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Improvements in and relating to Railway Signalling Apparatus for Automatically Warning the Engine Driver or Guard as to the Position of the Signal and including Means for Telephoning to the Train from the Signal Cabin and for Automatically Stopping the Train from Running Past a Signal at Danger.
Improvements in and relating to Railway Signalling Apparatus for Automatically Warning the Engine Driver or Guard as to the Position of the Signal and including Means for Telephoning to the Train from the Signal Cabin and for Automatically Stopping the Train from Running Past a Signal at Danger.
3386. Sutton, E. March 3. [Cognate Application, 10,821/15.] Track apparatus actuating signals on and other than on trains and for stopping trains; det o n a t o r apparatus; miniature signals or indicators.-Fixed ramps, placed on opposite sides of the track and energ i z e d alternatively under control of the signalman, give lineclear and danger signals by visual indicators and may also stop the train and place detonators under the w h e e l s. R a m p s of different height are used to coact with each collecting- shoe, and different indicating-circuits on the train are closed thereby. The signal transmitted to a train is indicated in the cabin by a dial indicator. Fig. 4 shows the cabin apparatus, which comprises a threedial indicator with fixed dials and two movable pointers. The magnets b2, c2, f2 operating these pointers are controlled by relays b5, c5, f5. The two relays c5, f5 have self-holding circuits controlled by the contact k. When the signal lever is in the danger position, the contact k closes the circuit from the battery c' over relay c5, contact k, battery c6, and line-wire c' to a stop rail of minimum height. When the train shoe I, Fig. 6, meets the stop rail, the circuit is completed over contact n to relay n3 and earth. The relay n3 closes the local circuits to the indicator magnet c3 and to the detonator apparatus, and also opens the valve n5 which supplies steam or other fluid to the brakes and a buzzer e and may also cut off the power supply. At a warning rail, which may be dead and is placed at a point in front of the stop rail, the shoe I is raised to its maximum height and opens a valve d to sound a syren. An emergency rail of less height than the warning rail may be excited by a switch s controlled by the signalman, and on engagement therewith, the shoe I makes a circuit by way of contact t to the magnet b' of the locomotive indicator and to the relay b5 in the cabin, which controls the magnet b2 of the cabin indicator. The detonator apparatus carried by the train comprises a tubular magazine p3 fitted with sliding plates p7, p8 reciprocated by electro-magnets p'. When the magnets p' are energized, the lower plates p7 are withdrawn, and the lowest detonator drops on to the rail, the remaining detonators being held up by the upper plate p8. Springs replace the plates when the magnet is de-energized. The shoe which engages the ramps on the lineclear side completes one of two contacts, accord. ing to the height of the ramp encountered, to give clear or advance signals and to ring a trembler or single-stroke bell. Telephones with cut-out switches l are arranged in the stoprail circuits in the cabin and in the locomotive. According to the Provisional Specification 3386/15, stronger current is used for danger signals than for clear signals.
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