Station battery through the coils of
the electro magnet which liberates the latch, and the arm of the train indicator
being thus set free the signal arm will fall thus showing to the driver that he is at
liberty to proceed.
I use in closing the circuits as described an insulated and an uninsulated contact
post in conjunction with the rail. The contact bar which rubs the insulated post
should be somewhat longer than that which rubs the uninsulated post.
As described in my former specification each contact established by the train at
a contact post whilst the station battery is on produces a mark on the record sheet
of the recorder.
In order that my said invention may be most fully understood and readily
carried into effect I will proceed to describe the drawings hereunto annexed.
DESCRIPTION OF THE DRAWINGS.
Figure 1. is a front elevation of the indicating apparatus which I provide upon
the train.
Figure 2. is a back elevation of the same with the case open.
Figure 3. is a vertical transverse section of the same.
"
a is an electro magnet in a local circuit that is to say in a circuit which does not
pass from a distance from the train-b is the armature of the magnet a it has its
fulcrum at band it carries a pin 62. The pin b² enters a notch in a disc c¹ on the
axis c which also carries a small screen c² The words " On Post are written on
this screen and the movement of the armature when attracted brings these words
into view through an aperture on the face of the instrument at d. A spring e
removes the armature from the magnet when the attraction ceases. The words
"
"
on post" mean that the train is at one of the contact posts on the line for it is
through the post as hereinafter described that the circuit is closed.
The same
circuit also passes through one of two galvanometer coils f. The current flowing
in this coil (unless, resisted) rotates the magnetised needle g and raises the little
.semaphore arm h, which is fixed on the same axis g' with the needle to the
danger" position as shown in Figure 1. This is a signal to the driver to stop.
The local circuit may be traced from the rails and axles of the train to the
coupling screw X¹ through the coils of the magnet a through the one galvanometer
coil to the coupling screw X2, thence to one pole of a battery carried on the train,
the other pole of which is connected with the contact maker. From the contact
maker the current passes to that contact post which always remains in electrical
connection with the rails.
The arrangement of the contact maker and post forms no part of my present
invention but I prefer to employ an iron bar hung horizontally beneath one of the

page_text: carriages of the train by spiral springs and iron ehains. The springs support the
bar normally and the chains prevent the springs being over stretched or broken.
The bar may be about 12 feet long and turned upwards somewhat at its ends.
The post may be of cast iron and has a globular head, as before stated it is in
electrical connection with the rails-i is a latch having an axis at i¹ A pin ¿2
upon it when the semaphore arm is raised drops into a notch in a small disc g
also fixed on the axis g¹. The spring ³ keeps the latch in place- is a spring
blade connected with the latch i, this blade when the latch drops in comes into
contact with a screw j and then the circuit of the ordinary trembling bell k is
complete, the terminals X³ and X^ being connected with the battery carried on the
train. The bell then sounds and notifies that the "danger signal" is on. It may
he allowed to sound as long as the signal remains on or means may be provided
for stopping the bell as may be preferred. is another electro-magnet and m is its
armature; this armature has an arm m¹ and when it is attracted by the magnet
the arm strikes the latch i and liberates the disc g² and the axis g¹ which allows
the semaphore arm h if raised to fall to the safety position: In the same circuit
with the magnet is the second coil of the galvanometer f and this when the
circuit through it is completed operates on the galvanometer needle in the reverse
direction to the first coil so that if the circuits through the two coils are simul-
taneously completed the semaphore arm h is not raised. The circuit of the
magnet and the second coil f may be traced as follows: that is to say from the
coupling screw X' through and f to the coupling screw X6, thence to the second
contact maker on the train which is like the first but longer so that (the coupling
posts being abreast) it completes contact before the first contact maker and con-
tinues it longer or until the first contact maker has already passed its post. The
post with which the second contact maker works differs from the post with which
the first contact maker comes in collision in that its globular head is insulated and
is in electrical connection with a line wire leading to the signal cabin or station.
Here there is a battery and a key which applies one pole of the battery to the line
wire for the purpose of giving the safety signal. There may also with advantage
be a recorder at the signal cabin which each time that a current passes in the line
wire that is to say when a train passes the contact post records the event on &
paper receiving motion by clock work, but this forms no necessary part of my
apparatus. The battery is also connected either through the recorder or otherwise
with the rails of the line of railway or otherwise in a convenient manner an earth
connection is made.
The coupling screw X³ is also connected with the rails of the railway either
permanently through wheels and axles of the train or through the uninsulated
contact bar when both bars are in connection with their respective posts, and so
the line circuit is completed.
The contact posts on the line are provided in pairs wherever it may be considered
desirable to have the means for communicating with passing trains.
The details of the mechanism admit of variation without departing from the
principle of my invention; for example the signal current through the line wire
may be applied to draw down the semaphore arm to the " safety" position in
which position it is then latched and the current in the local circuit when this is
completed may be made to lift the latch and allow the semaphore arm to pass to
the "danger" position unless it be prevented from doing so by the line current.
Figure 4 is a diagram illustrating this modification.
A is the semaphore are pivotted at A' a counterweight at A2 preponderates over
the arm proper, and raises it when permitted to do so. B is an electro magnet in
the line circuit which is completed on passing an insulated post as already described.
The electro magnet then retains or draws down the semaphore arm, C is a latch
which then retains the arm in the "safety" position until the next pair of posts
is assed, D is an electro magnet in the local circuit which also is completed on
passing the posts as already described, it then operates on the lever E which is
pivoted at Ex causing it to lift the latch C, and unless the line battery be on and

page_text: the line circuit complete the semaphore arm passes to the "danger " position. The
lever E carries the "on post screen E which comes into view when the local
circuit is complete A bell is provided which sounds when the danger signal is on
as already described.
The essential features of my invention which I always retain are that the sema-
phore or signal arm on the train is controlled from a signal cabin or distant station
by means of two independent circuits capable of being simultaneously closed by
the train.
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. Railway signalling apparatus in which an indicator on the train is placed to
indicate "danger" by the operation of local mechanism and is released and allowed
to pass to the "safety" position by a signal current received from a signal cabin
or station through a line wire, an insulated contact post on the line and a contact
maker on the train touching the contact post as the train passes the post.
2. Railway signalling apparatus in which an indicator on the train is controlled
by signal currents transmitted from a signal cabin or station and also by local
mechanism in such manner that if no signal current comes when the contact for
its reception upon the train has been established the local mechanism places the
indicator in or permits it to pass to the danger position.
3. Railway signalling apparatus in which on the train passing a contact post
or posts two electric circuits co-operate to control an indicator in such manner that
the indicator is brought to the "danger" position unless a signal current be received
from a distant signal cabin or station in one of the said circuits.
4. Railway signalling apparatus in which two circuits co-operate to control an
indicator on the train and in which such circuits are closed simultaneously substan-
tially as described preferably by two contact makers on the train and two contact
posts on the line.
5. Railway signalling apparatus substantially as herein described.