Improvements in Automatic Block Apparatus for Railways.
Year: 1899

page_text: Date of Application, 16th Mar., 1899
Complete Specification Left, 14th Dec., 1899-Accepted, 16th Mar., 1900
PROVISIONAL SPECIFICATION. -
Improvements in Automatic Block Apparatus for Railways.
I, THEODOR TIESENHAUSEN, of 13, Vauxhall Street, Warsaw, Russia, Colonel on the
Staff of the Russian Army, do hereby declare the nature of this invention to be as
follows:-
The object of this invention is to render impossible collisions between railway trains
in consequence of errors in starting or running or mistakes in receiving optical or
sound signals.
This apparatus is absolutely automatic and acts in all possible cases, that is:-
1. When two trains are upon the same line of rails coming in different directions.
2. When one train overtakes another running upon the same line of rails.
3. When a train in motion overtakes a train at rest upon the same line of rails.
4. When a train comes to an imperfectly closed switch.
5. When a train approaches a level crossing when the gates are not closed.
6. When the apparatus, placed on the line of mails is damaged.
In all these cases the train is stopped.
The apparatus is worked by electricity which causes the brakes on the locomotives
o be automatically put into action.
Instead however of directly actuating the brakes, a mere warning signal may be
given to the locomotive driver or at the level crossing.
This apparatus renders optical and sound signals unnecessary.
The apparatus is formed of two parts, one stationary and placed upon the track and
he other moveable and carried by the locomotive.
The stationary portion consists of a metallic conductor placed along the track upon
nsulators and divided into insulated independent sections that is to say the conductors
re not connected either together or to earth.
The moveable part, carried by each locomotive, comprises a battery of accumulators
nd an arrangement of electro magnets, the connecting wires of which form two
ircuits; this arrangement of electro magnets communicates by means of contact
rames with the insulated conductors placed upon the track and also with the rails.
The principle upon which the working of the apparatus is based is the following..
When a section of the track provided with a conductor of any given length is
raversed by a train, the circuit through the apparatus on the locomotive and the
onductors on the track, is not a closed one and the train runs without hindrance ;
ut as soon as the conductor is in contact with the apparatus of a second locomotive,
he circuits of the two locomotives are closed, the brakes are applied automatically by
eans of electromagnets and the two trains are stopped.

page_text: 1
the two lines of rail; both ends of the conductor are each brought nearer one to the
right rail the other to the left rail; these ends are placed at a distance of about 15
to 20 centimetres from the corresponding rail. “
The length of each intermediate oblique portion of the conductor connecting the
middle portion with the end portion is calculated in such a manner that its length
should be a few centimetres greater than the distance between the middle and side
contact frame on the locomotive which will be described more fully later. The ends
of each conductor overlap that of, the next, conductor. for some distance, the end of
one conductor being at, for example, the right hand side of the track and the end of
the next conductor at the left hand side.
As to the track itself, the joints of the rails on at least one side of the track should
be arranged in such a manner as to serve as conductors, as is usual in electric
railways.
::
B. APPARATUS CARRIED BY THE LOCOMOTIVES.
"The apparatus carried by the locomotive contains a battery of accumulators, a
dynamo or other source of electricity two electro magnets a straight contact lever
sforming the armature of the first electromagnet hereinafter called No. 1 and a bent
contact lever forming the armature of the second electromagnet hereinafter called
No. 2 which carries a pawl, a ratchet wheel retained by this pawl, a spring or counter-
weight suspended to the spindle of the ratchet wheel by a cord or cable, which
actuates the brake or the regulator of the locomotive when the pawl'is removed from
its ratchet wheel.
Further the apparatus comprises one single contact fraine and one double contact
frame.
* 1.
The single frame is for making contact with the conductor in the centre of the
track; it may be called the middle contact frame; .the double frame consists of two
parts or frames one for each side of the locomotive; it is for making contact with the
two side portions of the conductor and may be called the side contact frame.
All parts of the apparatus are in connection by means of two systems of conductors
which form the main circnit and the local circuit.
The main circuit is made up of:
:
!
1. A wire connecting the positive pole of the battery to the middle contact
frame.
2. A branch from the preceding which is put in circuit when the lever forming the
armature of the electró magnet No.. 1 is attracted. In this latter case the circuit is
through the electro-magnet No. 2 to. the negative pole of the battery."
3. A wire starting from the negative pole of the battery passing through the coil
of the electro magnet No. 2, from thence the wire forms a junction, both with a
portion of the preceding. circuit. which when the lever armature of electro. magnet
No. 1-is alosed leads to the positive pole of the battery, and with a wire in connection
with the metallic frame and wheels of the locomotive and thus with the rails of
the track.
i
:
A partial local circuit passes from the side contact frame to the coil of the electro-
magnet No. 1.thence through the metallic frame and wheels of the locomotive to the
rails of the track.
