Patent GB-191413883-A (GB)
Title: Improvements in or relating to Railway Safe-running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/10
Filed: 1913-04-17
Granted: 1914-07-17
Abstract: 13,883. Angus, A. R. Feb. 13, 1913, [Convention date]. Electrical systems, automatic; track apparatus actuating signals on and other than on trains and for stopping trains; visual outdoor signals; slots, reversers, and like apparatus.- On a single-track line, a train passing a track contact at the entrance to the section sets the signal at the far end to danger if the near signal is at clear, and on passing another contact, puts the near signal to danger and replaces both signals as it passes contacts at the exit end of the section. Additional contacts are provided for testing the position of the signals, and danger signals or stopping-apparatus are actuated on the train at any track contact if a signal is not properly operated or if any faults occur in the circuits. Trains moving in different directions along the track have different poles of generators in contact with the track contacts, to which are connected polarized relays controlling the circuits to semaphoreoperating devices. The apparatus carried on the train includes a relay magnet 34 in series with a source of energy 32 and two reversing- switches 100, 41, the former of which is operated by hand, and the latter by the reversing- gear of the engine. The relay 34 controls the circuits of magnets controlling the clear signal whistle 63, the danger signal whistle 26, and the valve 22 actuating the brake-valve and the throttle-valve operating devices and the miniature signal 28. These latter circuits are normally closed through contacts 9, 11, 12 on the shoe 10, but are broken at these contacts when the shoe contacts with the ramps, and substitutional circuits are completed by the relay 34 if current of a normal value passes through its coils. The switches 41, 100 are so connected that, for, say, a down journey, the positive pole of the generator 32 is connected to the shoe 10, and for an up journey, the negative pole is connected to the shoe. In an arrangement as shown in Fig. 2, home and distant semaphore signals for each direction of running are normally at clear position and are set to danger by a train entering the section from either end, and their proper movement is necessary to the giving of a clear signal by the engine apparatus. A train over track contact 1 completes a circuit over contact 151 on the signal m, which is at clear, wire 152, contact 83, the armature 73 being at clear, wire 93, and coil 95 to earth. The armature 74 is moved to danger position and closes a circuit from the battery 141 through the contact 140 to the lock magnets 135 of the signals p, q for an up train, and these signals go to danger under the action of a counterweight. When the train is over contact 2, a circuit is made over the contacts 154 on the signal n, which is at clear, wire 155, contact 157, wire 158, contacts 159, 161 on the signals p, q, which must be at danger, wire 162, and either through the relay coil 95 or through a resistance to earth. This circuit tests the clear position of the signal n and the danger position of the signals p, q, and gives a clear signal on the train if these signals are properly set. An up train attempting to pass over ramps 6 into the section would be warned and at the ramp 5 would be stopped if the signals p, q are at danger. The down train passing the contact 3 energizes the relay 97, which closes a circuit from the battery 141 to the lock magnets of the signals m, n, which are thereby released and are put to danger by their counterweight, their operation being tested when the train is over the contact 3<a>. The train, thus protected in front and rear, runs through the section and at the contact 4<a> energizes the relay 96 over a circuit including contacts 170, 172 on the signals p, q and wire 173. The armature 74 is put to clear and closes the circuit through the contact 139 to the signal-operating magnets for the signals p, q. If the circuit from the contact 172 is completed through a resistance instead of through the relay 96, the action last described only takes place when the train reaches the contact 4. At contact 5, a circuit is made over contacts 175, 177, wire 179, contacts 180, 182, to relay 98, which moves the armature 73 to clear and closes a local circuit to the operating-magnets of signals m, n, which are thus set to clear. At the contact 6, a circuit is made over contacts 185, 84 and wire 104 to the relay 98, which circuit tests the setting to clear of the armature 74. Means are provided at loops and turntables to ensure correct setting of the engine switches before starting the outward journey. A semaphore-operating mechanism is shown in Fig. 3 and comprises a coil 131 which draws its core 132 to set the signal to clear, in which position it is held by the spring-pressed core 136 of a magnet 135 until this magnet is energized. The signal is reset to danger by the counterweight T when the latch 136 is withdrawn. The circuit of the operating-magnet 131 passes through contacts 138, 139 which are separated after the signal is locked in the clear position bv the core 136 carrying the contact-member 138. The circuit of the releasing-magnet 135 passes through contacts 134, 140 which are only in contact while the signal. arm is at or near the safety position