Patent GB-190226190-A (GB)
Title: Improvements in and Connected with Electric Signalling Apparatus for Railways.
Inventor: BEER ATTILIO
Filed: 1902-11-27
Granted: 1904-02-27
Abstract: 26,190. Beer, A. Nov. 27. Signalling between trains; contacts, electric and mechanical; ; controlling and locking signals; crossing-gale signals; recording movements of trains; semaphore &c. signals; signals on engines.-Consists in an automatic electric system, described for a single track, in which each train, as it passes a signal for its own direction, sats it at " danger," releases the second signal behind it, sets the second signal in front for the the opposite direction to " danger," and releases the signal of that series which it is passing. Means for detecting tampering with the signals, whistle signals.on the engine, and a train recorder are also described. Figs. 1 and 2 show the mechanism for operating the semaphore disc 5, which has two positions 90‹ apart, a mark on the face being vertical for " line - clear " and horizontal for " danger." In the actuating-circuit is the electromagnet 3, normally energized so that the armature 9, pivoted at 10, is pulled down and the spring catch 7<a> on the disc held at "line-clear." When the electromagnet is de-energized, the armature rises and, with it, the rod 23, which is pressed against it by a spring. The contact 32,33 is thus made, the cord 24 moves the lever 25 so as to operate a slide and change a colour indication in an aperture of the box T, and the rotation of the disc produced by the weight 12 brings the lever 13 to a horizontal position by means of the pulley 16 on the spindle 4, and the cord 15, the lever in this position contacting with whistle-sounding mechanism on the engine. Unauthorized movement of this level will place it in a position out of agreement with the disc, and thus be indicated. A current in the restoring- circuits energizes (1) an electromagnet 28, the armature being attracted so as to release the stop 31 ; (2) field-magnet coils I ; and (3) an armature on the spindle 4, the windings being such that the disc is returned to " line-clear and the other indications changed. Figs. 6 and 7 show the contact apparatus operated by the trains, placed in pairs U, U<1> of identical units beside the rail 51. Flexure of the rail between the sleepers moves the lever 50 and lifts a rod 55, provided with a hinged upper section 53, which will, if in the vertical position, turn the L-shaped water-tight receptacle 42 through 90‹ about its pivot 48. In the inclined position indicated, determined by the strip 55<a>, the receptacle is not rocked, and the mercury it contains continues to complete the actuating-circuit between electrodes 46. In the alternative position, the mercury passes through a small hose into a tube 43 containing terminals 45 in the restoring- circuit, a balance weight 49 normally maintaining the position shown. If contact of the wheel occurs first at U<1>, the rod 55<1> is raised, the corresponding receptacle is rocked, and the projection 59<1> on the rod 53<1> strikes an arm 60 on one of two spindles 58, 58<1> passing through the tube 61, turning it until a cam thereon forces the rod 53 into the inclined position, when a second arm 63 upon the spindle comes above the pawl 64 and locks the spindle. This pawl is pivoted at 64<a> to the frame, and its lower end is pressed by the spring 65, and contacts with the extremity of a spring-pressed pawl 66 which is pivoted at 66a to the sliding rod. The wheel contact at U will not, therefore, affect the receptacle 42, the projection 59 will clear the arm on the second spindle, so that the vertical position at U will be retained, and the pawl 66 will be deflected against the pawl 64 during the upward stroke, but will force it outwards during the return stroke and restore all the parts to normal position. A reciprocal action occurs if the direction of the train be reversed. A section of single line is shown in Fig. 13, and the wiring is such that a train operates, by contacts on the left, signals for trains in the opposite direction, and, on the right, for trains following in its own direction, all signals being read to the right of the direction of motion. Thus, the train entering at Q, on reaching contact e, sets signal A at " danger " and releases E, at d sets Bat "danger" and releases D, likewise setting C<1>, B<1> to " danger " as it passes them, and simultaneously releasing the second signal to the rear on the same side, the arrangements undergoing modification at crossing-places. The U-shaped parts at e, d, and c represent the two pedals, and the breaking of circuit at such points corresponds to the breaking of contact at 46 or 46<1>, while the contact of the central conductor in the U with the left side of the U corresponds to the making of the circuit at 45, 45<1> in the case of trains going from Q to P. Line wires X, X<1> supply current to the actuating-magnet 3 or restoring-magnet 2. In modified contact mechanism, the pedal 50 compels a catch to release pivoted hammers, which are then forced upwards by a contact-surface on the train and lift the rods 55. By placing the left contact on the engine and the right contact on the last carriage of a train, failure of couplings will prevent the release of the signals set against the following trains, and if the detached carriages move backwards, these signals will be set positively at " danger," special signals being placed at the foot of inclines to indicate running-back. At level crossings, the pedal mechanism described is arranged to give audible aud visible signals. Each of the contacts 32, 33 at the signal is in circuit with a battery, a ball 37, Fig. 14, and an electromagnet 38<1> operating a recording-point 38 upon the train indicator shown, which consists of a paper sheet with horizontal time divisions 39, driven by a clock 41. From the records of all train contacts thus made, the speed and position of the trains may be deduced, or the failure of line current inferred.