..
19
t.
WORKING OF THE APPARATUS.
The apparatus with its battery carried by the locomotive, may be independently
connected with a separate insulated section of the conductor on the track. Contact
is made with the middle portion of this conductor by the middle contact frame and
with the side portions by the side contact frame,:
When a soparate insulated section of the conductor is in connection with one
locomotive only, no current passes, the circuit not being closed: "A current can only
pass from the battery by the following paths.
a. Starting from the positive pole of the battery to the middle contact frame and

page_text: from thence to the insulated conductor; in this manuer so long as there is no other
locomotive upon the rails, no current can pass.
b. Starting from the same pole of the battery through the wire leading to the
armature lever of electromagnet No. 1 but as normally this lever is separated from its
magnet no current can pass.
c. Starting from the negative pole of the battery the current may pass through the
electro magnet No. 2 and from thence it may either pass through the. conductor
leading to the lever armature of the magnet No. 1 but in this case it will encounter
a break owing to the non attraction of the armature, or through the frame and wheels
of the locomotive and thus to the rails, but in this case also no current will pass
because the battery circuit is not closed,
But if the main circuit of the apparatus is closed in one way or the other, the
current passing through the electromagnet No. 2, will excite it and will attract the
bent lever, and consequently the pawl will release the ratchet wheel which actuated
by a spring or counterpoise will cause the brakes and the regulator of the locomotive
to be operated; and the train, if in motion, will he stopped.
If by any means another battery (independent of that on the locomotive in
question) is interposed in the local circuit and this circuit is closed, the electro-
magnet No. 1 will come into action and will attract its lever armature which will
cause the closing of the main circuit.
The current starting from the positive pole of the battery, will then pass by the
armature lever of the electro magnet No. 1 to the electro-magnet No. 2 and from
thence to the negative pole of the battery, the circuit will thus be completed.
But this current passing through the coils of the electromagnet No. 2, will excite
it, which will cause the armature lever to be attracted and thus disengage the pawl
on this lever from its ratchet wheel, consequently the spring or counterweight will
cause the brakes and regulator of the engine to be operated and the train will, if in
motion, be as in the preceding case stopped.
This automatic closing of the circuit of the apparatus described, carried by the
locomotive and which causes the stoppage of two locomotives upon the same track,
so soon as the distance between them has reached a given minimum is the
fundamental principle upon which the apparatus is designed; this closing is
effected in all the possible cases in the following manner :—
1st Case. Two locomotives are upon the same track and coming in opposite
directions; locomotive No. 1 is supposed to have reached the middle section of
& conductor whilst locomotive No. 2 is supposed to have reached the next couductor.
The side contact frame on this locomotive will when arriving at a given point
touch the end section of the preceding conductor.
The current will in this case pass starting from the positive pole of the battery
on engine No. 1 through the middle contact frame of this engine, from thence it
will pass through the insulated conductor on the track to the side contact frame op
locomotive No. 2, thence it will pass through the electromagnet No. 1 on this
locomotive and thence through the frame and wheels to the rails which will conduct
it through the frame and wheels of locomotive No. I and lastly through the electro-
magnet No. 2 to return to the battery.
In consequence of the closing of the circuit, the electromagnet No. 2 on the
locomotive No. I will be excited by the current and will attract its armature lever
which will cause the brakes of locomotive No. 1 to be operated, and the locomotive
No. 1 to be stopped.
On the other hand the electromagnet No. 1 on engine No. 2 is also in the circuit
connecting engines No. 1 and No. 2 together, it will therefore be excited by the
same and will attract its lever armature; consequently the current will take the
following path in locomotive No. 2. Starting from the positive pole of the battery
the current will pass by the lever armature of magnet No. 1 thence to the electro-
magnet No. 2 and thence to the negative pole of the battery..
In this manner electromaguet No. 2 on train No. 2 will also be excited, it will

page_text: therefore attract its lever armature and will disengage the pawl; the brakes will be
put into operation and train No. 2 will be stopped.
Case No. 2. Two locomotives No. 1 and No. 2 are upon the same track and No. 1
is overtaking No. 2. Locomotive No. 1 is supposed to have reached the portion of
the insulated conductor at the side of the track and No. 2 the middle portion of the 5
same conductor.
