Patent GB-191112089-A (GB)
Title: Improvements in Train Controlling Mechanism for Railways.
Inventor: JONES RICHARD THOMAS
IPC: B61L3/10
Filed: 1911-05-19
Granted: 1911-12-30
Abstract: 12,089. Jones, R. T., and Jones, F. T. May 19. Electrical systems, automatic; single - track systems; track apparatus for actuating signals on trains and for stopping trains.-Relates to signalling systems of the class in which stop gear and signal gear on the train are normally held inoperative by an electro - magnet in a normally-closed circuit on the train, which circuit is opened by the contact of a track ramp with a switch arm on the engine, the switch arm and track ramp co-operating to close the circuit on the train through a track circuit the electrical condition of which depends upon the presence or otherwise of a train in a section in front. The invention consists in the provision of track sections formed by dividing each of the track rails into a series of insulated lengths, and in the provision of track batteries in the above-mentioned track circuits. The invention is shown applied to a single track system. Each track circuit includes a ramp 11, magnet-armature 13, a battery 14, and a track rail 1. The battery 14 is connected to the ramp 11 when the circuit from a track battery 20 to the electro-magnet 12 is closed by an armature 27 of an electro - magnet 26<a>. In the conditions shown in the Figure, a track battery 28, which normally energizes the electro-magnet 26<a>, is short-circuited by a train 25 in the section. The consequent breaking of the circuit at 27 de-energizes the electro-magnet 12, and the ramp circuit is broken at 13. In addition to signal ramps 17, ramps 34 for operating engine stop-gear are provided. The track circuit of a stop ramp 34 is controlled by two electromagnets 37, 42 included in circuits controlled respectively by electro - magnets 26, 26<a>. The system is duplicated for the two directions of working. On the engine, a semaphore signal 79, Fig. 3, is normally held in safety position by an electro-magnet 80 energized by current from a battery 82. When the resilient double contact 90 is deflected by the track ramp, the battery is completely cut out and the electromagnet 80 is energized or not from the track battery 14 according to the position of the armature 13. An electro-magnet 102 is similarly dependent alternatively upon a traincarried battery 110 and track battery such as 40, Fig. 1. A speed indicator is arranged in connexion with the stop-gear. It has, in addition to the usual dial, three contact plates 107, 108, and 128. If a train is travelling at a low speed, a circuit from the stop-magnet 102 and a battery 121<a> is closed through the plate 107 and the pointer 106, so that action of the stop-gear is prevented. Plates 108, 128 are in parallel and the normal circuit of the stopgear includes one of them. The stop-gear can be put out of action by closing a switch 126. When, in stopping the train, the magnet 102 is de-energized, a weighted lever 98 falls and opens a train-valve 94. This valve is locked in open position by a spring - pressed rod 135, Fig. 5. The rod 135 is withdrawn, when the front cover of the speed indicator is opened, by a cam-projection on the cover which engages the cranked end of the rod 134, but the indicator can only be opened when the train is at rest and the end of the pointer 106 can pass through a gap in a flange on the cover. The signal semaphore 79 is reset by a pneumatic piston when the stop-gear contact 113 is deflected by a track ramp and opens a cock 150 in a pipe leading from an air reservoir 142. The stop gear is reset by a pneumatic piston 148 when a cock 144 is opened by the unlocking movement of the rod 134. Fig. 12 shows in detail the stop-gear contact. The two U-shaped resilient plates 113, 119 are secured to a cross-head 176 of insulating material on a spring-pressed rod 178 slidingly mounted in a bracket 180. The battery is connected to contacts 111, 120 and the train circuit connects to the plates 113, 119 by leads 114, 118. The train valve, Fig. 10, is constructed so that the airpressure tends to open it. A rib 156 projects from the casing 94 and fits closely upon a rounded central portion 161 so as to cut off a chamber 160 from the inlet. Accumulation of pressure-fluid in the chamber 160 is prevented by a vent 164.