Patent GB-524872-A (GB)
Title: Improvements relating to railway traffic controlling apparatus
IPC: B61L19/06
Filed: 1939-02-09
Abstract: 524,872. Route-setting apparatus. WESTINGHOUSE BRAKE & SIGNAL CO., Ltd. Feb. 9, 1939, No. 4296. Convention date, March 17, 1938. [Class 105] Route-setting apparatus of the type operated by contact levers associated with the two ends of the route and located for example on a miniature diagram at the ends of the various routes is provided with separate entrance and exit stick relays for each route end, these relays then effecting the energization of a route relay. The stick circuit of the entrance relay includes a track relay front contact while the stick circuit of the exit relay includes a front contact of the entrance relay and the winding of the route relay. The route circuit is open if any points have been locked in a conflicting position by a route already set up. The track indicators on the panel are illuminated in white when a route is set up, the points section being flashed during change-over, but each section changes to red when occupied by a train. The signal indicators on the panel are illuminated in green when a signal clears, being flashed if the signal is not a high-speed signal. The signal indicator is illuminated in red if the route is not available : a flashing red illumination is given during the time delay release interval of the approach locking. Fig. 1 shows the miniature diagram panel for the track layout of Fig. 5 the points 1, 3, 5 of which can also be individually operated by panel levers 1P, 3P, 5P. To set up a route 4-8 past the intermediate signal location 12 the levers 4P and 12P are first briefly moved to the right and then the levers 12P and 8P are briefly moved to the right. The first actions pick up entrance relay 4ER and exit relay 12XR, Fig. 2 ; the second actions pick up entrance relay 12ER and exit relay 8XR. The circuit for the entrance relay 4ER is from source B, lever 2P in mid-position, lever 4P at the right, winding of the relay 4ER, back contact 15 of an exit relay 4XR, and front contact 16 of a track relay 7TR ; the circuit for the exit relay 12XR is from source B, lever 12P at the right, back contact 29 of a route relay 12-8R, back contact 30 of a relay 12S, and winding of the relay 12XR ; the entrance relay 4ER sticks over its front contact 17, but the stick circuit for the exit relay 12XR is from source B, front contact 21 of the relay 4ER, front contact 31 of the lock relay 1LR for the points 1, winding of the route relay 4-12R, front contact 32 of the relay 4ER and stick contact 24 of'the relay 12XR ; this circuit is not effective to energize the route relay until the lever 12P is restored to the mid position since source B is applied to both sides of the route relay until such restoration. The route relay 4-12R closes its front contact 33 to energize the relay 12S so that contact 30 of the latter relay permits the pick up of the entrance relay 12ER. The pick up circuit for the entrance relay 12ER is from source B, lever 12P at the right, back contact 29 of the relay 12-8R, front contact 30 of the relay 12S, winding of the relay 12ER, resistance 72, and front contact 73 of track relay 5TR ; the pick up circuit for the exit relay 8XR is from source B lever 10P in mid position and lever 8P at the right. The stick circuit for the exit relay 8XR is from source B, front contact 79 of the relay 12ER, winding of the route relay 12-8R, front contact 80 of lock relay 5LR for the points 5, lever 5P in mid position, back contact 82 of relay 8ER, and stick contact 83 of the relay 8XR. Thus route relays 4-12R and 12-8R have been energized and from Fig. 6 it will be seen that contact 34 of relay 4-12R will energize the lower (reverse) winding' of a points control relay 1W to set the cross-over 1A, 1B at reverse while' contact 88 of relay 12-8R will energize the upper (normal) winding of a points control relay 5W to set the cross-over 5A, 5B at normal..When these points have responded their correspondence indication relays 1RWP and 5 NWP are energized whereby signal control relays 4HR, 12HR, Fig. 3, are energized ; the circuit for relay 4 HR is from source B, front contact 48 of exit relay 12XR, front contact 49 of route relay 4-12R, front contact 50 of'correspondence indication relay 1RWP, and front contact 51 of entrance relay 4ER ; the circuit for relay 12HR is from source B, back contact 84 of relay 8ER, front contact 85 of correspondence indication relay 5NWP, front contact 86 of route relay 12-8R, and front contact 87 of entrance relay 12ER. The low-speed signal 4C is cleared by the circuit shown in Fig. 4 as soon as the points in the route have been locked by the lock relays 1LR, 5LR dropping. The signal mechanism 4CG is energized by a circuit from source B, front contact 63 of a relay 8 ALS (giving the approach locking for the opposing direction), front contact 64 of the exit relay 12XR, back contact 65 of the locking relay 1LR (for the points 1), front contact 66 of the correspondence