The working of the apparatus will be the same as before that is to say :—
Starting from the positive pole of the battery on the train No. 2 the current' will
pass by the middle contact frame to the insulated conductor, thience, by the side con-
tact frames ou locomotive No. 1, to the electromagnet No. 1, the frame and wheels of 1
locomotive No. 1 and will return to locomotive No. 2 through the rails, will pass
through the frame and wheels of engine No. 2 to the electromagnet No. 2 and will
then return to the negative pole of the battery. In this manner the circuit of loco-
motive No. 2 is complete and this latter will be stopped as above described.
Locomotive No. 1 will also be stopped because its electromagnet No. 1-is in the cir- 1
cuit and will be excited by the current and will attract.its armature which will close the
circuit leading to magnet No. 2 and thus cause the stoppage of the locomotive No. 1.
The working of the apparatus is entirely analogous in all the cases enumerated
at 3, 4 and 5 of the present Specification; it only differs in the method of closing
the circuit in that this closing is effected in the apparatus of the locomotive in motion 2
not by the assistance of another locomotive, but by means of very simple corresponding
arrangements placed at the points, or upon the moveable portion of a gate closing a
level crossing or upon the couplings of the wagons or coaches.
"
The apparatus may operate not only with Westinghouse brakes but with any other
system of automatic brake.
2
:
The invention may be also aunlied to electric railways.
Improvements in Automatic Block Apparatus for Railways.
---
I, THEODOR TIESENHAUSEN, of 13, Vauxhall Street, Warsaw, Russia, Colonel on the
Staff of the Russian Army, do hereby declare the nature of this invention and in
what manner the same is to be performed to be particularly described and .ascer-
tained in and by the following statement :-
:
The object of this invention is to reuder impossible collisions between railway
trains in consequence of errors in starting or running or mistakes in receiving optical
or sound signals.
.
This apparatus is absolutely. automatic and acts in all possible cases, that is :-
1. When two trains are upon the same line of rails coming in different directions.
2., When one train overtakes another running upon the same line of rails..
8. When a train in motion overtakes a train at rest upon the same line of rails..
4. When a train comes to an imperfectly closed switch.
5. When a train approaches a level crossing when the gates are not closed.
In all these cases the train is stopped.
The apparatus is worked by electricity which causes the brakes on the locomotives
to be automatically put into action.
Instead however of directly actuating the brakes, a mere warning signal either
visible, or a whistle or the like may be given to the locomotive driver or at the level
crossing.

page_text: This apparatus however generally renders optical and sound signals unnecessary.
The apparatus is formed of two parts, one stationary and placed upon the track,
and the other moveable and carried by the locomotive.
The stationary portion consists of a metallic conductor placed along the track upon
insulators and divided into insulated independent sections, that is to say, the con-
ductors are not connected either together or to earth.
The moveable part, carried by each locomotive, comprises a battery of accumulators
and an arrangement of electro magnets, the connecting wires of which form two
circuits; this arrangement of electro magnets communicates by means of contact
frames with the insulated conductors placed upon the track and also with the rails.
The principle upon which the working of the apparatus is based is the following.
When a section of the track provided with a conductor of any given length is
traversed by a train, the circuit through the apparatus on the locomotive and the
conductors on the track, is not a closed one, and the train runs without hindrance ;
but as soon as the conductor is in contact with the apparatus of a second locomotive,
the circuits of the two locomotives are closed, the brakes are applied automatically by
means of electro magnets and the two trains are stopped.
8
Along the track a metallic conductor a ẞy & (Figure 2) is placed, mounted
upon insulators and forming independent sections. This conductor has no connection
either with the neighbouring sections or with earth.
The middle portion y 8 of the conductor is arranged in the centre of and parallel
with the two lines of rail'; both ends of the conductor a B, nz are each brought
nearer one to the right rail the other to the left rail; these ends are placed at a
distance of about 15 to 20 centimetres from the corresponding rail.
The length of each intermediate oblique portion ẞy and 87 of the conductor
connecting the middle portion y & with the end portions a ẞ and is calculated in
such a manner that its length should be a few centimetres greater than the distance
between the middle contact frame M and the side contact frame S on the locomotive
which will be described more fully later. The ends of each conductor overlap that of
the next conductor for some distance, the end of one conductor being at, for example,
the right hand side of the track and tlie end of the next conductor at the left hand
side.
As to the track itself, the joints of the rails on at least one side of the track should
be arranged in such a manner as to serve as conductors, as is usual in electric
railways.
