Patent GB-190215218-A (GB)
Title: Electric Safety Apparatus for Controlling the Traffic upon Railways.
Inventor: PROCHASKA FRIEDRICH
Filed: 1902-07-08
Granted: 1903-10-08
Abstract: 15,218. Prochaska, F. July 8. Semaphore signals; controlling and locking signals interlocking; signalling-instruments; signalling and communicating between trains; contacts, electric. -Relates to railway trafficcontrolling apparatus of the type in which the signals, switches, &c. are operated electrically, and the apparatus comprises station mechanism,central mechanism, rail contacts, and other contacts, &c. adapted to secure the necessary interdependence of the switches, signals, rotary discs, gates, &c. In the present invention, the station apparatus, Figs. 1, 1<a>, 1<b>, and 2, consists of means whereby the station official can instruct the central operator to open a particular line and lower the corresponding signal, the central apparatus, Fig. 1<c>, enabling the central operator to lower the signal provided the line is clear for the train to proceed. The key K‹ of the station commutator, Figs. 1<a> and 1<b>, is provided with contacts a, b, and is capable of rotary and axial movements, to cause these contacts to engage with the contacts c<1>, c<2>, or c<2>, c<3>, &c., according to which of the lines 1, 2, 3, &c., Fig. 1<c>, is to be opened. The axial movement of the key also effects the operation of the slide-bar G, by means of the lever H. The station relay, Figs. 1 and 2, has only one controlling magnet E, and comprises the slide-bar G, the armature lever E<1>, the locking lever i, and the jumping lever T, with various contacts R<0> ... R<4>, x, y, G<5>, as shown, controlled by the movable parts. The movements of the lever T are controlled by its projections T<0>, T', T', T<3>, T<4>, which are adapted to be engaged by the projection E<2> on the armature E, the projection G<4> on the bar G, and the spring-controlled lever p, the spring f serving to return the levers p, T to normal position. The central apparatus, Fig. 1<c>, comprises a somewhat similar jumping lever t, electromagnet Z, armature lever Z<1>, lever p<1> &c., with contacts r<1> ... r<7>, n<7>, n<8>. The slide-bar N<1> is actuated by the inclines N<5>, N<6>, &c., from the neutral slide-bar N, which is adapted to be shifted by the levers F<5>, F<6>, &c. actuated by the central operator. The bar N has a notch N<4> to permit the operation of the signal lever S<1> and bar S' for lowering the signal, and when operated locks the controlling levers of the switches &c. The bar N and lever S' control the contacts n<2>, n<3>, n<5>, n<6>, S<3>, S', and the signals are controlled by an electromagnet S<5> of some known system, such as the Siemens-Halske system. The electromagnetic indicators F<1> ... F<4> indicate to the central operator the line which is to be opened, and also control in the usual way the operation of the levers F<5>, F<6>, &c. The interdependence of the switches, rotary discs, locks, gates, &c. is secured in known manner by means of contacts C<5>, C<6>, &c. in the circuit of the electromagnet M, which controls the contact M'. These contacts are constructed as shown in Fig. 5, the spring-contact C<2> on the armature C<1> of the electromagnet C being weakened at C<7>, so that, when the electromagnet is de-energized, the contact C<2> by engaging the stop C<3> is forced away from the co-acting contact C<4>, even though the armature may " stick" to the magnet. This arrangement may be used in conjunction with the apparatus for, and the method of, connecting the controlling magnet, as described in Specification No. 10,141, A.D. 1902. The train-operated circuitcloser P, Fig. 1<c>, maintains the lower contact P<2> closed until the last wheels of the train have left it. The operation of the key K<0>, Fig. 1<a>, say to transmit the order for opening the line 1, completes a circuit V<1>, x, G<5>, E, R', R<0>, a, c', l<1>, F<8>, F<1>, M', r<7>, Z, V<2>, which actuates the indicator F<1> to give the order to the central operator, and also energizes the magnets E, Z. The bar G is pulled down, but the lever T is held by the projections E<2>, T<0>. The central operator then reverses the lever F<5>, so shifting the bars N, N', and reversing the contacts n<1>, n<8>. This completes a circuit through the magnet M, which breaks the contact M', and so de-energizes the magnets E, Z, so that the levers T, t pass to position 1. The connection n<1>, n<3>, r<4>, P' prevents the premature closing of the lever of the line if, when the latter is reversed, the circuit-closer P is still under the pressure of a vehicle, as in that case a circuit is closed through Z, P<2>, which prevents the return of the lever Z<1>. The movements of the levers T, t into position 1 close the contacts y, R‹, R', R<4>, r<5>, r<2>, and establish a circuit V<1>, n', n<3>, C<5>, C<6>, M, r<2>, l<7>, y, R<4>, W, W<1>, b, c<2>, l<2>, F<9>, F<13> through the electromagnetic coupling of the signal, all other elements for the control of the signal being inserted between the points