Patent GB-344056-A (GB)
Title: Improvements relating to electric selective multiple control apparatus more particularly for railway track switches and signals
IPC: B61L19/06
Filed: 1929-12-02
Abstract: 344,056. Railway signalling apparatus. WESTINGHOUSE BRAKE & SAXBY SIGNAL CO., Ltd., 82, York Road, King's Cross, London.-(Assignees of Spray, L. E. ; 212, Trenton Avenue, Wilkinsburg, Pennsylvania, U.S.A.) Dec. 2, 1929, No. 36893. Convention date, Dec. 3, 1928. [Class 105.] Signals and points, interlocking; electrical systems, non-automatic.-The invention relates to apparatus, and in particular to apparatus for setting railway points and operating a signal to clear a desired route, comprising a number of electrically controlled devices which are operated in partly inter-inclusive groups and set in normal or reverse positions by a single lever or pair of levers corresponding to the required group and setting. According to the invention the setting of a device to its reverse position is controlled by contacts closed by the movement, to the reverse or operative position, of any one of the levers, or lever pairs, which operate a group involving the setting of the device to its reverse position, while when all such levers are in their unoperated position they close contacts whereby the devices are set in the normal position. For example, the points H4, Fig. 1, which are set in the normal or reverse position when a relay X4 or R4, Fig. 3, is energized, are set to the reverse position when any one of levers G2, G5, G8, G11 (which are provided to clear routes involving the points H4 at reverse) is moved from the middle position to close a contact such 139G2 to the relay R4, while when all these levers G2, G5, G8, G11 are in their unoperated middle position they close contacts 147G2, 148G5, 149G8 and 150G11 to energize the relay X4 so that the points H4 are then set to the normal position. In the immediately following description the suffixes which denote a particular one of a number of similar devices are omitted. The points motors M are controlled over the normal and reverse contacts of polarized relays m which are energized in one or other direction depending on which one of a corresponding pair of relays X or R is energized. The energization of the required relays X or R is effected over contacts closed by the route lever and over contacts of various relays. These relays include: track-section relays T, back locking relays N which are only energized when their associated signals S are at danger, approach locking relays P1, P5 which are energized over track relays of approach sections of the track, stick locking relays Q3, Q6 de-energized by dropping of contacts of relays N3, N6 when associated signals are at clear and only re-energized when a track relay contact 171T3 or 175T2 falls or a time-release contact device J3 or Jl is actuated, and route locking relays VE or VW which prevent operation of points H4 or H1 while East or West bound traffic respectively is on the track and points H3 and H3a are at reverse. When the points H1 .. are moved they actuate pole changers by which indication polarized relays h1 .. are normally or reversely energized in accordance with the point settings. The signal corresponding to the route and to the direction of traffic thereover is energized over a circuit including contacts of the points indication relays h, contacts of other route levers in their unoperated position, contact of the particular lever set in the position for the required direction of traffic, and contact of a stick relay t2 or t3. Call-on levers g permit the actuation of call-on signals such as S2 when signals S1a, S1b cannot be cleared due to the occupation of the section ahead. There is provided in the cabin a diagram of the tracks to indicate which, and in what direction, a lever is to be set to clear a signal ; indication lamps to show the state of the various relays are also provided. With all route levers G in the n position, Fig. 2, the points control relay X1 is energized, Fig. 3, over contacts 43T3, 44Q3, 45P5, 46N3, 47N5, 48N6, 49Q6, 50VW, 58G9, 59G10, and 60G11. The associated polarized relay m1 is then energized, Fig. 4, in the normal direction over contacts 36X1 and 34X1 ; the relay m1 controls the motor for points H1 which are therefore in the normal position. The various other points are similarly set at normal. To clear a route for an East-bound train from A to E, the lever G for this route is moved to its r position, Fig. 2, so closing a contact 81G1 to relay X2, Fig. 3, and contacts 125G1 and 151G1 to relays X3 and X4 so that points H2, H3, H4 are set normal as required by the route AE. The signal S1a is cleared by the circuit, Fig. 10, over contacts 229N6, 230G10, 231G7, 232G4, 233G1, 240G11, 241G8, 242G5, 243G2, 244h4, 245J1, 246h3, 247h2, 248G11, 249G10, 250G8, 251G7, 252G5, 253G4, 254G1, 255g2 and 25Gt2 ; the indicator lamp eS1a is lit over the same circuit. The clearing of the signal S1a de-energizes relay N1, but the approach locking relay P1 continues energized over contact 159T1. The signal stick relay t2 continues energized over contact 7T2 although its pick-up circuit is broken by the operation of the route lever which opens contact 5G1. The opening of contacts 68N1 and 100N1 de-energizes relays X2, X3 and X4 but the polarized point relays m2, m3 and m4 are maintained energized in the same direction over contacts similar to those 39R1, 40X1, 38X1, and 37R1 of the relav m1. The entry of a train into the approach section causes track relay contact 159T1 to drop so that approach locking relay P1 is de-energized (the clearance of the signal having opened its stick circuit by the dropping of contact 160 of the back locking relay N1) and therefore the contacts 69P1 and 99P1 in the circuits of relays X2, R2, X3, R3 and X4, R4 drop. When the train enters the section proper the contacts of track relay T2 drop, so that stick relay t2 is de-energized by the opening of contact 7T2 since the pick-up circuit is open at contact 5G1 as the route lever is in the r position, Fig. 5. The signal S1a goes to danger as its operating circuit is opened at contact 256t2. When the train leaves the section the signal stick relay t2 remains deenergized so that the signal cannot be operated until the route lever is returned to the n position to close contact 5G1 and pick up the relay t2. A call-on signal may be actuated by a callon lever which closes on contact 261g2 whereby signal S2 is actuated from the circuit for signal S1a, while signal Sla goes to danger by the opening of contact 255g2. Should it be desired to change the route when a train is in the approach section the first route lever is returned to n position opening contact 254G1 in the circuit of signal S1a which goes to danger, and a second route lever, for example, that for the route AF, is actuated but as the route locking relay P1 is de-energized by the dropping of contact 159T1, a time release is actuated to close contact 163J1 whereby relay P1 is energized and its contact 99P1 closed to permit the actuation of points H4 by the energization of points relay R4. To permit the signal S1b to go to clear the time release must close contact 245J1 and the circuit is 275N6, 276G11, 277G8, 278G5, 279G2, 286G1, 287G4, 288G7, 289G10, 290h4 (which is in reverse position corresponding to points H4 in reverse position), 245J1, 246h3, 247h2, 248G11, 249G10, 250G8, 251G7, 252G5, 253G4, 257G2, 258g2 and 259t2. For West-bound movements the route levers are moved to the p position. For example, on route EA signal S6 is cleared over contacts 332N1, 333G1, 334G2, 253G4, 252G5, 251G7, 250G8, 249G10, 248G11, 247h2, 246h3, 245J1, 244h4, 243G2, 242G5, 241G8, 240G11 and 337G1.