B. APPARATUS CARRIED BY THE LOCOMOTIVES.
The apparatus carried by the locomotive (Figure 1) contains a battery of
accumulators, a dynamo or other source of electricity F, two electro magnets E
and K, a, straight contact lever I forming the armature of the electromagnet E
and a bent contact lever A forming the armature of the electromagnet K which
carries a pawl, a ratchet wheel G retained by this pawl, a spring or counterweight H
suspended to the spindle of the ratchet wheel by a cord or cable, which actuates
the brake or the regulator of the locomotive when the pawl is removed from its
ratchet wheel.
".
Further the apparatus comprises one single contact frame M and one double contact
frame S.
:
The single frame M is for making contact with the conductor y & in the centre of
the track; it may be called the middle contact frame, the double frame S cousists of
two parts or frames one for each side of the locomotive; it is for making contact with
the two-side portions a.ß and 7 2 of the conductor and may be called the side contuct
frame.
.

page_text: All parts of the apparatus are in connection by means of two systems of conductors
which form the main circuit and the local circuit.
The main circuit is made up of:
1. A wire a b b b connecting the positive pole of the battery F to the middle
contact frame M.
2. A branch a coc from the preceding which is put in circuit when the lever I
forming the armature of the electro magnet E is attracted. In this latter case the
eirenit is through the conductors a eccllli.
3. A wire di i i starting from the negative pole of the battery F, passing through
the coil of the electro magnet K, from thence the wire forms junction at both with
a portion of the preceding circuit which, when the lever armature I of electro
magnet E is closed, leads by Ill ccc to the positive pole of the battery F and with
a wire the end k' of which is in connection with the metallic frame and wheels of the
locomotive and thus with the rails of the track.
A partial local circuit mmm passes from the side contact frame S S to the coil of
the electromagnet E thence by the wire no through the metallic frame and wheels
of the locomotive to the rails of the track.
WORKING OF THE APPARATUS.
As shown diagrammatically in Figure 3 the apparatus with its battery carried by
the locomotive, may be independently connected with a separate insulated section of
the conductor on the track. Contact is made with the middle portion 78 of this
conductor by the middle contact frame M and with the side portions a ẞ and y z by
the side contact frame S.
When a separate insulated section of the conductor a ẞydn is in connection
with one locomotive only, no current passes, the circuit not being closed. A current
can only pass from the battery F by the following paths
a. Starting from the positive pole of the battery F through the wire abb to the
middle contact frame M and from thence to the insulated conductor a By 8ns; in
this manner so long as there is no other locomotive upon the rails no current can
- pass.
b. Ştarting from the same pole of the battery F through the wire a ce e leading
to the armature lever I of electromagnet E but as normally this lever is separated
from its magnet no current can pass.
c. Starting from the negative pole of the battery F the current may pass by the
conductor di ii through the electro magnet K to the junction point ; and from
thence it may either pass through the conductor leading to the lever armature I
of the magnet E, but in this case it will encounter a break owing to the non attraction
of the armature on lever I, or through the frame and wheels of the locomotive
and thus to the rails, but in this case also no current will pass because the battery
circuit is not closed.
But if the main circuit of the apparatus is closed in one way or the other the current
passing through the electromagnet K will excite it and will attract the bent lever A
and consequently the pawl will release the ratchet wheel g which actuated by a spring
or counterpose H will cause the brakes and the regulator of the locomotive to be
operated; and the train, if in motion, will be stopped.
If by any means another battery (independent of that on the locomotive in
question) is interposed in the local circuit and this circuit is closed, the electro-
magnet E will come into action and will attract its lever armature I which will cause
the closing of the main circuit c c l l.
The current starting from the positive pole of the battery F will then pass by the
conductor ac ce to the armature lever I of the electromagnet E by the con-
ductor to the electro magnet K and from thence by the conductor i i dd to
the negative pole of the battery F the circnit will thus be completed.
But this current passing through the coils of the electromagnet K will excite it
which will cause the armature lever A to be attracted and thus disengage the pawl
on this lever froin its ratchet wheel g consequently the spring or counterweight H will

page_text: cause the brakes and regulator of the engine to be operated and the train will, if in
motion, be as in the preceding case stopped.
This automatic closing of the circuit of the apparatus described, carried by the
locomotive and which causes the stoppage of two locomotives upon the same track, so
soon as the distance between them has reached a given minimum is the fundamental
principle upon which the apparatus is designed; this closing is effected in all the
possible cases in the following manuer :—
:
1st Case. Two locomotives are upon the same track and coming in opposite direc-
tions locomotive No. 1 is supposed to have reached the middle section y 8 of
a conductor uẞ y dy z whilst locomotive No. is supposed to have reached the next
conductor. The side contact frame S₁ on this locomotive will when
arriving at a given point 8₁ touch the end of the preceding conductor a ẞyonz
(Figure 5).
