Patent GB-191306329-A (GB)
Title: Improvements in or relating to Railway Safe-running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/02
Filed: 1912-10-22
Granted: 1913-10-16
Abstract: 6329. Angus, A. R. Oct. 22, 1912. Electrical s y s t e m s, non - automatic; track apparatus a c t u a t i n g signals on trains and for stopping trains. - Relates to apparatus of the type in which, in the event of danger, a warni n g operation a n d a stopping operation are successively produced on a train by the successive different displacements of a contact device on a train by track ramps, and when it is safe for the train to proceed a line-clear signal is given thereon when contact is made with a track ramp, and consists in the provision of two contact devices on the train, one for causing line - clear signals, and the other for causing danger signals and for stopping the train, and two sets of track ramps in each of which each ramp produces a different displacement of the corresponding contact device and arranged so that when a locomotive is turned to face in the opposite direction, the set of ramps that was used for causing lineclear signals can serve for causing warning signals and stopping operations, and vice versa. In the embodiment described, valves 21, 22, Fig. 6, controlling a danger whistle 26 and a train-stopping device 33, 34 are held normally in the position shown bv pivoted segments 11, 12, which are themselves held by engagement with a head 10 of a train - carried contact 1. Also a valve 210 controlling a line-clear whistle 213 is similarly controlled by the head 205 of a second traincarried contact 200. Upon the track is a set of warning and stopping track ramps. A warning ramp is of such a height that, when the contact 1 is upon it, the head 10 is raised out of contact with the segment 11 but not with the segment 12, and a stopping ramp is of such a height that the head 10 is raised out of engagement with both segments 11, 12. Upon the track at the side of these ramps is a set of line-clear ramps. These vary in height as the danger ramps do, but only one sort of signal is received from all, for the head 205 releases the segment 206 when the contact is lifted by any of the ramps. When a segment is thus released, it falls and releases the associated valve unless it is held in place by the attraction of a magnet 38, 39 or 218, which is energized by current passing from a battery 40 in a circuit including the train-carried contact 1 or 200, the track ramp in engagement therewith and track connexions with the track rails when the track connexions are properly made. In place of the segment 206 releasing a valve 210, it may act as a switch to close the circuit of an electric bell when the restraint of the head 205 is removed from it. The two sets of track ramps are similar so that a locomotive may run tender foremost. In such a case, a switch 100 is used to interchange the electrical connexions between the magnets 38, 39, and 218 and the contacts 1 and 200 so that the electrical condition of a line-clear ramp always determines the operation of line-clear signals, and the electrical condition of a danger ramp always determines the operation of a danger signal. For example, when a locomotive is running tender-foremost, the ramp 4 operates the contact 1 mechanically, but the corresponding magnets 38, 39 are controlled electrically by the ramp 200. Resetting-levers 190, 191, 192, 197, 198 are provided for the contacts and segments. The contact-rods, segments, and resetting-levers are enclosed in a locked box; the lever 192 can only be operated when the box is opened, but the other levers protrude through openings in the sides of the box. The line-clear ramps 2, 3, 4, Fig. 1, and the danger ramps 202, 203, 204 are connected to switching- devices so that both sets cannot be connected to the track rails at one time. The switching- device may comprise only simple hand switches or contacts on a semaphore or the like, or one or more electromagnetic relays. Fig. 1 shows an arrangement with one relay. An armature 44 of a magnet which may be polarized or not connects to the track rails either the line-clear ramps 2, 3, 4 by way of contact 43 or the danger ramps 202, 203, 204 by way of contact 46. Fig. 9 shows an arrangement with two relays. Contact is made between the rails and the lineclear ramps 2, 3, 4 only when both armatures 118, 128 are in their left - hand positions as shown, and contact is made between the rails and the danger ramps 202, 203, 204 only when the armatures are in their right-hand positions. In moving the lever III from the ' blocked ' position to ' clear,' it passes over four sets of contacts; on contacts 121, 122 it merely confirms the armature 128 in its position; on contacts 114, 115 it merely confirms the armature 118 in its position; on contacts 133, 134 it moves the armature 128 over into contact with contact 135; on contacts 139, 140 it moves the armature 118 over into contact with contact 143, the circuit for this last operation being prepared by a part 137 of the armature 128 which bridges contacts 138. The magnets 146 ... 149 may be polarized. A track battery K may be used instead of the train-carried battery. 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 great enough to lift the armature 165 and not so great as to lift the lever 167 also. Switch levers 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.