Patent GB-190705729-A (GB)
Title: Improved Block Signal System for Railways.
Filed: 1907-03-09
Granted: 1907-11-28
Abstract: 5729. Wise, W. L., [Anthony, C. C.]. March 9. Signalling-systems; interlocking-apparatus, miniature signals or indicators ; signalling instruments; controlling and locking signals.-A partly-automatic combined electrical and mechanical system for single tracks comprises track relays connected across insulated sections of track and controlling the operation of special block instruments, which are interlocked in pairs at each station, and control the circuits of electric slots on the mechanicallyactuated semaphores and of switch-point indicators and locks for the points leading from sidings on to the main track. Permissive working from one station is arranged for, either from the station or from the siding. Figs. 1 and 2 show diagrammatically the circuits and apparatus at two adjoining stations A, B. The track rails are insulated into sections by insulation points 111, and the sections at each station are provided with track relays R, R', R<11>, R<3> and track batteries 112, except that the relay R<1> is energized by a separate battery only when the armature of the relay R" is attracted. The instruments and circuits are shown in their normal positions with the main signal S at ' danger.' The operator at the station A telegraphs a request to the operator at the station B for the admission of a train into the block at A. The operator B then moves the handle H" of his primary block instrument H to the right hand, and completes a circuit from the battery V<x> at B through the armature d of an indicating-magnet D, lines 3, 4, 5, the switch contact m of the locking-armature h of a magnet h<0>, line 6, the switch contact m<5> of a series of switch contacts controlled by a vertically-moving rod H<6> moved by the handle H<11>, line 7, the switch contact t<11> controlled by a locking-armature t of a magnet t<0> situated near the switch points of the siding 110, line 8, the armature contact of the track relay R", line 9, contact of relay R<3>, line 10, contacts of relays R<3>, R<11> at the station A, switch contact t<11>, line 7, switch contacts m<5> m<4> of the instrument H at the station A, line 11, magnet h<0>, line o, and back to the battery V+ at the station B. The energized magnet h<0> at A attracts its locking armature h, releasing the sector H' of the instrument H and permitting movement of the handle H<11> to the right hand. The energization of the magnet h<0> at A is notified by the miniature indicator H<4> actuated by the armature h. The circuit just described passes through the armatures of the track relays R<11>, R<3>, so that the release of the instrument H at A cannot take place if any train is present on the corresponding sections, aud similarly for the section controlled by the relay R', the armature of which controls the circuit of the indicating magnet D. The handle H<11> at A is then moved to the right hand, to connect the lines 12,13 at the contact m<6>, aud close a circuit from the battery V+ at A through the armature of the magnet D, lines 3, 12, contact m<6>, line 13. the contact k<4> of a series of contacts controlled by a vertically-moving rod K<4> of a secondary instrument K, line 14, magnet k<0>, and line 0 to the battery V+. The movement of the handle H" and rod H<6> moves a notch H<7> opposite a sliding interlocking rod N, so that, when the magnet k<0> is energized as described in the last-mentioned circuit, the armature k is attracted and the handle K<11> may be moved to the right hand, depressing the rod K<4>, and moving the rod N into the notch H<7> to lock the instrument H against further movement. The circuit of the magnet k<0> is controlled as before mentioned by the armature of the indicating- magnet D at A, which is controlled by the track relays at station A, so that the instrument K cannot be operated to place the main signal S at the station A at ' safety' until the whole block is clear. This operation of the instrument K by the movement of the handle K<11> to the right hand closes a circuit from the battery V+ at A through line 151 to a switch contact actuated by the handlever L, lines 15, 16, contact k<3>, line 17, contact k<5>, line 18, armature contact of the track relay R, line 19, the signal slot magnet s<0>, and line o to the battery V+. The energization of the slot magnet S<0> places two toggle-levers s, s<11> in line, so that, when the hand-lever L is operated, the main signal S is lowered to 'safety.' When the operation of the band-lever L breaks the circuit of the slot magnet S<0> at the contact l, the slot magnet is still energized by a circuit from the battery V+ at A through the armature of the magnet D, lines 3, 4, 20, contact m<1>, line 21, contact k<7>, lines 22, 16, contact k<3>, line 17, contact k<5>, line 18, armature of relay R, slot magnet s<0>, and line o to the battery V+. The contact l<1> connects the lines 15, 151 while the train is approaching the signal S, so that the slot magnet circuit is made independently of the circuits of the maguet D and track circuits, any accidental interruption of which would not return the signal to danger.' When the train passes the signal, the slot-circuit is reopened by the relay R, and the toggle-levers s, s<11> are then free to move to the oblique position as the signal returns to ' danger.' When the train has passed off the section corresponding to the relay R, the hand-lever L may be moved to an intermediate position to close the slot circuit through the armature of the relay R at the contact l. The main signal S at station B cannot be moved from the danger' position while any train admitted to the block at station A remains in the block.- For the purpose of lowering the signal at B, the instrument H at A must be actuated, and this is prevented until the instrument K is operated ; this instrument K is locked by the fallen armature k, since the magnet k<0> is de energized, its circuit being open at the armature of the magnet D, which is de-energized at one of the relays R, R'. For trains situated beyond the statio A, and which have not yet arrived at the station B, the unlocking circuit for the instrument H at B would still be opened at one of the relays R<3> or at the relay R<11> at station B, so that the main signal S at B could not be cleared. A train may be admitted from the siding at B into the block as soon as a train from A has passed the points provided that the operator at A operates his instrument. When the handle K<11> at B is moved to the right hand, a circuit is closed from the battery V+ at B through line 151, contact l, lines 15, 16, contact k<3>, line 17, contact k<6>, and line 23 to the magnet of a track indicator P situated at the switch points leading from the siding to the main track, and line o back to the battery V+. Simultaneously, a circuit is closed from the local battery v<1>, through the contact p, lines 24, 25, magnet t<0>, and line o to the battery v<1>. The armature t is attracted, releases a bar T<1>, and unlocks the switch points. When this is the case, the main unlocking circuit is open at the contact t<11>, so that, when the switch points are unlocked, the operator at B cannot give a clear signal or unlock the instruments at A. The operation of the switch-points lock and indicator at A is similar to that at B except that a polarized relay Q is employed with consequent alterations of details, although an identically similar apparatus may be employed for this purpose at each station.