Patent GB-191500229-A (GB)
Title: Improvements in and relating to Railway Signalling.
Inventor: IRVING ERNEST COPELAND
Filed: 1915-01-06
Granted: 1915-12-09
Abstract: 229. Irving, E. C. Jan. 6. Signals and points, interlocking; controlling points-levers by trackc i r c u i t. Relates to means for effecting an inter - control between the points S and the main-line signals in rear of the points-section C, in which the point lever remains locked unless one or other desired number of such signals is at danger, means being provided at the switch stand by which, subject to track conditions, the said signal or signals may be placed at danger. The handle 11 of the points-locking bolt is carried on a disk 12 having a step 15, with which engages a pivoted lock 13 controlled by a magnet 7. The circuit of this magnet from the battery 19 includes contacts 17, 18, which are closed only when the signals E, F are at danger, and a contact 9 closed by a push 10 at the box 55. The operation of the switch 10 also closes a contact 8 in the circuit of a relay 6. the energization of which breaks the signal circuits at 33, 42. The circuit of the relay 6 also includes a contact 21 controlled by a polarized track relay 1, the circuit of which relay includes a contact 36 (controlled by the track relay 2) and the pole-changing switch 37, 38 (controlled by the signal F). The polarized relay 3 of the track section D ahead of the point section C controls the signal circuits from the battery 31. In operation, if a train on the branch X is to be passed on to the main line, the section B being unoccupied and the signals F. E at safety, the trainman operates the switch 10 to close the contacts 8, 9, the former completing the circuit of the relay 6 through battery 19, wire 25, relay 6, wire 23, contact 8, wire 22, contact 21, and wire 20. The contacts 42. 33 being thus broken, the signals go to danger and close the contacts 17, 18 to complete the circuit of the magnet 7 and free the handle 11. The handle is turned anti-clockwise to free the locking-bolt, at the same time opening contacts 14, 14<a> in the signal circuits, to maintain the signals at danger even if the switch 10 is released. When the train enters the section C, the relay 2 is de-energized, and the contacts 27, 28 in the circuit of the signal F, and contact 36 in the circuit of the relay 1 of the section B are thus broken, ensuring that the signals F, E remain at danger until the train clears the section C. The train having passed on to the main line, the points are reset and the handle 11 returned to the normal (locking) position. When the train enters the section D, relay 3 is de-energized, maintaining the signal F at danger owing to breakage of the contact 26; but, the contact 36 being now closed, the signal E is operated to the caution position. A train on the section B, by de-energizing the relay 1, breaks the circuit of the relay 6 and thus prevents operation of the points. If, however, it is desired to pass a train from the siding X in advance of the train in the section B, the latter train is moved just into the section C so as to shortcircuit the relay 2 to put the signal F at danger and complete the lock-releasing circuit. To prevent the unauthorized passage of a train from the siding X, a derail device may be fitted in the rear of the insulation 52 and is in operative position when the points are not switched on to the main line. To prevent the cover 56 of the box 55 from being closed unless the handle 11 has been moved back at least 90 degrees towards the locking position, a projection 57 and recess 58 are provided on the inside of the cover as shown. An indicator 59 controlled from the signals may be fitted in the box to show the free or locked position of the handle 11.