Patent GB-191306186-A (GB)
Title: Electric Train Signalling and Controlling Systems.
Inventor: ALLARD ANDREW JOSEPH
IPC: B61L3/10
Filed: 1913-03-12
Granted: 1914-03-12
Abstract: 6186. Allard, A. J. March 12. Electrical systems, automatic; track apparatus actuating signals o n trains ; miniature signals.-Signals showing when the track is occupied, whether the occupying train is running in the same or opposite direction, and when a switch set for a branch road is ahead, are actuated on a train together with the brake valve if the speed is high, by current derived from batteries on the track through track ramps, the circuits including electromagneticallv actuated switches controlled by the passage of the train over insulated sections of one of the track rails; one track rail is used as a common conductor and is continuous. A circuit-changing switch at the end of each block comprises an insulated drum 18 carrying contact plates co-operating with fixed springs. The drum is mounted in bearings and carries a disk 30 bearing two pins 31, each of which carries a link 40 pin-jointed to levers 39 which support the armatures of two magnets 35, 36. The disk is thereby rocked to one side or the other by the energization of one or other of these magnets and is locked in this position by the dogs 29 pivoted on pins 26 which engage a notched disk 23 and are withdrawn to unlock the drum by the magnets 41, 42. When unlocked, the drum is reset to normal position by a weight 34 supported on slotted links 32 engaging the pins 31. Fig. 1 shows the right-hand end of a section of track which includes a loop siding and the left-hand end of the next section to the right of the Figure. At each such position a circuit changing drum 18 is provided and this drum is shown in the normal position. Fig. 2 shows the arrangement of engine apparatus including four collecting shoes, of which three 148, 157, 183 supply current to the magnets controlling miniature signals 155, 163, 189 suitably marked to indicate that the train (1) is at the rear of a fouling train, that is, is following in the same direction; (2) is at the head of a fouling train, that is, is running in the opposite direction; or (3) is approaching a switch set for the siding. The fourth shoe 118<a> is connected up to the magnet of a ' block ' danger signal 127 and to a relay 142 which is also controlled by a speedometer pointer so as to be energized only if the speed of the train is high when sufficient current is received through the shoe 118<a>. The relay 142 then releases a weighted lever to close a contact in the circuit to the magnet 134 which trips a detent of a valve-operating lever 131. The miniature signals and magnetically - tripped levers are replaced bv hand. Fig. 4 shows the contacts of a polarized electro-magnetic switch, the armature 193 of which normally makes contact with the insulated screw 196 but is operated towards the insulated spring 198 which it forces against the insulated screw 197. A train approaching the station B from the right of Fig. 1, the section to the left of B being clear and the points set for the main road, receives no signals from the ramps 8, 10, 11 at the right of the Figure. When the wheels connect insulated rail 3 to the continuous rail 1. a circuit is made from the battery 114 over lead 116, rail 3, rail 1, lead 89, relay 111, lead 112, contact 50, and lead 113. This circuit energizes the relay 111 to open the contact 196 and close the contacts 197 which connect the leads 112, 113 to maintain the circuit after the drum 18 has been moved. The open contact 196 renders a circuit, which would otherwise be closed from batteries 86, 88 through the releasing-magnets 42 or 41 and contact 48, ineffective when a train is over either rail 3, 5, or 7. At contact 4, a circuit is made from battery 88 over rails 1, 4 to a magnet 96, which closes at contact 97 the circuit from battery 86 to magnets 35, 102, which includes the contact 45. The magnets 35 move the drum 18 to the right, in which position it is locked. The magnets 102 close contact 103 and current passes from battery 86, over contact 103, contact 46, and lead 91, to the next apparatus in the rear of the train, contact 49, magnet 93, lead 92 back to the apparatus at station B, and lead 107 to the battery 86. The magnet 93 closes the circuit to the magnet 42 which releases the drum on the rear apparatus, which returns to normal position. The contact 43 of the drum of the apparatus at station B connects the batteries 88, 86 in series to the leads 117, 118 and ramps 10, 8, 11 (the resistance 9 being interposed between the ramps 10 and 8) at the right of the rail 3, and to the lead 90 to similar contacts at the opposite end of the section, at which end also the contact 14 is connected through the normally-placed contact 47 of the drum. The contact 44 of the drum 18 at B connects the ramp 13 to the batteries 86, 88. The train is thus fully protected in front and rear. While the train is on contact 5, the magnet 111 retains the contact 196 open as at contact 3. While rail 4 is connected to the rail 1 by the train wheels, the magnet 96 at the left of the Figure is energized, but the circuit including its contact 97 is open at contact 45 on the drum and the magnets 36 are not energized. At contact 7 the circuits are as at contacts 5. While the train is on the main length of the section. current passes from battery 88 over lead 107 and lead 92 to the left end of the section, to magnet 166 and contact 50 and lead 164 of the distant apparatus to the rail 2, the train wheels, and rail 1. The magnet 166 closes a circuit from the distant batteries 86, 88 to the wire 90 connecting the ends of the section and to the ramps 8, 10, 11 which protect the section. When a train is to pass into the siding at the end F, the switch C linked to the point blades closes the contacts 176, 178. The contacts 176 complete a circuit to the rail 6 and the magnet 96 controlling the magnets 36 which rotate the switch drum to the left. This circuit is effective for setting the switch drum if the latter has not already been set by the train, as is the case if the train from left to right of the Figure is backing into the siding. The contacts 178 close a circuit to the ramps 16 which supply current to operate the indication ' switch ' on the train. When the point blades are reset, the contacts 180 close momentarily the circuit through the contact 196 to the release magnets 41, 42.