indication relay 1RWP, front contact 67 of the relay 4HR, front contact 68 of the relay 1RWP, front contact 69 of a relay 4 AGP (high-speed signal 4A at danger), winding of the signal mechanism 4CG, and front contact 60 of the relay 4HR. The signal 12 is cleared by a circuit from source B, front contact 98'of the relay 8ALS, back contact 99 of relay 8HR, front contact 100 of correspondence indication relay 5NWP, back contact 101 of lock relay 5LR (for the points 5), front contact 102 of the relay 12HR, winding of the signal mechanism 12G, and front contact 91 of the relay 12HR. The approach locking relays 4ALS, 12ALS for the route 4-8 direction are respectively de-energized by 'the opening of back contacts 60 and 91 of the relays 4HR, 12HR. The locking relays 1LR, 5LR are deenergized when the approach locking relays 4ALS, 12ALS drop, Fig. 9 (not shown). It should be noted that the dropping of a locking relay such as the relay 1LR does not deenergize the route circuit since the opened contact 31 of relay 1LR is parallelled by a closed contact 62 of the correspondence indication relay 1RWP The indication arrangements are shown in Fig. 11 and to give rearward release as the train progresses the arrangements shown in Fig. 10 are provided where it will be seen that front contact 52 of the relay 4HR energizes a relay 7ESK whichin turn energizes a relay 1ESK over front contact 54 of the relay 1RWP ; front contact 89 of the relay 12HR energizes a relay 5ESK. Considering now Figs. 1 and 11 it will be seen that a panel strip 7K is illuminated by a white lamp w energized over front contact 55 of the relay 7ESK and front contact 56 of track relay 7TR. Strip IRK is illuminated by a white lamp w energized over front contact 59 of the relay 1ESK, front contact 42 of the relay 1RWP, and front contacts 43, 44 of track relays 7TR, 1TR. Strip 1K is illuminated by a white lamp w energized over front contact 57 of the relay 1ESK and front contact 58 of track relay 1TR. Strip 5ANK is illuminated by a white lamp w energized over front contact 90 of the relay 5ESK, a front contact of the correspondence indication relay 5NWP, and a front contact of the track relay 5TR. Strip 5K is illuminated by a white lamp w energized over front contact 90 of the relay 5ESK and a front contact of the track relay 5TR. The signal indicator 4K has the green lamp g flashed (since signal 4C is a low-speed signal) from source B over a vibrating contact 40 and front contact 71 of signal mechanism 4CG. When the high-speed signal mechanism 4AG is energized the green lamp is steadily lit from source B over back contact 18 of mechanism 4CG and front contact 19 of mechanism 4AG. If a route cannot be set up a red lamp of the signal indicator is steadily lit. For instance, with both signal mechanisms 4CG, 4AG deenergized but with the entrance relay 4ER energized the red lamp r of indicator 4K is lit over back contacts 18, 19 and front contact 20 of these relays. If a signal is manually returned to danger the red lamp of the signal indicator is flashed during the delay interval of the approach locking. For instance, the lamp r of the indicator 4K is flashed from the vibrating contact 40 over back contact 114 of the approach locking relay 4ALS and back contact 20 of the relay 4ER. The manual cancelling of a signal is effected by briefly moving the lever at the entrance end in the reverse direction, for instance the lever 4P when put to the left energizes the relay 4XR whereby the entrance relay 4ER is caused to drop. During the change over of points a strip such as IRK is flashed from the vibrating contact 40 over back contacts 41, 42 of the correspondence indication relays 1NWP, 1RWP and front contacts 43, 44 of track relays 7TR, 1TR. Entry of a train into the route 4-8 drops the track relay 7TR the contact 16 of which opens the stick circuit of the entrance relay 4ER, which drops and so de-energizes the route circuit including the route relay 4-12R and exit relay 12XR. Thus the relay 4HR and the signal mechanism 4CG are de-energized. The strips 7K, 1RK are illuminated in red by their lamps r being lit over back contacts 117 and 43 of the track relay 7TR. The relays 7ESK, 1ESK, Fig. 10, remain energized over back contacts 116, 119 of the track relays 7TR, 1TR after contact 52 of the relay 4HR has opened and so continue the lighting of the strip IRK, but when the train leaves section 1T the relays 7ESK, 1ESK drop and the strips IRK, 1K become dark. Individual operation of the points can be effected by the levers 1P, 3P, 5P energizing the normal or reverse windings. of the points control relays 1W, 3W, 5W, Fig. 6. An alternative route from 4 to 8 over the points 1 and 3 normal and the cross-over 5 at reverse is set up if the points 1 happen to be locked normal. This is effected by a route relay 4-8AR being energized over a circuit including back contact 25 of the locking relay 1LR for the points 1. Arrangements are provided for call-on signals allowing a train to enter an occupied route. Specifications 492,301 and 499,34