Patent GB-191309090-A (GB)
Title: Improvements in or relating to Railway Safe-running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/10
Filed: 1913-04-17
Granted: 1914-06-17
Abstract: 9090. Angus, A. R. April 17, 1912, [Convention date]. Electrical systems, automatic; track apparatus actuating signals on and other than on trains and for stopping trains; visual outdoor signals; slots, reversers, and like apparatus; interlocking and controlling and locking; signalling - instruments. - Trains moving in different directions along a track have different poles of generators on the trains in contact with track ramps to which are connected polarized relays controlling circuits which include other track ramps for actuating signals or train-controlling apparatus on the trains. The train is warned or stopped if any track apparatus fails to complete its required movements, in which case either no current or a current too small or too large passes in the train circuit and puts in action the signals or stopping - devices thereon. Resistances are insorted in the circuits of the ramps and of the polarized relays and of the contact controlled by the armatures thereof and are so arranged that the resistance of the track circuit when the train is in contact with any ramp is such that, if the track is clear, a current of normal value passes through the circuit and gives a clear signal and in order to ensure that the apparatus on the train is correctly set for movement in a particular direction over the track the resistance included in the track circuits from the ramps for one direction is less than that of the ramps for the other direction and the resistance of the train circuit is adjusted so as to keep the total resistance approximately constant. Means are provided at turntables and reversing loops to ensure correct setting of the engine switches. Fig. 1 shows the apparatus carried by a train. Fig. 2 shows one arrangement of track circuits for a single track system of signalling on trains. The apparatus carried on the train includes a relay magnet 34 in series with a source of energy 32 and two reversing-switches 100, 41 the former of which is operated by hand and the latter by the reversing - gear of the engine. The relay 34 controls the circuits of magnets controlling the clear-signal whistle 63, the danger-signal whistle 26, and the valve 22 that controls brake-valve and throttle - valve operating - devices and the miniature signal 28. These latter circuits are normally closed through contacts 9, 11, 12 on the shoe 10 but are broken at these contacts when the shoe contacts with the ramps, and substitutional circuits are completed by the relay 34 if current of a normal value passes through its coils. The switches 41, 100 are provided with resistances 64, 65 which are so connected that for, say, a down journey the positive pole of the generator 32 is connected to the shoe 10 without either resistance 64, 65 in circuit, and for an up journey, the negative pole is connected to the shoe with one of the resistances in series. On a down journey with the arrangement of track circuits shown in Fig. 2, in which the parts are in the position occupied when the section is clear, the train shoe first makes contact with the warning-contact 1 and a circuit is completed from the generator 32 over ramp 1, contact 83, wire 93. and resistance 91, which is in parallel with the resistance 89 and coil 95 of the switching-instrument Y, to earth. The armature 74 is moved by the coil 95 to the open position and the above circuit from the wire 93 passes over the resistance 89 and afterwards divides through the coil 95 and resistance 90. Under these circumstances, the normal current passes in the train circuit and the line-clear signal is actuated. If the armature 74 fails to move, a large current passes, and if the armature 73 of the instrument X is in the open position owing to the occupation of the section by a train, then the above-mentioned circuit is open at the contact 83 and no current passes in the train circuit, and in both cases the danger signals are actuated. On reaching the contact 2, the engine circuit is completed through the poles of the polarized relay 251 and resistance 257. The armature 253 is moved to contact 255 and completes the circuit over the contacts 83, wire 93, resistance 89, resistance 90, and coil 95 arranged as described above, the current being of a normal value. This tests the position of armatures 73, 74 and gives a clear signal if they are in proper positions. At the contact 3, the train circuit is completed over the resistance 85 and the coil 97, which are shunted by the resistance 86, to earth. The coil 97 moves the armature 73 to open position and is put in parallel with the resistance 87, both being in series with the resistance 85. Under these circumstances, the current in the engine circuit is normal and the line-clear signal is given if the armature 73 has moved. The section is thus blocked to other trains entering the section from either