Patent GB-191323898-A (GB)
Title: Improvements in Railway Signalling Apparatus, and Apparatus for Stopping Trains Independently of Drivers.
Inventor: LINDON REGINALD JOSEPH ROBERT
IPC: B61L3/04
Filed: 1913-10-22
Granted: 1914-10-08
Abstract: 23,898. Lindon, R. J. R. F. W. Oct. 22. [Cognate Application, 12,504/14.] Mechanical systems, non - automatic; track apparatus for stopping trains. - A train-stopping hinged ramp 1, Fig, 1, is raised into the operative position by a wire 3 when the semaphore wire 4 is operated so as to place the distant signal 5 at ' danger,' and the same operation raises also an auxiliary hinged ramp 17, arranged to the rear of, and out of line with, the first ramp 1 and adapted to be depressed by a striking - member on the train, this depression serving to raise a third hinged ramp 25 adapted to stop a train in the rear. The ramps 1, 25 are arranged between the track rails and are adapted to operate a vertically sliding member 6, Figs. 5 and 6, carried by the engine and controlling both a valve 8 on the vacuum pipe of the brake and the spindle 10 of the engine shut-off valve. The valve 8 is opened by a lever 42 and links 43, and a lever 47 keyed to the valve spindle 10 is turned by the lever 42 and a rod 44 having a spring - connected tubular part 45. The member 45 is coupled to the long arm of a bell-crank lever 48 carried by the lever 47 and having its short arm coupled to a catch rod 49, which normally interlocks the hand-operated lever 46 with the valve spindle 10, but unlocks the same on the upward movement of the member 45. An outwardlypressed catch member 53 holds the lever 42 in the raised position after the member 6 has struck the ramp, and a suitably protected handle is provided to draw back the catch 53 so as to restart the train. The auxiliary ramp 17 is adapted to be depressed by a striking- member 18 arranged in duplicate as shown, Fig. 5, so as to be operative whichever end of the locomotive is travelling foremost. The height of the bracket 37, which carries the striking-members 18 and the movable member 6, can be adjusted by a screw 40, locking-pins 39 being provided. The ramps 1, 17 are operated by the mechanism shown in Fig. 3. The semaphore wire 4 has a branch wire 3 connected with a weighted arm 12 fixed to a shaft 13, which carries a crank-arm 14 having at its end a roller 15 bearing against the underside of the hinged ramp 1, so that the release of the signal wire enables the weighted arm 12 to fall into the position shown in full lines and raise the ramp 1. The shaft 13 carries a second crank-arm connected by a rod 22 with a rocking arm 20 adapted to raise the ramp 17 by a roller 21. When the ramp 17 is depressed by the striking-member 18, an arm 26, carrying the pivot 19 of the arm 20, is depressed against the influence of a weighted arm 27, which is thrown over against a spring stop, and, by paying out its wire connexion 28 with a weighted lever 29, Fig. 1, allows the ramp 25 to rise into the ' danger ' position. A spring-pressed catch member 31, coupled to an arm 34 on the shaft 13, prevents the return of the weighted arm 27 until the semaphore is lowered to the safety position. To prevent snow &c. from accumulating under the ramps, they are provided with skirts of pleated leather &c. attached at the upper end to the ramp and at the lower end to the ground. An additional ramp 57, Fig. 1, similar to the ramp 1, may be operated in conjunction with the home signal, or the ramp 1 and its connexions may be worked from the home-signal wire.