Patent GB-191306330-A (GB)
Title: Improvements in or relating to Railway Safe-running Devices.
Inventor: ANGUS ARTHUR REGINALD
IPC: B61L3/02
Filed: 1912-03-22
Granted: 1913-06-23
Abstract: 6330. Angus, A. R. March 22, 1912. Electrical s y s t e m s, non - automatic; track apparatus actuating signals on trains and for stopping trains. - A single contacting device on a train normally restrains non- electrically the operation of a warning-device and a stopping-device on the train, and when the contacting device comes successively into contact with two track ramps it loses its restraining action on the said warning and stopping devices successively, and thereby brings about successively a warning and a stopping operation, unless when the train is in contact with each of the track ramps the corresponding device is prevented from operating by the exertion of a substitutional restraining influence. In the embodiment described. valves 21, 22, Fig. 7. controlling a whistle 26 and a train-stopping device 33, 34 are held normally in the positions shown by pivoted segments 11, 12, which are themselves held by engagement with a head 10 of a train-carried contact 1. Upon the track are warning and stopping track ramps. A warning track ramp is of such a height that when the contact 1 is upon it, the head 10 is raised out of engagement with the segment 11 but not with the segment 12; and a stopping track ramp is of such a height that the contact 1 is raised by it out of engagement with both segments 11, 12. When a segment is thus released, it falls and releases the associated valve unless certain track connexions are properly made, and then it is held in place by the attraction of a magnet 38 or 39, which is energized by current passing from a battery 40 in a circuit including the contact 1, the ramp, and track connexions with the track rails. The apparatus is intended for use in a single-track system. Contact 1 and top ramp 2 are used for one direction of running and side ramps 7, and one or two hinged contacts 9 are provided for use in the other direction; the side ramps, however, are used only to close the circuits of the restraining-magnets 38, 39, the top ramp being used to move the head 10 in whichever direction the train is running. The circuits of the restraining-magnets are connected to the appropriate contacts by a switch 41 connected to the reversing gear of the engine and by a hand switch 100, which is used'when the engine is turned upon a turn-table. A line-clear bell 181 is included in the circuit of the magnet. Resetting-levers 190, 191, 192 are provided for the contact 1 and the segments 11, 12. The levers 190, 191 are free to be used when desired but lever 192 is completely enclosed in a locked box. Fig. 1 shows an arrangement of track connexions at that end of a section by which a ' down ' train enters. The warning - ramps 2, 3 and the stopping-ramp 4 form a set for the ' down ' direction, and the warning and stopping ramps 7 form a set for the ' up ' direction. For a ' down ' train entering the section, two warning operations precede a stopping operation, and for an ' up ' train leaving the section, the stopping operation is effected first. The ramps 2, 3, 4 are connected together and to the switch contact 43, and the ramps 7 are connected to the switch contact 46. One or other of these contacts is connected to the track rails, to complete the circuit of the restraining-magnets, by the armature 44 of a magnet 60 according to the position of a switch 52. The magnet 60 may be either polarized or non-polarized. The magnet 60 and its armature may be replaced by a switch constructed so that it cannot at one time close the circuit for both sets of ramps. Such a switch may be associated with a semaphore arm or a switch-points detector, or two handoperated switches may be used the levers of which are interlocked. The battery 40 on the train may be replaced by a battery K on the track. When the battery used is on the train, the connexions on the train may be as shown in Fig. 12, in which the current passing between the train and the track is furnished by a battery 164 and energizes a magnet H which closes the circuit of the restraining-magnets 38, 39 only when the current is great enough to lift the armature 165 and not so great as to lift the lever 167 also. Fig. 9 shows an arrangement of track connexions, at one end of a section, having two interdependent relays which may be polarized or non-polarized. Their circuits are controlled by a switch lever 111 which normally lies between contacts 114 and 133. To permit a ' down ' train to enter the section, the lever 111 is moved on to contacts 114, 115 and then on to contacts 121, 122. On contacts 114, 115 it causes the energization of the magnet 149, and the armature 126 is made to bridge contact 125, and on contacts 121, 122 it closes a circuit through contacts 125 and the magnets 148, and thereby brings armature 128 up to the contact 130. The track ramps 2, 3, 4 are thereby connected to the track rails through the contact 130, armatures 128, 118, and the contact 120, and the ' down ' train may proceed. To permit an ' up ' train to leave the section, the lever 111 is moved over contacts 133, 134 and 139, 140, whereby both armatures 118, 128 are swung to the right, and track ramps 7 are connected to the track rails through contacts 143 and 135. Electrical systems, non-automatic.-Levers 111 at opposite ends of a section may be provided with locks so that the movement of a lever 111 at one end of the section to permit a train to enter the section can only be completed when the lock is removed by the signalman at the other end of the section. Specifications 7081/12 and 6652/13 are referred to.