Patent GB-191203828-A (GB)
Title: Improvements in or relating to Railway Safe Running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/10
Filed: 1912-02-15
Granted: 1913-05-15
Abstract: 3828. Angus, A. R. Feb. 16, 1911, [Convention date]. Locking-mechanism; locking-bolts.-Railway points locking-devices are combined with apparatus for signalling on and stopping trains. The track apparatus for signalling is made dependent upon the locking - devices of the switch points, and the points-operating lever is so associated with the track circuits and points lock that the points can neither be locked or unlocked from the cabin if a train is in any of the associated track systems. The engine apparatus responds differently to currents of different strengths. If the track is clear and the track circuits are in order, when a train passes over the first signal ramp 39, a solenoid K is energized, and the points-locking bar M is withdrawn, and, when the train passes over a second signal ramp 40, a solenoid J is energized, and the bar M is returned into locking - position. The latter action is confirmed when the train passes over a trainstopping ramp 41. In each case a magnet L is energized to remove a lock 62 from the locking-bar. At first the whole of the coils of the magnet L is energized and a part only of the solenoid J or K. Afterwards, by the movement of contact plates, attached to the locking-bar and the locking-bar lock, into and out of contact with contacts 109, 110 and 59, 61, a part only of the coils of the magnet L is energized and the whole of the solenoid J or 'K. Between these coils and the track ramps the left-hand rails 78, 76 are placed in series, and between the coils and the return rail 82, the right-hand rails 80, 81 are placed in series. The presence of another train on these rails short - circuits the coils and prevents their proper operation. The circuit from the track ramp 39 includes a magnet G, the armature of which serves to cut out the locking-solenoid J. The circuits from the track ramps 40, 41 include a magnet F by which the unlocking- solenoid K is cut out. The circuits from the track ramps 39, 40 include contacts 50 in the cabin apparatus for operating the points so that the operation of the points-lock cannot be effected from train and cabin simultaneously. In order that, when the track is in safety condition and after the solenoids K or J has operated, a steady current of the predetermined value shall pass between the engine and the track circuits, a magnet N is included in the circuit from each of the track ramps, and, by means of its armature and contact 106 puts a resistance 112 or a resistance 116 in parallel with the solenoid J or solenoid K respectively. The resistance 112 is less than resistance 116, but a resistance 117 in the main circuit from the ramp 40 in series with the resistance 112 is equal to the resistance 116 so that the normal resistances of the two sets of circuits are the same. If the resistances and solenoids are incorrectly associated, the engine apparatus is operated to give a signal or to stop the train. In order to test the position of the points and the points-lock, the circuit from the ramp 41 passes through contacts 64 on the lock and contacts 67, 68 on the points to the magnet F. Thence it traverses the same path as the circuit from the ramp 40. In addition to putting the resistances 112, 116 in circuit, the magnet N breaks one circuit through the rail 74 and another through the rails 77, 120 and resistance 86. The points lever H is fitted with a switch arm 88 which, in bridging contacts 89, 90, closes a track-testing circuit, in bridging contacts 89, 91 closes a points-unlocking circuit through solenoid K and magnet L, and in bridging contacts 89, 92 closes a points-locking circuit through the solenoid J and magnet L. In the latter circuits the energization is increased in the solenoids during operation and decreased in the magnet as previously described. The track-testing circuit passes from the battery 70 to a magnet E and on to a rail 82, thence through all the right-hand rails 82, 118, 80 in series to a resistance 86 and returns through all the left-hand rails 120, 77, 78, 76, 74 in series, through a resistance 72a and contacts 89, 90. If no train is upon these rails so as to short-circuit the resistance 86, the magnet E is properly energized, and its armature makes contact with a weighted lever 51 without raising it out of contact with a contact 95. If the switch arm 88 is on contact 91, a pointsunlocking circuit is made from the contact 91 as from the ramp 39, to which it is connected by wire 42 through the magnet G, the left-hand rails solenoid K and magnet L, and the armature of the magnet F, but thence. is completed through the contact 95 and the armature 94 of the magnet E to the battery. When the operation of the points is completed, and the catch trigger being released, the switch arm 88 passes over contact 92, a points-locking circuit is made from that contact as from the ramp 40, with which it is connected so far as the armature of the magnet G but is thence completed as for the unlocking-circuit through the armature 94. The track-testing circuit includes the contact 102 and cannot therefore be completed if a train is in contact with any of the ramps 39, 40, 41 and is thereby energizing the magnet N. Also, when the points are being operated from the cabin, the inagnet N is short-circuited at 93 by the armature 94, and the safety operation of the train apparatus is prevented. If the current passing in the track - testing circuit associated with the points-lever H is below a predetermined value, the points-unlocking circuit is closed at 51 by the armature 94, and if it is above a predetermined value that circuit is broken at 95; in both cases, operation of the points is prevented. Indicating-devices attached to the armature 94 show the magnitude of the current passing.