Patent GB-462654-A (GB)
Title: Improved system and means for preventing collisions on railways or the like
IPC: B61L3/10
Filed: 1935-06-11
Abstract: 462,654. Railway signal and traincontrol systems. ) GORE, Y. N., and GORE, V. Y. June 11, 1935, No. 16792. [Class 105] A railway signal and tram-control system comprises a train-carried electric source which is applied to central ramps at the ends of each section and thereby energizes station solenoids which have a mechanism locking the signal and points levers and effecting the earthing of side ramps of the sections ahead and in rear of the occupied section ; such earthed side ramps will cause a brake application and cut off the steam supply on a second train. The solenoid mechanisms, Figs. 8, 8A (not shown), are such as to be set to normal by a second pulse. Ramps are therefore provided at each end of each section as shown in Fig. 11 which illustrates an arrangement for a single' track stretch between two stations, there being a line section C<2> with distant and home sections C<1>, C before each station. Fig. 12 shows the detail arrangements at one station. The line, distant, and home section central ramps respectively have leads D<1>, D3, D<41> to the windings of the station solenoids SC2, SC1, SC. The leads D, D<2>, D4 from the side ramps are adapted to be earthed by contacts operated by the solenoid mechanisms SC ... SC5. Certain of the leads such as D2, D3, D4, D<41> have branches leading to locking solenoids for the points and signal levers and to contacts closed by the tappet bars of such levers. At the entrance to the stations are similar ramps but the connections are controlled by the points lever tappet R so that a solenoid SC4 or SC5 is selected according to the setting of the points. A fouling-section ramp A<3> or A<4> is earthed when the points are set for the other track and thus a train wrongly attempting to leave would be stopped by such ramp. Fouling-section treadles A<5>, A<6> are adapted to energize a simple solenoid fC<3> to lock the points lever. When a train enters the home section C the train source gives a pulse over the lead D<41> thereby operating the solenoid SC so that contacts on its rotatable plunger mechanism now earth the leads D<2>, D so that the side ramps of the two sections ahead C<1>, C<2> are earthed and would therefore stop an approaching train. The side ramps of the two rear sections are also earthed. As the train leaves the section C and enters the section C<1> the solenoid SC is operated a second time and so turns its plunger contacts to normal. The train immediately operates the solenoid SC1 over the lead D<3>; this solenoid similarly causes the side ramps of two sections ahead and in rear of section C<1> to be earthed. Similar actions occur as the train passes through each section. Two conflicting trains would be mutually stopped. When the train entered the home section C the pulse over the lead D<41> also passed to a locking solenoid LCh to lock the home signal in its existing aspect. Similarly, when the train entered the distant section C<1> the pulse over the lead D<3> also passed to a locking solenoid LCld for the distant signal. For a non-stop train, a non-stop-signal lever is operated whereby its tappet bar R<5> sets up connections such that the points lever is locked when the non-stop train enters the distant and home sections. This is effected by the pulses over the leads D<3>, D<41 >also passing to locking solenoids LC1p, LCp for the points lever. The points must be set for the straight track otherwise the distant-section side ramps are earthed by the lead D<2> being earthed over a contact of the non-stop-lever tappet R<5>, wire W<8>, and points-lever tappet R at reverse. With a signal at danger the side ramps are earthed. For instance, the lead D<2> from the side ramps of the distant section C<1> is earthed by a branch passing to the contact of the tappet R<4> until the distant-signal lever is moved to set the signal to the clear aspect. With a train in the siding and a train approaching the station the points are locked (for the straight track) as soon as the approaching train enters the home section. This is effected by the pulse on the lead D<41> also passing over a plunger contact of the solenoid SC5 (operated by the train in the siding) and a contact of the points-lever tappet R to the points-lever locking solenoid LCp.