Patent GB-190119505-A (GB)
Title: Improvements in Railway Traffic Control Systems.
Inventor: ROWE WILLIAM
Filed: 1901-09-30
Granted: 1902-09-30
Abstract: 19,505. Rowe, W. Sept. 30. Signalling-instruments; semaphore &c. signals; controlling and locking signals; interlocking; signalling and communicating between trains ; fog and audible signals; signalling to cabins &c.-Relates to block telegraph and other systems of railway traffic control. The operating-rod 9 of the signalling-instrument, Fig. 2, is normally locked in the 'train on line or 'line blocked' position by the catch armature of the electromagnet 10. When the section is clear, the magnet 10 is energized by a track circuit, so that the rod 9 is free and can be moved to the line clear' position, such movement completing a secondary circuit through the electromagnet 13, which attracts its armature 12 and holds the rod in the 'line clear' position, against the action of the spring 11. The train, in passing over insulated rails at the entrance to the section, shortcircuits the secondary circuit, and the rod 9 is then returned to normal position by the spring 11. In lieu of this secondary track circuit, the magnet may be placed in the instrument circuit, and be controlled by a relay in the rear signal box, this relay being short-circuited, to break the main and the magnet circuits, by the train passing over the insulated rails. The rod 9 carries contact makers and breakers 14, 18, which, respectively, control the circuit of the magnet 13, and the circuit of a relay, adapted to make and break the circuit of the electromagnet 38, Fig. 4, controlling the semaphore. The signal lever actuates the balance lever 31, which is connected by the chain &c. 32 to the armature 39 of the electromagnet 38, the chain &c. 32 passing over the pulley 33 on the balance lever 34 connected to the signal arm. When the magnet 38 is energized, it holds the armature 39, so that the operation of the signal lever lowers the signal, but, when the magnet is de-energized, the operation of the signal lever moves the armature without altering the signal. The signal cannot, therefore, be lowered when the signalling-instrument is in the 'line blocked ' position, owing to the relay controlled by the contact 18. The circuit of the electromagnet is also controlled by the contact 27, Fig. 3, on the rod 25, which is operated in one direction by the signal lever and in the other direction by the spring 26. This arrangement, in conjunction with the block instrument connections, enables either signalman to put the signal to 'danger,' notwithstanding any obstruction to the working of the operating wires &c., and ensures that, when the signal lever is put to the 'danger' position, the signal will follow. By the action of further controlling-arrangements, the signal will also go to 'danger' automatically in case of a train entering the section, if the circuits are disarranged, if conflicting signals or points are not in normal position, or if vehicles foul the line. In the case of conflicting signals or points, their operating- levers actuate contact makers and breakers controlling the instrument circuit or other circuit. When a train enters an occupied section, a detonator is exploded electrically, by a circuit closed at the relay which breaks the semaphore circuit, and completed by the train passing over insulated rails. The detonator 46, Fig. 5, is filled with fulminate of mercury &c., and mounted in an insulating- chamber 42 having conducting-ends 43, 44, the chamber being supported within the resounding bell 40 by spring cheeks 41, which also form the conductors. The detonator is arranged in the signal-controlling circuit, and is exploded by the signal battery, the action of which is always under supervision when working the signals, the resistances being arranged so that the detonator is not exploded until its circuit is shunted through the rails. When a detonator has been exploded, a fresh detonator must be inserted to connect up the signal circuit ; a report should also be made to the authorities, otherwise a shortage of the detonators supplied to the attendants will ensue. The detonator may also be exploded by disarrangement of the circuit, by conflicting signals or points not being in normal position, by vehicles fouling the line, or by a train running backwards after having entered a block section. A second insulated rail, in advance of the rails which complete the deto. nator circuit, is included in a local circuit through a bell and relay in the rear cabin. When a train enters the section in error &c., it operates the bell and the relay, the latter cutting out all receiving parts of the rear-cabin instrument, and switching in another battery which transmits a current through an alarm in the advance cabin.