The current will in this case pass starting from the positive pole of the battery Fon
engine No. 1 by the conductor abbb through the middle contact frame of this
engine; from thence it will pass through the part y 6 y of the insulated conductor on
the track to the side contact S, frame on locomotive No. 2, thence it will pass by the
conductor m, m, through the electromagnet E, on this locomotive and thence by the
conductor nn, o₁ through the frame and wheels to the rails which will conduct. it
through the frame and wheels of locomotive No. 1 and lastly by the conductor i¹i i i
through the electromagnet K to return to the battery F. The direction of this current
is indicated by the arrows in Figure 5.
In consequence of the closing of the circuit, the electromagnet K on the
locomotive No. 1 will be excited by the current and will attract its armature lever A
which will cause the brakes of locomotive No. 1 to be operated, and the locomotive No. 1
to be stopped.
.
On the other hand the electromagnet E, on engine No. 2 is also in the circuit
connecting engines No. 1 and No. 2 together, it will therefore be excited by the saine
and will attract its lever armature I, consequently the current will take the following
path in locomotive No. 2. Starting from the positive pole of the battery F, the
current will pass by the conductors a c₁ cc, to the lever armature I₁ of magnet E₁
thence by the conductors ₁₁₁ to the electromagnet K, and thence by the
conductors i d₁ d₁ to the negative pole of the battery F₁.
In this manner electromagnet K, on train No. 2 will also be excited, it will
therefore attract its lever armature A, and will disengage the pawl g₁; the brakes
will be put into operation and train No. 2 will be stopped.
Case No. 2. Two locomotives No. 1 and No. 2 are upon the same track and No. 1
is overtaking No. 2. Locomotive No. 1 is supposed to have reached the portion a ß
of the insulated conductor at the side of the track and No. 2 the middle portion & of
the same conductor Figure 4.
The working of the apparatus will be the same as before, that is to say :-
Starting from the positive pole of the battery F. on the train No. 2 the current
will pass by the conductor a, b, b₁ by, the middle contact frame M₁ to the insulated
conductor & yẞa, thence by the side_contact frames S on locomotive No. 1 by the
conductor mm to the electromagnet E and by the conductor n no to the frame and
wheels of locomotive No. 1 and will return to locomotive No. 2 through the rails, will
pass through the frame and wheels of engine No. 2 by ¹₁, to the electro
magnet K, and will then return by the conductor d₁ d₁ to the negative pole of the
battery F. In this manner the circuit of locomotive No. 2 is complete and this
latter will be stopped as above described.
Locomotive No. 1 will also be stopped because its electromagnet E is in the circuit
and will be excited by the current and will attract its armature I, which will close the
circuit Face c I llli Kii i dd F and thus cause the stoppage of the
locotnotive No. 1.
The working of the apparatus is entirely analogous in all the cases enumerated
at 3, 4 and 5 of the present Specification, it only differs in the method of closing the
circuit in that this closing is effected in the apparatus of the locomotive in motion not

page_text: 1
by the assistance of another locomotive but by means of a battery connected to the
naked conductor near the points in such a manner that the battery circuit, which
comprises the magnet E on the locomotive of the train arriving at the section before
the points, is complete, when rolling stock is upon the next section beyond the
points, or in the case of a gate closing a level orossing when the gate is open.
The apparatus may operate not only with Westinghouse brakes but with any other
system of automatic brake.
The invention may be also applied to electric railways.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. The automatic block apparatus consisting of the combination of
a. A naked metal conductor in separate sections carried on insulators along the
track.
h. An arrangement of apparatus mounted on the locomotive and comprising
A battery F, a contact lever I, a contact lever A provided with a pawl, a ratchet
wheel G connected by means of a cord or chain with a spring or counterweight H,
and with the actuating levers of a brake, a regulator, a whistle or the like, two electro
magnets E and K, a middle contact maker M, and side contact makers S S-these
parts being placed in mutual connection by conductors forming two circuits, the main
circuit M KF and the local circuit SE I, substantially as described.
2. The application of the system claimed in Claim 1 for blocking sections of track
between the stations and for automatically stopping the trains or for giving a signal
only to the driver when there is danger of a collision.
3. The application of the system claimed in Claim 1 to blocking branch lives
when the points are in a wrong position, that is to say, when upon the next
section beyond the points there is either another train.or rolling stock.
4. The application of the system claimed in Claim 1 to blocking, followed by the
automatic stopping of the train, of a section of track upon which are level crossings
and barrier gates or a crossing at the same level with another track, with or without
a danger signal at the crossing gates.
Dated this 14th day of December 1899.