Patent GB-191511272-A (GB)
Title: Improvements in and connected with Railway Signalling Systems and Train Controlling Apparatus.
Inventor: BOUND ARTHUR FRANK
IPC: B61L3/08
Filed: 1915-08-04
Abstract: 11,272. Bound, A. F., and Rowland, W. Aug. 4. [Cognate Applications, 12,567/15, 12,568/15, and 12,569/15.] Combined electrical and mechanical systems, non-automatic; track apparatus actuating signals on trains and for stopping trains; miniature signals; slots, reversers, and like apparatus.-By means of track ramps, the trainpipe is opened through a small valve as the train approaches any distant signal, so that the brake is applied gradually unless the driver resets the apparatus. The train-pipe is similarly opened a second time as the train approaches a home signal if that signal is at danger. Finally, the brake-pipe is opened fully if the train passes a home signal at danger. Fig. 1 shows diagrammatically the train apparatus. The devices for opening the small valve 10, which include the pivoted contact 1, are described in Specification 101,073, and the devices for opening the large valve 19, which include a prop 24 carried by a resilient web 25. are described in Specifications 6807/14 and 5769/15. In resetting the small-valve gear by a lever 15, the driver opens another small valve 15<a> in the train-pipe, so that he may not keep the lever in the resetting position and so avoid the warning action. When the train-pipe pressure is reduced, the piston of cylinder 17 opens the valve of the whistle 16. The track ramp 26, Fig. 1, is secured upon a vertical spindle 27, Figs. 4 and 5, actuated from the signal cabin. The end piece 51 is pivoted so that it is inoperative for trains moving in the reverse direction to normal. The arm 26 is normally held rigidly upon the spindle 27 by a spring 30, which holds a ridge 29<a> on the arm in a groove 28 formed in a collar 27<a> on the spindle. When the ramp is engaged by a train passing in the normal direction, it is moved forcibly relative to the collar until it is stopped by a part 31, which holds it and enables it to move the prop 24, Fig. 1. The arm 26 may be held in contact with the part 31 by a pin 32 until manually released. Or it may be returned to bring the ridge 29<a> into its groove by means of a small lever, which, in its deflected position, contacts with a stop as the spindle is moved to safety position and thereby forces the arm 26 into its normal position. Contacts 43, 54, 48, 49 on the arm 26 are used to control the circuit of a relay 45, Fig. 7, in the signal cabin, by means of which warning is given if the devices do not move correctly. Contact 49 is in circuit with a short insulated rail 88, so that an alarm is given when the part 51 is moved other than by a train standing upon the rail 88. The ramp 2, Fig. 1, by which the small brake valve 10 is opened as the train approaches any distant signal is moved out of operative position by a train passing it in the reverse direction to normal. For this purpose, the ramp 2 is mounted upon a pivot and lies adjacent to an electro-magnet carried upon a revoluble shaft which is coupled to a track treadle. The electro-magnet is included in a circuit 81, Fig. 13, with an insulated rail 77, and is energized only when a train passing in the direction of the arrow reaches the rail 77 before the treadle 69. In cases where a distant signal and a home signal are on one post, the action of the distant-signal track ramp is suspended when the home-signal ramp is operative. This is effected by coupling the ramps together mechanically as shown in Fig. 14. The ramps are severally actuated by bowls 91, 99 which engage camsurfaces on the lever plates 90, 98. The ramp 26 for stopping the train is caused to move from safety position to danger position by a train as it passes. The ramp is moved to danger position from the cabin by means of two levers when they are coupled together by an electromagnetic clutch. After a train has passed the ramp, it passes on to an insulated section of the track, where it short-circuits a track relay. by means of which the clutch is de-energized and a weight is permitted to move the device to danger position. This apparatus is shown combined with the track-treadle control of the ramp which is described in Specification 6807/14. The positions of the two warning ramps of any section are indicated in the signal cabin by means of a polarized relay and contacts upon the two ramps.