Patent GB-190509418-A (GB)
Title: Signaling and Train-controlling System for Railways.
Inventor: KINSMAN FRANK EUGENE
Filed: 1905-05-04
Granted: 1905-12-21
Abstract: 9418. Kinsman, F. E. May 4. Locomotives.-An automatic electric system is described, together with means for automatically applying the fluidpressure brakes and shutting- off steam, apparatus for recording this actuation or otherwise being carried on the engine. The apparatus on the engine for applying the brakes and shutting-off steam is of the kind described in Specification No. 24,893, A.D. 1901, and comprises a cock 18, Fig. 1, opening the train pipe 17 through a pipe 16 to the atmosphere when an electro-magnet 23 is energized so that its armature releases a detent 21, allowing a spring 24 to open the cock 18, a segment 19 on the spindle of which gears with a pinion 20 on the detent 21. The compressed air from the trainpipe 17 also passes through the tube 16 into a cylinder 12, pushiog the piston 11 to the right band, and closing the valve 5 at the head of the steam-pipe 3 leading into the steam dome 4. The compressed air escapes into the atmosphere through a cock 25 in the cylinder 12. A tubular slip joint as described in the prior Specification connects the rod 10 of the steam manual-control lever 6 with the piston-rod 9. The cock 18 is subsequently automatically closed by the action of a piston-rod in a cylinder 66, to which air is admitted from the train-pipe when the lever 6 is actuated to open the valve 5 by a detent 70 on the bottom of the lever 6 actuating a lever 68, which opens a cock in the pipe 64 leading to the cylinder 66 and to the train-pipe. The magnet 23 is energized to stop the train as the train passes over contactrails 50, 51, provided that a resistance 49 is not in the circuit of a battery 58 and the contact-rails 50, 51. This is governed by the automatic block system circuit, including a relay 41, the switch armature 48 of which switches the resistance 49 into or out of circuit to give a "safety" or danger" condition, respectively. The known system shown in Fig. 6 employs insulated track rails, insulated between block sections and provided with a relay 33 at the rear end and a battery 32 at the forward end of each section. The switch armature 34 of each relay connects with contacts 35 or 36, and a battery 46, a relay 41, and a semaphore - actuating electro - magnet 39 are included in the circuit extending from a rear contact 36 to a forward contact 35. The system shows "normal "danger," and, assuming the section ahead to be unoccupied, a train entering the left-hand section short-circuits the relay 33, the armature of which falls on to the contact 36, so that the signalling- circuit is closed through the contact 36, wire 47, battery 46, closed switch 43 (provided there is no breakdown in the circuit of the contact-rails 50, 51, in which case the signalling-circuit would here remain open and indicate "danger "), wire42, relay 41, wire 40, electromagnet 39 (which places the semaphore at "safety"), contact 35, line 37, and the switch 34, back to the contact 36. A train in the section ahead would have its relay 33 de-energized and this circuit broken at the contact 35. A high-resistance relay 44 connected across the contact-rails 50, 51 holds the switch 43 closed except under breakdown conditions as stated above.