Patent GB-191310803-A (GB)
Title: Improvements in Electric Railway Signalling Systems.
Inventor: MOUYEN JEAN BAPTISTE
IPC: B61L23/16
Filed: 1913-05-07
Granted: 1914-06-08
Abstract: 10,803. Mouyen, J.-B. May 8, 1912, [Convention date]. Combined electrical and mechanical systems, non-automatic; electrical systems, automatic and non-automatic.-In systems using home and distant signals controlled by track relays, no conductors other than the track rails are used between the signals, which are operated or released for operation, manually or otherwise, by circuits controlled at the home signals by two non-polarized relays and at the distant signal by three non-polarized relays. Each block of track is divided into two insulated sections at the distant signal protecting the next block, and the blocks are separated by insulation at the home signals. At the home signal, a relay is connected across each pair of track rails, the circuit of the incoming section being dependent upon the contacts of the relay of the outgoing section. At the distant signal, one relay is connected across the track rails between the distant and home signals, and another is in a circuit so as to be energized when a train approaches the distant signal and short-circuits the relay of the home signal in the rear. Relay contacts short-circuit the rails in the rear of the distant signal when a train is between the distant and home signals. Fig. 1 shows a track for traffic from left to right of the Figure, divided into insulated blocks and protected by home signals S<0>, S, S<1> at the entrance to each block and distant signals R, R<1> situated intermediate of each block, which is divided into two insulated sections near the distant signal. The apparatus at the signals R, S only is shown completely, the track being entirely free of trains. Under these circumstances, two circuits are completed through the relays b<0>, B<1> respectively, namely one from battery p<1>, through relay A, contact 2 of relay B<1> (excited), leads 33, 32, the rails of section I, and relay b<0>, and the second from battery p<2> through lead 23, coil g of relay a, contact 1 of relay b (excited), lead 19, rails of section II, and relay B<1>. The signals are normally at danger. A train entering section I from the left shunts and de-energizes the relay b<0> and increases the current through the relay A. The relay b<0> sets the signal S<0> to danger and the relay A draws its armature and at its contact 3 closes a holding circuit from battery p<1> through relay A, the track rails and the train wheels, and at its contact 4 closes a shunt circuit across the terminals of relay B' from the point m through the contacts 2 of relay G (de-energized) to the point n, thus de-energizing the relay B<1>, and increasing the current in the coil g of relay a, which draws its armature. The armature of relay B<1> closes at the contact 1 the circuit from the battery c to the coil G, the armature of which breaks the shunt circuit across the relay B<1> and puts the coils B<1>, D<1> in parallel to the rails. The relays A, B<1>, D' are now excited, and the coil G is de-energized, its circuits being open at the contact 1 of relay B<1>. The signal R is thus either automatically set to clear, or released so that it may be set to clear by some auxiliary means, for the train. The armatures of relays a, b, which are also both excited, close the circuits for similarly controlling the movement of the signal S to clear. The train is thus free to pass from section I to section II and on to section III. On entering section II, the relays B<1>, D' are shunted and the signal R is put to danger. The relay A is also de-energized by the connexion in series therewith of the relay b<0>. When the train reaches section III, the relay b is short-circuited and the signal S put to danger. The battery t supplies current through the closed contacts of the relays B<1>, G (when the rails of section II are free of the train wheels) to the relay B' and the coil d, the armature of the relay a closing a holding circuit through contact 1 of the relay a and contacts 2 and 3 of relay b, and also closing a circuit from the battery p<2> through the contacts 1 of relay a and 3 of relay b to the rails of section II and the relay B'. The relay B closes at contact 2 the current of relay b<0>, which is thus restored to its original condition, and on the subsequent re-energization of the relay b the circuit to the relay B' is made to include the coil g and contact 1 of relay b and is restored to normal. The system may be modified so as to constitute a. normal clear system or a wholly automatic system.