Patent GB-191320618-A (GB)
Title: Improvements in or relating to Automatic Railway Signalling and the like.
Inventor: MUMFORD GEORGE
IPC: B61L3/10
Filed: 1913-09-12
Granted: 1914-08-27
Abstract: 20,618. Mumford, G. Sept. 12. Electrical systems, automatic and non- automatic; track apparatus actuating signals on and other than on trains and for stopping trains; visual outdoor signals; miniature signals. -The operation of an electric signalling system is dependent upon current supplied from a portable battery, Fig. 1<a>, carried on the last vehicle of a train to an electro-magnet which causes the. setting to danger position of the signal just passed. The signal mechanisms, Figs. 4 and 5, include contacts through which current is passed to set to ' caution ' and clear the previous signals. A switch mechanism, Fig. 9, is provided for enabling a signalman to take control of the setting of the signals, as at points or to put the apparatus in condition for wholly automatic working. The state of the signals is indicated on the train by a. polarized indicator, Fig. 14, which is locked in the position to which it is moved at one ramp until the next ramp is engaged. A route indicator on the train comprises a counting disk operated by a polarized armature. Trainstopping apparatus, Fig. 15, is controlled by the signal indicating pointer. A battery enclosed in a box 1 is supported adjustably on the buffers of the last vehicle of a train and current passes to ramps R, R' through shoes 2 pivoted on spindles 3<a> on which springs 3 are made to press. A projection on the base of the box forms a stand and serves as a guide in adjusting the position of the shoes. The ramps R, R<1> are connected to the replacing-magnet 20 of the signal - operating mechanism. In Fig. 4 the signal mechanism is shown in the ' clear ' position, in which the signal is held against gravity by the armature 22 of the magnet 20. Contacts are arranged on the signal spindle which control the circuits to the magnets of the signal and those in its rear. When the magnet 20 is energized, springs 23 are connected and the armature 22 is withdrawn from the wheel 24<b>, and the movement of the signal to ' danger ' is assisted by the pivoted latch 24<c> raising the pin 24<a> on the wheel 24<b>. The armature 22 and the latch 24<c> are locked by the pin 26 on the armature 23<a> of the magnet 16, which takes the position shown and allows the springs 17 to make contact, until the magnet 16 is energized. When the signal D, Fig. 16, is set to ' danger,' current passes from the battery m to the magnet 16 of signal C, at which the armature 23<a> is attracted and opens contacts 17, and removes a shunt from coils 9 at signal B. The armature 10 of the magnet 9 disengages a locking member 11 from the ratchet-wheel 24 and a pawl 10<b> drives the signal B to the ' caution ' position. Current is then passed to signal A which is moved to the ' clear ' position. Contacts on the spindles of the signals cut off and control the direction of current which passes from ramps R', R<2> through the collectors 47<c>, 47<d> to the coils 47, Fig. 14, which deflect a needle to show three positions of the signals passed. The needle is locked in its last operated position by a cam 51 on its spindle engaging a projection on the armature 52 of coils 48, which are energized by a local battery 48<c> on the engine when the collectors are not over a ramp. The armature 52 controls a clutch 56 which puts two toothed wheels 57, 64 into engagement, and the oscillations of a polarized armature 59, carrying bearings for spindles of these wheels, cause a step-by-step rotation of a disk, which shows, by the number of oscillations, the route the train is to take. The step-by-step motion is derived from the ratchet-wheel 62 which is moved to and fro past fixed spring pawls. The magnets 60 receive energy from ramps R<3>, R', R<5>, R<6> which are alternately connected in pairs to reverse poles of a battery m<5>. The needle of coils 47 controls the circuit to a magnet 65, Fig. 15, the armature of which is fast on a spindle 66 of a brake valve. The valve can be closed by a catch handle 68<a> on the usual brake valve handle, acting through a cam 68<b>. In order to permit a signalman to take control of the section of track as at points, a controlling-mechanism, Fig. 9, is provided which includes a slide 30 interlocked by usual tappet devices with the points &c. levers, and by means of disks and notches in the slide with a spindle 29. The crank 36 on the spindle 29 operates a switch 37, and, for automatic working, this switch connects the signal-operating circuits directly. To change over to non-automatic working, the switch 37 is reversed and the slide 30 is pushed in, the points levers &c. being so placed as to permit this movement. The pawl 43 on the drum 33<a> is thereby disengaged from the ratchet on the drum 12<a>. Currents that would pass from signals D, E to the rear signals now pass to the magnet 10<a> of the controlling- mechanism and rotate the drum 12<a> step by step. When automatic working is restored, the slide 30 is pulled out and the spindle 29 replaced and then oscillated to and fro so as to permit the weight 32 to replace the drums 12<a>, 33<a> to normal step-by-step, and, at each step, circuits are made to the signal-operating mechanism in the rear to set them to the normal ' clear ' positions.