Patent GB-191313243-A (GB)
Title: Improvements in and relating to an Electrical Train Control System.
Inventor: MURRAY WILLIAM BROOKS
IPC: B61L3/10
Filed: 1913-06-07
Granted: 1914-06-08
Abstract: 13,243. Murray, W. B. June 7. Combined electrical and mechanical systems; non - automatic; electrical systems, non - auto - matic.-Each section of track is provided with a ramp formed of two insulated sections reversely inclined so as to co-operate with apparatus as described in Specification 13,242/13, and each section of the ramp is connected and disconnected from a source of energy by contacts on switches controlled by the semaphore signals, and the circuit to the section first engaged by a train contact also passes through a switch which is opened shortly after the circuit is completed by a train over that section of ramp. An auxiliary ramp is also provided by which the train is stopped if the signal just passed has not been returned to danger or if the track relay for the section in which the train is, has not opened its local contacts. Fig. 1 shows a length of track for traffic from right to left divided into insulated sections A, B, C, D with three-position semaphore signals 12<a>, 12<b>, 12<c> manually or electrically operated for each section and ramps 4 at the exit end of each section the circuits to which are controlled by track relays 15, contact member 21 on the semaphore, and contacts 30, 31 on a spindle 27 controlled by the semaphore and by an electro-magnetic detent 36. The ramps 4 have two insulated conducting-portions 6, 5 and a member 8 at each end which serves to raise slightly the collecting-shoe on the engine. The portions 6, 5 are inclined upwards towards the insulating-point between them, so that the engine-shoe is first raised and then falls while passing over the ramp, and does or does not receive current from the portions 6, 5 according to the state of the sections of track ahead, the signals and brakes being operated and controlled as described in Specification 13,242/13, according to the energizing or otherwise of the magnets 103<1>, 163 on the train. When the section A only is occupied, the signal 12<a> is at danger, signal 12<b> at caution, and signal 12<c> at clear. Under these circumstances, a train on section D about to pass into section C engages the ramp 6 and receives current from the battery 19 through the closed contacts 20 of the energized relay 15, segment 21, wire 41, magnet 38, and contact 31, the rail 1 serving as return conductor. The magnet 38 withdraws the detent 36 and allows the spindle 27 to rotate slowly under control of a dash-pot, thus opening the circuit of the ramp 6 at the contact 31 but not before the train has passed clear of the ramp section 6. At ramp 5 current is received by the engine from battery 19 through segment 21 as above and thence by wire 44. The engine thus receives current from both parts of the ramp. As soon as the train has passed into the section C the signal 12<c> should be set to danger, thus restoring the spindle 27 to close the contact 30 in the circuit to the ramp 45, which then energizes the engine apparatus on passing, but if the signal is not replaced, the train is stopped. The train on section C should de-energize the relay 15, which opens the circuit to the ramps 5, 6 in its rear. With the signal 12b at caution, the ramp 6 is energized as previously described, but the ramp 5 is cut out of circuit by the insulated portion of the segment 21. Fig. 2 shows an alternative arrangement for connexion of the ramp 45, which is energized from a battery 50 when the track relay 15 is de-energized while this battery is disconnected therefrom and connected to the segment 21 when the relay is energized. By this means, the train is stopped if the armature of relay 15 sticks or is held up by leakage currents.