end since the contacts 83, 84 are both open and a warning- signal will be given at contacts 1 and 6 and a stop signal at contacts 2 and 5. The first train then passes through the section and at contact 4 completes its circuit through the coil 96 and resistance 92 in parallel, to earth. The coil 96 moves the armature 74 to the closed position, and the circuit to the resistance 96 is broken. The current is of normal value if the armature has moved, thus testing the operation thereof. At the contact 5, the circuit of the relay 261 is closed through the resistance 267, but the circuit is of such a character that the armature is not moved and the resistances are such as to give normal current in the circuit. At the contact 6 the circuit passes over the contact 84 and wire 104 to the coil 98 in parallel to the resistance 88 and the armature 73 is moved to closed position, and cuts out the resistance 88. The resistance of the coil 98 alone is such that normal current passes in the circuit thus giving a ' line clear ' signal if the parts of the apparatus have moved to the ' line closed ' position leaving the section ready for the passage of another train in either direction. The operation of the system for an up train is somewhat similar to that for a down train, but, the opposite pole of the generator being connected to the shoe 10 through a resistance 64 or 65, the current passing through the magnets is reversed in direction and, if the track resistances are the same, is diminished in magnitude. For instance, an up train reaching contact 6 completes a circuit over contact 84 and wire 104 to the coil 98 and earth, but contrary to action of a down train, the armature 73 is now moved to ' open ' and puts the resistance 88 in parallel to the coil 98, and this arrangement in series with the resistance on the train is such as to give a normal current in the train circuit. At the contact 5, the relay 261 receives current in such a direction as to close its contacts 265 and test the above-mentioned circuit. At contact 4, the relay 96 is caused to move its armature 74 to open and to put the resistance 92 in parallel to the coil 96, the resistance 64 or 65 in series therewith giving a normal current. Thus resistances in the track circuit which are adjusted to give a normal current on a journey in one direction and actuate clear signals on a train are such as to give a danger signal if a train proceeds over the line in the reverse direction without changing over its train-circuit connexions. For a reversal of the engine on the same track, the switch 100 linked to the reversing-gear changes over the connexion of the generator and puts in circuit either resistance 64 or 65 according to the position of the switch 41. In order to ensure the changeover of the switch 100 before an engine starts on its reverse journey after turning at a turntable or loop without reversal of the engine, track contacts and relays may be arranged as shown in Fig. 5. On reaching the stopping contact 2 at the completion of a down journey, the train circuit is completed through the relays 401, resistance 412, and armature 407, to earth. The armature 410 remains in its open position, and the resistance of this circuit is such that the current is of normal value. On reaching the warning contact 1, the train completes its circuit through the relay 402 and resistance 413 with the resistance 414 in parallel, and moves its armature 407 to open the circuits of the relay 401 and of the resistance 414. When, after passing the loop or turntable, the train again completes the circuit from the ramp 1 to the relay 402, the direction of the current should be such as to close the circuit of the relay 401 at the armature 407, but if the switch 100 has not been reversed, the circuit remains open, and by the arrangement of the resistances, a warning-signal may be given on the train, and when the ramp 1 is reached no current will pass and the train will be stopped. If the switch 100 has been duly reversed and the relay armature 407 closed, when the train reaches the ramp 2 the circuit is completed through the relay 401. and resistance 412, the armature 410 moves to close the circuit through the resistance 404 which shunts the relay and resistance 412, so as to adjust the current to normal value and give a clear signal on the train. The Specification as open to inspection under Section 91 (3) (a) comprises also the application of engine apparatus as described or without the resistances 64, 65 in modifications of the above system in one of which semaphore signals on the track are used. in another the sections are made to overlap, and in another quick acting relays are so arranged that only one line wire is necessary. Similar engine apparatus is also described for use with track contacts for locking signalling instruments or points or other apparatus for making a clear road. This subjectmatter is included in Specifications 13,883/14, 13,884/14, and 14,189/14, but does not appear in the Specification as accepted.