Patent GB-191207081-A (GB)
Title: Improvements in or relating to Railway Safe Running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/02
Filed: 1912-03-22
Granted: 1913-06-23
Abstract: 7081. Angus, A. R. March 22. Electrical systems, non-automatic; singletrack systems; track apparatus actuating signals on trains and for stopping trains. - Relates to apparatus in which a train-carried valve or other device normally tending to move so as to permit the stoppage of the train or the blowing of a whistle is normally mechanically restrained by a device which may be operated so as to remove that restraint by a contacting shoe carried by the train, and in which, when that mechanical restraint is removed, the stoppage of the train or the blowing of the whistle occurs unless a substitutional restraint is brought to bear, and consists in the provision that an integral part of the contacting shoe acts alone to restrain the train-carried valve or other device from permitting the stoppage of the train or the blowing of the whistle. As described, valves 21, 22, Fig. 7, controlling a whistle 26 and a train-stopping device 33, 34, are held normally in the position shown by pivoted segments 11, 12, which are themselves held by engagement with a head 10 of a train carried contact 1. Upon the track are warning and stopping track ramps. A warning track ramp is of such a height that, when the contact 1 is upon it, the head 10 is raised out of engagement with the segment 11 but not with the segment 12; and a stopping track ramp is of such a height that the contact 1 is raised by it out of engagement with both segments 11, 12. When a segment is thus released, it falls and releases the associated valve unless certain track connexions are properly made, and then it is held in place by the attraction of a magnet 38 or 39, which is energized by current passing from a battery 40 in a circuit including the contact 1, the ramp and track connexions with the track rails. The apparatus is intended for use in a single track system. Contact 1 and top ramp 2 are used for one direction of running, and one or two hinged contacts 9 and side ramps 7 are provided for use in the other direction; the side ramps, however, are used only to close the circuits of the restraining-magnets 38, 39 for the top ramp is used to move the head 10 in whichever direction the train is running. The circuits of the restraining- magnets are connected to the appropriate contacts by a switch 41 connected to the reversing- gear of the engine and by a hand-switch 100, which is used when the engine is turned on a turn-table. A line-clear bell 181 is included in the circuit of the magnets. Resetting-levers 190, 191, 192 are provided for the contact 1 and the segments 11, 12. The levers 190, 191 are free to be used when desired, but the lever 192 is completely enclosed in a locked box. Fig. 1 shows an arrangement of track connexions at that end of a section by which ' down ' trains enter. The warning - ramps 2, 3 and the stopping-ramps 4 form a set for the ' down ' direction, and the warning and stopping ramps 7 form a set for the ' up 'direction. For a train entering the section, two warning operations precede a stopping operation, and for a train leaving the section the stopping operation is effected first. The ramps 2, 3, 4 are connected together and to switch contacts 43, and the ramps 7 are connected to switch contacts 46. One or other of these contacts is connected to the track rails, to complete the circuit of the restraining-magnets, by the armature 44 of a magnet 60 according to the position of a switch 52. The magnet 60 may be either polarized or non-polarized. The magnet 60 and its armature may be replaced by a switch constructed so that it cannot at one time close the circuits for both sets of ramps. Such a switch may be associated with a semaphore arm, or a switch points detector or two hand-operated switches may be used, the levers of which are interlocked. The battery 40 on the train may be replaced by a battery K on the track. When the battery used is on the train, the connexions on the train may be as shown in Fig. 12, in which the current passing between the train and the track is furnished by a battery 164 and energizes a magnet H, which closes the circuit of the restraining - magnets 38, 39 only when the current is large enough to lift the armature 165 and not so large as to lift the lever 167 also. Fig. 9 shows an arrangement of track connexions at one end of a section having two interdependent relays, which may be polarized or non-polarized. Their circuits are controlled by a switch lever 111, which normally lies between contacts 114 and 133. To permit a ' down ' train to enter the section, the lever 111 is moved on to contacts 114, 115, and then on to contacts 121, 122. On contacts 114, 115 it causes the energization of magnets 149, and the armature 126 is made to bridge contacts 125, and on contacts 121, 122 it closes a circuit through contacts 125 and magnet 148 and thereby brings armature 128 up to contacts 130. The track ramps 2, 3, 4 are thereby connected to the track rails through contacts 130, armatures 128 and 118, and contact 120, and the 'down' train may proceed. To permit an 'up' train to leave the section, the lever 111 is moved over contacts 133, 134, 139, 140, whereby both armatures 118, 128 are swung to the right, and the track ramps 7 are connected to the track rails through contacts 143, 135. Levers 111 at opposite ends of a section may be provided with locks so that the movement of a lever 111 at one end of the section to permit a train to enter the section can only be completed when the lock is removed by the signalman at the other end of the section.