Patent GB-468804-A (GB)
Title: Improvements in or relating to electrically controlled signalling installations for railway block sections with single track sections
IPC: B61L23/22
Filed: 1936-03-18
Abstract: 468,804. Railway signalling systems. VEREINIGTE EISENBAHN - SIGNALWERKE GES. March 18, 1936, No. 8146. Convention date, Sept. 28, 1935. Addition to 468,034. [Class 105] The signalling arrangement for a subdivided length of single track with intermediate signal points described in the parent Specification is provided at an intermediate point with an acceptance relay energized through a circuit separate from the track (upon acceptance being transmitted from one end of the single track length) and such relay thereupon transmits the acceptance to the other end of the length by applying a source of current to the next subdivision and disconnecting a track relay provided for that end of the said next subdivision which is at the intermediate point. Fig. 1 shows the condition for traffic from station A to station B, the operator at station B having transmitted his acceptance by setting contacts 151 ... 153 to the position shown which contacts at present may be regarded as lever contacts. The contacts 151, 152 apply a battery 133 to section 1b thereby energizing the track relay 230 at the far end which relay closes its contact 231 and so permits the lever contact 153 to energize the acceptance relay 80. Contacts 81, 82 of the energized acceptance relay 80 being in the full line position disconnect a track relay 220 and apply a battery 132 to the section 1a whereby a track relay 210 is energized to permit the clearing of the starting signal at station A ; the contacts 141, 142 are in the position shown, because the acceptance transmitting lever at station A has not been operated. As the train proceeds and reaches section 1b the track relay 230 will drop and open contact 231, but the acceptance relay 80 remains energized over its own contact 83. The intermediate signal 5 is cleared over front contacts of the track and acceptance relays 230, 80. For traffic from station B to station A, the operator at station A transmits acceptance by changing over the lever contacts 141, 142, 143 whereby track relays 220, 240 and acceptance relay 270 are energized. The operator at station B has of course previously returned the lever contacts 151, 152, 153 from the position shown and so has de-energized the track relays 230, 210 and the acceptance relay 80. The combined Figs. 1 and 2 show an arrangement in which acceptance is obtained by action at only one station. The contacts 151 ...154 and 141 ... 144 must now be regarded as contacts of acceptance-giving relays 150, 140. The system is shown in the condition for travel from station A to station B. To permit travel from station B to station A the operator at station B moves his lever so changing a contact 136 over to energize the acceptancegiving relay 140 at station A over track relay contacts 232, 222, 211 in the correct condition. The acceptance-giving relay 140 is then held by its stick contact 144. The pick-up circuit of this relay 140 includes a lock relay 170 which when energized allows the lever a station B to be moved further so as to open at lever contact 137 which breaks the stick circuit of the relay 150 at station B. The contacts 151 ... 153 change over, so de-energizing the acceptance relay 80 and connecting the track relay 240 to rail section 1b ; the changeover of contacts 81, 82 connects the track relay 220 to the rails of section la and as the contacts 141, 142 have already changed over to apply the battery 131 the track relay 220 is energized. Closure of the contact 221 in conjunction with the already closed contact 84 energizes the acceptance-transmitting relay 270 which applies battery 132 to section 1b and so energizes track relay 240. With track relays 240, 220 energized the system is now in condition for traffic from station B to station A. Instead of the contacts 136, 137 being operated by a lever they may be operated by a track relay 120 which drops when a train from station A reaches station B thus setting the system in readiness for reverse travel from station B to station A. Alternatively a directional relay may control the contacts 136, 137 so that a change-over of the traffic direction only arises when a train wishing to start out from station B approaches the starting signal at such station B.