F<9>, F<13>. This enables the signal to be lowered by operating the lever S'. When the train reaches the circuit - closer P, it closes a circuit through the magnet Z and allows the lever t to jump to position 2. When the train passes off the circuit-closer P, Z is deenergized, t jumps to position 3, interrupts the signal circuit at r<2>, and releases one of the stops (N<5>, t<3>) of the bar N<1>. The cirruit-closer P also completes a circuit through the magnet E, allowing the lever T to jump to position 2, and breaking the signal circuit at R<4>. On returning the signal lever S<1>, the magnet Z is energized and releases the bar N<1>, so that the central operator can put back the lever F<5>, t returns to position 2, and T passes to position 3, where it closes between x, x<3> a circuit through the magnets E, Z and so allows t to return to position 1. On pulling the key K<0> back, the circuit through the magnets E, Z is interrupted at G<5>, and the parts all return to normal position. A recall key W is provided to enable an order to be cancelled. The circuit-closer P may be replaced by two circuit-closers connected in series in the circuit of the magnet Z, and adapted, through the movement of a contact connected with the lever t, to be also connected in parallel with that circuit, so that the magnet Z is only deprived of current when the train has left both contacts. The circuit-closer P is constructed as shown in Fig. 7, the two controlling treadle-bars A', B<1> being arranged longitudinally of the rails with their adjacent ends overlapping. The construction is such that the contact P is not reversed by the depression of the treadle A' until the treadle B<1> is also depressed, and is not returned to normal until the train has cleared both treadles. Provision is also made to prevent the movement of the contact, if the treadle B be first depressed, as in case of a train travelling in the reverse direction. Fig. 14 shows an arrangement whereby three line signals are controlled by a single electromagnet. The signal arms J<1>, J<2>, J<3> are connected to sliding bars provided with arms J<6>, J', J<8> and projections J', J<5>. By means of these arms and projections, the signals J<1>, J<2> are moved with the signal J<3>, while the signal J<1> is moved with the signal J<2> and can also be operated independently. The operation is effected by means of the hook m<1> on the bar D, which is actuated by a suitable motor and gearing, such as that described in Specification No. 10,141, A.D. 1902. The bar D is connected by a spring f<10> to the bar q, which, when free, holds the catch m<1> clear of the arms J<6> &c. by means of its shoulder g<4>. When the central commutator v is connected to one or other of the heads L', L', L<3>, the bar q moves with D until the switch s completes the circuit of the magnet h, on which the hooked armature g' engages the corresponding tooth q<1>, q<2>, q<3> on the bar q, and holds this bar stationary, so that the catch m<1> is then free to engage the arm J<6>, J<7>, or J<8>, to actuate the corresponding signal or signals. In a modification, the sliding bars are replaced by rotary members ; in a further modification, the catch corresponding to m<1> is formed with a knuckle-joint to facilitate its disengagement. Fig. 22 shows a three-position signalling arrangement, adapted to be worked automatically. The two arms W, Y are mounted close together, so that, when both are in the horizontal or upwardly inclined position, representing the ' stop ' or 'full speed' signal, they appear from a distance as one arm. For the ' moderate speed' signal, the smaller arm W only is raised. The apparatus is operated by the motor M', and the commutators and motor are interconnected with two adjacent signals, so as to provide for the automatic control of each. The motor may act through a cog-wheel mechanism R<5>, A<4>, as described in Specification No. 10,141, A.D. 1902. The arms W, Y are connected to the arms w, y mounted concentrically with the wheel A'. The apparatus also comprises a coupling catch n<9>, a mechanical coupling y', K<3>, A<9>, and a relay E<3> controlled by the locking mechanism D<5>, which is governed by the cam A<5>. The rotation of the whed A<4> is always in the direction of the arrow, and the construction is such that the conditional, unconditional, and stop' signals are given successively during successive stages of such rotation, the different movements being controlled through separate conductors 21, 22, 23, connected to the controlling apparatus of the adjacent signals. The signals shown in Fig. 22 are also employed, with some modifications of the relays and coupling mechanisms of the signals, in an automatic signalling installation, wherein the relay of the signal nearest to the departure station is brought, by a current from the station, into position to move the signal to clear line,' and, after the passage to the moderate speed' position, the current is transmitted from signal to signal to move them consecutively from the ' stop' to the clear line